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OMA Part A covers the regulatory and organisational framework for Loganair ATR operations. For type-specific operating procedures see OMB Part B (ATR 42/72).

Contents

Section 0: Introduction

0.1 Introduction

FLT 1.6.4, 1.7.2, 3.1.1, 3.1.2 The Loganair Operations Manual is issued in accordance with UK CAA Regulations, specifically Commission Regulation (EC) No 216/2008 – The Basic UK CAA Regulation. It complies with Annexes III, IV and V of Regulation (EU) No965/2012 (to be referred to as UK CAA Ops) and the relevant Annexes of Regulation (EU) No1178/2011, as amended (to be referred to as UK CAA Aircrew Regulation) where applicable and with the terms and conditions of the Company Air Operators Certificate. The Operations Manual is approved by the competent Authority (UK CAA). Content and Purpose The Operations Manual contains operational instructions and procedures that must be complied with by all operational staff involved in the planning and operation of Commercial Air Transport flights by the Company. The Operations Manual shall contain legible and accurate information, is written in the common language understood by flight operations personnel (English), and is presented in a suitable format for the needs of flight operations personnel. Loganair does not designate more than one common language. The use of material in the Operations Manual from other sources does not absolve the Company from the responsibility for verifying the applicability and suitability of this material. The use of such material will be authorised by statement in the Operation Manual. The manual is broadly sub-divided into the following Parts, which may be supplemented by such other publications as the aeroplane flight manual or pilots operating handbook, and commercially produced route and airways manuals: Part A General Part B DHC 6 (Twin Otter) Part B EMB 135/145 Part B BN2 Islander Part B ATR 42/72 Part B Cabin Crew Safety Manual

Normal, plus Abnormal and Emergency Checklists DHC6 Twin Otter Normal, plus Abnormal and Emergency Checklists BN2 Islander ATR 42/72 Route Performance Manual EMB 135/145 Route Performance Manual DHC6-400 Route Performance Manual BN2 Islander Route Performance Manual DHC6-300 Route Performance Manual Part C Route Guide Part D Training Manual All Referenced OEM produced manuals, such as AFM and AOM Other Loganair manuals referred to in the Operations Manuals include: MSM Management System Manual GOM Ground Operations Manual Where necessary, specific terms are defined at the beginning of the sections to which they are appropriate. For brevity the pronoun ‘he’ is used throughout the Company manual suite. Where appropriate, the pronoun she should be inferred or assumed. Use of Common Language FLT 1.7.2 The language used throughout the Operations Manual is English. The Company requires that all staff are able to read and communicate to a high standard in English. Flight Deck crew are required to be assessed as ICAO Level 6 English proficiency although Level 4 or 5 are acceptable at the discretion of the Director of Flight Operations for recruitment purposes. For those flight crew members (including instructors and evaluators) whose native language is not the same as the designated common language, then they shall complete an evaluation prior to being assigned to operational duties in order to demonstrate a level of proficiency in the designated common language that ensures they are able to effectively communicate during the performance of operational duties and are able to understand information in the Operations Manual pertaining to duties and responsibilities.

In the UK, a pilot will need to do the Language re-assessment as follows: • Level 4 – every 4 years from the date of assessment • Level 5 – every 6 years from the date of assessment • Level 6 – No requirement for re-evaluation Under normal circumstances, pilots are required to achieve ICAO Level 6 English Language proficiency within 6 months of joining the company, if not already endorsed as such on the holders licence. This can be achieved either at a UK CAA Approved English language School or during a flight test by a UK CAA Approved Examiner. Commercial Air Transport Operation A flight carrying passengers, cargo or mail for remuneration or hire where the principal purpose for their carriage is to transport them, and where a seat on the flight or the right to have cargo or mail carried is available to any member of the public, shall be deemed to be for commercial air transport. This includes flights carrying passengers for remuneration or hire, which begins and ends at the same aerodrome.

Note: Corporate Aviation.

0.2 Amendment and Revision Instructions

The operations manual is issued on the authority of the Company, and the Director of Flight Operations will authorise all amendments to it, as required by the Company or by the Civil Aviation Authority. Any proposed amendments should be forwarded to the Director of Flight Operations, on a Notice of proposed amendment form, as described in this part of the Operations Manual at Section0.4. All amendments will be in the form of HTML/PDF, replacement pages; manuscript amendments are not permitted except in situations requiring immediate amendment or revision in the interest of safety. Revision pages will be annotated to show the date of issue (and date of effect if different); the amendment list number, and the portion of the text which has been revised, as indicated by vertical marginal lines adjacent to the changes. Each amendment will be accompanied by a revised list of effective pages, with their dates of issue, and by a certificate of receipt/incorporation. An amendment list record will be maintained at the front of each manual. The Amendment Process:

Any change to the Operations Manual affecting: i. The scope of the certificate or the operations specifications of the Company; or ii. Any of the elements of the Company’s management system; Shall require prior approval by the competent authority. Detailed guidance on changes requiring prior approval can be found in the UK CAA Acceptable Means of Compliance (AMC) and Guidance Material (GM) to Part-ORO-GM1 ORO.GEN. 130(a) Changes. For any changes requiring prior approval the Company shall apply for and obtain an approval issued by the Authority. The application shall be submitted before any such change takes place, in order to enable the Authority to determine continued compliance with Regulation (EU) 2018/ 1139 and its Implementing Rules and to amend, if necessary, the operator certificate and related terms of approval attached to it. In order to satisfy the Basic UK CAA Regulation and to ensure the shortest possible time between an operator submitting an Operations Manual amendment, its acceptance and any associated Approval being issued, each Operations Manual amendment submitted to Loganair’s assigned Flight Operations Inspector is to be accompanied by a Notice of Proposed Amendment (NPA). The process to be followed with regard to amendments and NPAs can be found in Flight Operations Procedure documentation. Amended text should also be highlighted on the relevant Operations Manual page(s) by a vertical line in the margin or by a similar means adopted. Once approval has been obtained, the Company will publish the amendment as per Flight Operations procedure. The Minimum Equipment List (MEL) Approvals Process follows a specific process, as detailed in Flight Operations Procedure documentation. The Parts of the Company Operations Manual that are relevant to the duties of the crew are to be carried on all the Company’s aeroplanes (either electronically-where approved or hard copy) that conduct commercial transport. One additional copy will be lodged with the Civil Aviation Authority. The Company will maintain an up-to-date list of manuals.

Details of revisions which may be urgently required in the interests of flight safety, or which are supplementary to the Operations Manual, will be promulgated as Notices to Aircrew (NOTAC) see Section2.2. The Operations Manuals will be amended in accordance with Flight Operations procedure which includes the NOTAC (OMA) process. ‘OMA’ standing for ‘Ops Manual Amendment’ indicating that the content of the NOTAC (OMA) is intended for inclusion in the next amendment of the Ops Manual. Company personnel have access to an electronic copy of each part of the Operations Manual, relevant to their duties. Numbered copies are held in all aircraft. Electronic manuals are available in the secure document website https://loganairuk.sharepoint.com/sites/intranet/documents/ which is controlled to ensure that only the current version is available. All crew will be allocated a user name and password to enable them to access these documents from any computer either in the crew rooms or elsewhere to obtain a personal copy. Any changes to the status of these manuals will be promulgated in the Commanders Brief. It is the responsibility of individual crew members to read any revised document and ensure that they are fully understood. Crew must be aware that any downloaded document, e.g. to iPad, Kindle, etc, must be treated as uncontrolled and it is their responsibility to ensure they use only the latest version of the manual. All downloaded manuals, when printed, will be watermarked as uncontrolled. Digital master copies of the Operations Manuals are stored and backed up by the publishers and by the Company. Deviations from Standard Requirements The Director of Flight Operations may, at his discretion, deviate or amend the content of specific sections of the Operations Manual. It is the responsibility of the Director of Flight Operations to ensure that no deviations from standard requirements result in a violation of any regulation, rule or law applicable to the company. A record of all deviations must be stored by the Company and be available for audit or record purposes. The record must catalogue suitable and appropriate justification for the deviation as well as any associated risks and mitigations as a result of the deviation. Examples of acceptable deviations from standard requirements are recency variations, command requirements, etc.

Revision Number Date Issued Incorporated by Date Incorporated
Two 01 September 2005 Reprint 01 November 2005
Three 01 April 2006 Elaine Cameron 01 April 2006
Four 31 October 2006 Elaine Cameron 31 October 2006
Five 01 April 2007 Elaine Cameron 30 April 2007
Six 01 October 2007 Elaine Cameron 01 October 2007
Seven 01 April 2008 Elaine Cameron 01 April 2008
Eight 01 April 2009 Elaine Cameron 01 April 2009
Nine 31 October 2009 Elaine Cameron 31 October 2009
Ten 01 April 2010 Elaine Cameron 01 April 2010
Eleven 01 October 2010 Elaine Harvey 01 October 2010
Twelve 01 April 2011 Elaine Harvey 01 April 2011
Thirteen 01 October 2011 Elaine Harvey 01 October 2011
Fourteen 01 September 2012 Vistair 01 September 2012
Fifteen 15 March 2013 Vistair 01 March 2013
Sixteen 15 April 2013 Vistair 01 April 2013
Seventeen 01 August 2014 Vistair 01 August 2014
Eighteen 01 June 2017 Vistair 01 June 2017
Nineteen 01 June 2018 Vistair 01 June 2018
Twenty 01 June 2019 Vistair 01 June 2019
Twenty one 01 Mar 2020 Vistair 01 Mar 2020
Twenty two 01 May 2021 Vistair 01 May 2021
Twenty three 01 July 2022 Vistair 01 July 2022
Twenty four 01 July 2023 Vistair 01 July 2023
Twenty five 01 November 2023 Vistair 01 Nov 2023
Twenty six 01 July 2024 Vistair 01 July 2024
Twenty seven 01 January 2025 Vistair 01 January 2025
Twenty Eight 01 April 2025 Vistair 01 April 2025
Twenty Nine 01 August 2025 Vistair 01 August 2025

0.3 Record of Amendments The Amendment Issues promulgated in this record have been incorporated in this publication.

0.4 Amendment Proposal Form

All proposals for amending the Operations Manual are made through the relevant channels of authority. CAA form SRG1832 should be completed and sent to DFO for review and approval. All forms are kept by the Flight Admin officer.

0.5 Terms and Definitions

The following terms and definitions are applicable to this Operation Manual: ‘Accelerate-Stop Distance Available (ASDA)’ means the length of the take-off run available plus the length of stopway, if such stopway is declared available by the State of the aerodrome and is capable of bearing the mass of the aeroplane under the prevailing operating conditions; Accepted/Acceptable means not objected to by the Authority as suitable for the purpose intended. ‘Acceptable Means of Compliance (AMC)’ means non-binding standards adopted by UK CAA to illustrate means to establish compliance with Regulation (EC) No 216/2008 and its Implementing Rules; ‘Acceptance checklist’ means a document used to assist in carrying out a check on the external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met with; ‘Adequate aerodrome’ means an aerodrome on which the aircraft can be operated, taking account of the applicable performance requirements and runway characteristics; For the purpose of passenger classification: 1. ‘Adult’ means a person of an age of 12 years and above; 2. ‘Child/children’ means persons who are of an age of two years and above but who are less than 12 years of age; 3. ‘Infant’ means a person under the age of two years. ‘Aeroplane’ means an engine-driven fixed-wing aircraft heavier than air that is supported in flight by the dynamic reaction of the air against its wings; ‘(The) Agency’ means the European Aviation Safety Agency (EASA); ‘Aided Night Vision Imaging System (NVIS) flight’ means, in the case of NVIS operations, that portion of a Visual Flight Rules (VFR) flight performed at night when a crew member is using Night Vision Goggles (NVG);

'Air Carrier' means an undertaking with a valid operating licence or equivalent. ‘Aircraft’ means a machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface; ‘Alternative Means of Compliance’ means those means that propose an alternative to an existing acceptable means of compliance or those that propose new means to establish compliance with Regulation (EC) No. 216/2008 and its Implementing Rules for which no associated AMC have been adopted by UK CAA; ‘Anti-icing’ in the case of ground procedures, means a procedure that provides protection against the formation of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period of time (hold-over time); Approved (by the Authority) means documented (by the Authority) as suitable for the purpose intended. ‘Authorised Persons’ means those persons who are designated as authorised persons in accordance with the Regulations. They include flight operations inspectors and flight test aircrew employed by the CAA who may be authorised to act as flight crew or other crew as required; (The) Authority means the competent authority designated by the Member State in which in which the operator has its principle place of business. For Loganair Ltd this is the UK CAA. ‘Cabin Crew member’ means an appropriately qualified crew member, other than a flight crew or technical crew member, who is assigned by an operator to perform duties related to the safety of passengers and flight during operations; ‘Category I (CAT I) approach operation’ means a precision instrument approach and landing using an Instrument Landing System (ILS), Microwave Landing System (MLS), GLS (Ground-based Augmented Global Navigation Satellite System (GNSS/GBAS) landing system), Precision Approach Radar (PAR) or GNSS using a Satellite-based Augmentation System (SBAS) with a decision height (DH) not lower than 200 ft and with a Runway Visual Range (RVR) not less than 550 m for aeroplanes;

‘Category II (CAT II) operation’ means a precision instrument approach and landing operation using ILS or MLS with: 1. DH below 200 ft but not lower than 100 ft; and 2. RVR of not less than 300 m. ‘Certification Specifications’ (CS) means technical standards adopted by the Agency indicating means to show compliance with Regulation (EC) No. 216/2008 and its Implementing Rules and which can be used by an organisation for the purpose of certification; ‘Circling’ means the visual phase of an instrument approach to bring an aircraft into position for landing on a runway/FATO that is not suitably located for a straight-in approach; ‘Clearway’ means a defined rectangular area on the ground or water under the control of the appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height; ‘Cloud base’ means the height of the base of the lowest observed or forecast cloud element in the vicinity of an aerodrome or operating site or within a specified area of operations, normally measured above aerodrome elevation or, in the case of offshore operations, above mean sea level; ‘Code share’ means an arrangement under which an operator places its designator code on a flight operated by another operator, and sells and issues tickets for that flight; ‘Commercial Air Transport (CAT)’ means any operation of an aircraft in return for remuneration or other valuable consideration, which is available to the public or when not made available to the public, which is performed under a contract between an operator and a customer, where the customer has no control over the operator. 'Community Air Carrier' means an air carrier with a valid operating licence granted by a competent licensing authority in accordance with Chapter 2. ‘(The) Company’ means Loganair Ltd; ‘Congested area’ means in relation to a city, town or settlement, any area which is substantially used for residential, commercial or recreational purposes;

‘Contaminated runway’ means a runway of which more than 25% of the runway surface area within the required length and width being used is covered by the following: 1. Surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0,125 in) of water; 2. Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or 3. Ice, including wet ice. ‘Contingency fuel’ means the fuel required to compensate for unforeseen factors that could have an influence on the fuel consumption to the destination aerodrome; ‘Continuous Descent Final Approach (CDFA)’ means a technique, consistent with stabilised approach procedures, 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 15 m (50 ft) above the landing runway threshold or the point where the flare manoeuvre shall begin for the type of aircraft flown; ‘Converted Meteorological Visibility (CMV)’ means a value, equivalent to an RVR, which is derived from the reported meteorological visibility; ‘Crew member’ means a person assigned by an operator to perform duties on board an aircraft; ‘Critical phases of flight’ in the case of aeroplanes means the take-off run, the take-off flight path, the final approach, the missed approach, the landing, including the landing roll, and any other phases of flight as determined by the pilot-in-command or commander; 'Damp lease agreement' means a wet-leased aircraft that includes a cockpit crew but not cabin attendants; ‘Dangerous Goods (DG)’ means articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the technical instructions or which are classified according to those instructions; ‘Dangerous goods accident’ means an occurrence associated with and related to the transport of dangerous goods by air which results in fatal or serious injury to a person or major property damage;

‘Dangerous goods incident’ means: 1. An occurrence other than a dangerous goods accident associated with and related to the transport of dangerous goods by air, not necessarily occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained; 2. Any occurrence relating to the transport of dangerous goods which seriously jeopardises an aircraft or its occupants. ‘De-icing’, in the case of ground procedures, means a procedure by which frost, ice, snow or slush is removed from an aircraft in order to provide uncontaminated surfaces; ‘Dry Lease Agreement’ means an agreement between undertakings pursuant to which the aircraft is operated under the Air Operator Certificate (AOC) of the lessee. ‘Dry operating mass’ means the total mass of the aircraft ready for a specific type of operation, excluding usable fuel and traffic load; ‘Dry runway’ means a runway 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; ‘Elevated Final Approach and Take-off area (elevated FATO)’ means a FATO that is at least 3 m above the surrounding surface; ‘En-Route Alternate (ERA) aerodrome’ means an adequate aerodrome along the route, which may be required at the planning stage; ‘Enhanced Vision System (EVS)’ means a system to display electronic real-time images of the external scene achieved through the use of imaging sensors; ‘Flight Crew’ means those crew members qualified to occupy flight deck seats that are designated as flight crew responsible for the flight; ‘Flight Data Monitoring (FDM)’ means the proactive and non-punitive use of digital flight data from routine operations to improve aviation safety;

‘Flight Simulation Training Device (FSTD)’ means a training device which is: 1. In the case of aeroplanes, a Full Flight Simulator (FFS), a Flight Training Device (FTD), a Flight and Navigation Procedures Trainer (FNPT), or a Basic Instrument Training Device (BITD). ‘Fuel ERA aerodrome’ means an ERA aerodrome selected for the purpose of reducing contingency fuel; ‘GBAS Landing System (GLS)’ means an approach landing system using Ground Based Augmented Global Navigation Satellite System (GNSS/GBAS) 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; ‘Grounding’ means the formal prohibition of an aircraft to take-off and the taking of such steps as are necessary to detain it; ‘Head-Up Display (HUD)’ means a display system which presents flight information to the pilot’s forward external field of view and which does not significantly restrict the external view; ‘Head-Up Guidance Landing System (HUDLS)’ means the total airborne system that provides head-up guidance to the pilot during the approach and landing and/or missed approach procedure. It includes all sensors, computers, power supplies, indications and controls; ‘Helicopter’ means a heavier-than-air aircraft supported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes; ‘Hostile environment’ means: 1. An environment in which: a. A safe forced landing cannot be accomplished because the surface is inadequate; b. The helicopter occupants cannot be adequately protected from the elements; c. Search and rescue response/capability is not provided consistent with anticipated exposure; or d. There is an unacceptable risk of endangering persons or property on the ground.

  1. In any case, the following areas: a. For overwater operations, the open sea areas north of 45N and south of 45S designated by the authority of the State concerned; b. Those parts of a congested area without adequate safe forced landing areas. ‘Landing Decision Point (LDP)’ means the point used in determining landing performance from which, an engine failure having been recognised at this point, the landing may be safely continued or a Rejected Landing landing initiated; ‘Landing Distance Available (LDA)’ means the length of the runway which is declared available by the State of the aerodrome and suitable for the ground run of an aeroplane landing; ‘Landplane’ means a fixed wing aircraft which is designed for taking off and landing on land and includes amphibians operated as landplanes; 'Lease' means a contractual arrangement whereby a properly licensed air operator gains commercial control of an entire aircraft without transfer of ownership; 'Lessee' means the party to which the aircraft is leased; 'Lessor' means the party from which the aircraft is leased; ‘Low Visibility Procedures (LVP)’ means procedures applied at an aerodrome for the purpose of ensuring safe operations during lower than standard category I, other than standard category II, category II and III approaches and low visibility take-offs; ‘Low Visibility Take-off (LVTO)’ means a take-off with an RVR lower than 400 m but not less than 75 m; ‘Lower Than Standard Category I (LTS CAT I) operation’ means a category I instrument approach and landing operation using category I DH, with an RVR lower than would normally be associated with the applicable DH but not lower than 400 m; ‘Maximum Structural Landing Mass’ means the maximum permissible total aeroplane mass upon landing under normal circumstances; ‘Maximum Structural Take-off Mass’ means the maximum permissible total aeroplane mass at the start of the take-off run;

‘Maximum Zero Fuel Mass’ means the maximum permissible mass of an aeroplane with no usable fuel. The mass of the unusable fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations; ‘Maximum Operational Passenger Seating Configuration (MOPSC)’ means the maximum passenger seating capacity of an individual aircraft, excluding crew seats, established for operational purposes and specified in the operations manual. Taking as a baseline the maximum passenger seating configuration established during the certification process conducted for the Type Certificate (TC), Supplemental Type Certificate (STC) or change to the TC or STC as relevant to the individual aircraft, the MOPSC may establish an equal or lower number of seats, depending on the operational constraints; ‘Medical Passenger’ means a medical person carried in a helicopter during a HEMS flight, including but not limited to doctors, nurses and paramedics; ‘Master Minimum Equipment List (MMEL)’ means a master list (including a preamble) appropriate to an aircraft type which determines those instruments, items of equipment or functions that, while maintaining the level of safety intended in the applicable airworthiness certification specifications, may temporarily be inoperative either due to the inherent redundancy of the design, and/or due to specified operational and maintenance procedures, conditions and limitations, and in accordance with the applicable procedures for Continued Airworthiness. ‘Minimum Equipment List (MEL)’ means a list (including a preamble) which provides for the operation of aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for his own particular aircraft taking account of their aircraft definition and the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority. ‘Night’ means the period between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise as may be prescribed by the appropriate authority, as defined by the Member State; ‘Night Vision Goggles (NVG)’ means a head-mounted, binocular, light intensification appliance that enhances the ability to maintain visual surface references at night;

‘Non-hostile environment’ means an environment in which: 1. A safe forced landing can be accomplished; 2. The helicopter occupants can be protected from the elements; and 3. Search and rescue response/capability is provided consistent with the anticipated exposure. In any case, those parts of a congested area with adequate safe forced landing areas shall be considered non-hostile; ‘Non-Precision Approach (NPA) operation’ means an instrument approach with a minimum descent height (MDH), or DH when flying a CDFA technique, not lower than 250 ft and an RVR/CMV of not less than 750 m for aeroplanes. ‘Obstacle clearance Altitude (OCA) or obstacle clearance height (OCH)’ means the lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria; ‘Obstruction Clearance Limit (OCL)’ means the height above the aerodrome elevation below which the minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed approach; Note 1: Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft.) below the aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the aerodrome elevation. Note 2: For convenience when both expressions are used they may be written in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”. ‘Operational control’ means the responsibility for the initiation, continuation, termination or diversion of a flight in the interest of safety; ‘Other Crew’ means qualified flight crew occupying the flight deck jump seat as part of a training observation or flight crew positioning in the cabin to or from an airfield as part of a base training programme;

‘Other Than Standard Category II (OTS CAT II) operation’ means a precision instrument approach and landing operation using ILS or MLS where some or all of the elements of the precision approach category II light system are not available, and with: 1. DH below 200 ft but not lower than 100 ft; and 2. RVR of not less than 350 m. Part-M and Part-145 as referred to in this Manual are those of Regulation (EC) No.2042/2003 of 20 November 2003. ‘Performance class A aeroplanes’ means multi-engined aeroplanes powered by turbo-propeller engines with an MOPSC of more than nine or a maximum take-off mass exceeding 5700 kg, and all multi-engined turbo- jet powered aeroplanes; ‘Performance class B aeroplanes’ means aeroplanes powered by propeller engines with an MOPSC of nine or less and a maximum take-off mass of 5700 kg or less; ‘Performance class C aeroplanes’ means aeroplanes powered by reciprocating engines with an MOPSC of more than nine or a maximum take-off mass exceeding 5700 kg; ‘Pilot-in-command’ means the pilot designated as being in command and charged with the safe conduct of the flight. For the purpose of commercial air transport operations, the ‘pilot-in-command’ shall be termed the ‘commander’; ‘Principal place of business’ means the head office or registered office of the organisation within which the principal financial functions and operational control of the activities referred to in this Regulation are exercised; ‘Public interest site (PIS)’ means a site used exclusively for operations in the public interest; ‘Ramp inspection’ means the inspection of aircraft, of flight and cabin crew qualifications and of flight documentation in order to verify the compliance with the applicable requirements; ‘Rectification interval’ means a limitation on the duration of operations with inoperative equipment;

‘Rejected Take-off Distance Available (RTODAH)’ means the length of the final approach and take-off area declared available and suitable for helicopters operated in performance class 1 to complete a rejected take- off; ‘Rejected Take-off Distance Required (RTODRH)’ means the horizontal distance required from the start of the take-off to the point where the helicopter comes to a full stop following an engine failure and rejection of the take-off at the take-off decision point; ‘Runway Visual Range (RVR)’ means 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 centre line; ‘Safe forced landing’ means an unavoidable landing or ditching with a reasonable expectancy of no injuries to persons in the aircraft or on the surface; ‘Separate runways’ means runways at the same aerodrome that are separate landing surfaces. These runways may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway. Each runway shall have a separate approach procedure based on a separate navigation aid; ‘Special VFR flight’ means a VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC; ‘Stabilised Approach (SAp)’ means an approach that 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 ft above the threshold or the point where the flare manoeuvre is initiated if higher; 'State of Operator' means the State in which the operator’s principal place of business is located or, if there is no such place of business, the operator’s permanent residence; 'State of Registry' means the State on whose register the aircraft is entered; ‘Take-off alternate aerodrome’ means an alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and if it is not possible to use the aerodrome of departure;

‘Take-off Decision Point (TDP)’ means the point used in determining take-off performance from which, an engine failure having been recognised at this point, either a rejected take-off may be made or a take-off safely continued; ‘Take-off Distance Available (TODA)’ in the case of aeroplanes means the length of the take-off run available plus the length of the clearway, if provided; ‘Take-off flight path’ means the vertical and horizontal path, with the critical engine inoperative, from a specified point in the take-off for aeroplanes to 1500 ft above the surface. ‘Take-off mass’ means the mass including everything and everyone carried at the commencement of the take run for aeroplanes; ‘Take-off run available (TORA)’ means the length of runway that is declared available by the State of the aerodrome and suitable for the ground run of an aeroplane taking off; ‘Technical Instructions (TI)’ means the latest effective edition of the ‘Technical instructions for the safe transport of dangerous goods by air’, including the supplement and any addenda, approved and published by the International Civil Aviation Organisation; ‘Traffic load’ means the total mass of passengers, baggage, cargo and carry-on specialist equipment, including any ballast; ‘Undertaking’ means any natural or legal person, whether profit-making or not, or any official body whether having its own personality or not; ‘V ’ means the maximum speed in the take-off at which the pilot must take 1 the first action to stop the aeroplane within the accelerate-stop distance. V1 also means the minimum speed in the take-off, following a failure of the critical engine at VEF, at which the pilot can continue the take-off and achieve the required height above the takeoff surface within the take-off distance; ‘V ’ means the speed at which the critical engine is assumed to fail EF during take-off; ‘Visual approach’ means an approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain;

‘Wet lease agreement’ means an agreement between air carriers pursuant to which the aircraft is operated under the air operators certificate (AOC) of the lessor; ‘Wet runway’ means a runway of which the surface is covered with water, or equivalent, less than specified by the contaminated runway definition or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water; 'Whitelist' means the Company's approved list of operators to wet lease in. V Speed Definitions V Design Manoeuvring Speed A V Maximum Flap Extended Speed FE V Maximum Landing Gear Extended Speed LE V Maximum Landing Gear Operating Speed LO V Minimum Control Speed, take-off climb MCA V Minimum Control Speed, on or near ground MCG V Minimum Control Speed, approach and landing MCL V /M Maximum Operating Limit Speed MO MO V Never Exceed Speed NE V Rotation Speed R V Reference Landing Speed REF V Stall Speed S V Threshold Speed T V Best Rate of Climb Speed Y V Take-off Decision Speed 1 V Take-off Safety Speed 2 V Steady Initial Climb Speed, with all engines 3 operating

0.6 Aircraft Registrations

G-BVVK DHC6 300 passenger/cargo G-HIAL DHC6 400 passenger/cargo G-SGTS DHC6 400 passenger/cargo

G-BLDV BN2 Islander passenger/cargo G-BPCA BN2 Islander passenger/cargo G-LMRZ ATR 72-500F cargo G-LMRY ATR 72-500F cargo G-LMRX ATR72-500F cargo G-LMRV ATR72-500F Cargo G-LMRA ATR 42–500 passenger G-LMRB ATR 42-500 passenger G-LMRD ATR 42-500 passenger G-LMRE ATR 42-500 passenger GLMSA ATR 42-600 passenger GLMSB ATR-42-600 passenger G-LMTA ATR 72-600 passenger G-LMTB ATR 72-600 passenger G-LMTC ATR 72-600 passenger G-LMTD ATR 72-600 passenger G-LMTE ATR 72-600 passenger G-LMTF ATR 72-600 passenger G-LMTG ATR 72-600 passenger G-LMTH ATR 72-600 passenger G-LMTI ATR 72-600 passenger G SAJF ERJ 145 passenger G-SAJS ERJ 145 passenger G SAJE ERJ 145 passenger G SAJD ERJ 145 passenger G-SAJC ERJ-145 passenger G SAJG ERJ 145 passenger G SAJH ERJ 145 passenger G SAJI ERJ 145 passenger G SAJJ ERJ 145 passenger G SAJK ERJ 145 passenger

G SAJL ERJ 145 passenger G SAJN ERJ 145 passenger

1 Organisation and Responsibilities The full privileges and scope of the operational activities for which the Company is certified is shown in the copy AOC in AppendixM. The area within which the Company DHC6 and Islander aircraft are permitted to operate on commercial transport operations is defined as the area enclosed by rhumb lines joining the following points: 58º00’N 15º00’W 54º 00’ N 14º 00’ E 63º00’N 07º00’W 48º 30’ N 10º 00’ E 64º30’N 00º00’E 47º 00’ N 06º 00’ E 43º 00’ N 06º 00’ E 72º 00’ N 20º 00’ E 43º 00’ N 05º 00’ W 72º 00’ N 34º 00’ E 68º 00’ N 30º 00’ E 50º 00’ N 15º 00’ W 60º 30’ N 30º 00’ E 58º 00’ N 15º 00’ W 59º 00’ N 22º 00’ E

enclosed by rhumb lines joining the following points: | | 58° | 15° | 38° | 43° | | --- | --- | --- | --- | --- | | | 63° | 07° | 37° | 37° | | | 64° | 00° | 34° | 33° | | | 72° | 20° | 34° | 15° | | | 72° | 34° | 39° | 8° | | | 68° | 30° | 36° | 2° | | | 60° | 30° | 36° | 15° | | | 56° | 26° | 58° | 15° | | | 43° | 35° | | |

63° 07° 37° 37°
64° 00° 34° 33°
72° 20° 34° 15°
72° 34° 39° 8°
68° 30° 36° 2°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
64° 00° 34° 33°
72° 20° 34° 15°
72° 34° 39° 8°
68° 30° 36° 2°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
72° 20° 34° 15°
72° 34° 39° 8°
68° 30° 36° 2°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
72° 34° 39° 8°
68° 30° 36° 2°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
68° 30° 36° 2°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
60° 30° 36° 15°
56° 26° 58° 15°
43° 35°
56° 26° 58° 15°
43° 35°

to operate on commercial transport operations is defined as the area enclosed by rhumb lines joining the following points:

(cid:2) (cid:2) (cid:2) (cid:2) (cid:2) (cid:2) (cid:2) (cid:2) Part A G(cid:2)eneral(cid:2) (cid:2) (cid:2) Chap(cid:2)ter 1 (cid:2) (cid:2) (cid:2)

Section 1: Organisation & Management

1.1 Organisational Structure

Details of the Organisational Structure can be found in the Management System Manual Section 1.6.

1.1.1 Company Management Review

Details of the Company Management System Meeting Structure can be found in the Management System Manual Section 1.7. Operational Contacts: Operations Control (OCC) occ@loganair.co.uk 0141 842 7455. Ronan Milne (NP Flight Operations) ronanmilne@loganair.co.uk 07557741462. Barry Holt (NP Crew Training) bazholt@loganair.co.uk 0783 359 4943. David King (Flight Crew Manager) davidking@loganair.co.uk 07557741443. Samantha Clark (NP Ground Operations) samanthaclark@loganair.co.uk 07880773438.

1.1.2 Flight Operations Structure

1.1.3 Flight Operations Management System

The following meetings are an intrinsic part of the Flight Operations Management System. They are held in addition to the meetings described in Management System Manual Section 1.4.

1.1.3.1 Flight Operations Management Meeting (FOMM)

A formal meeting of Flight Operations Senior Management tasked with the responsibility of overseeing Flight Operations. The meeting is held fortnightly. Attendees: • Director of Flight Operations (Chairman). • Head of Training. • Manager Flight Support. • Flight Crew Manager. • Cabin Operations Manager.

1.1.3.2 Policy/Procedures Committee Meeting

A formal meeting tasked with the responsibility for overseeing, devising and ratifying all Flight Operations policies and procedures. The meeting is held fortnightly but may also be sub-divided into specific working groups when required. Attendees: • Director of Flight Operations (Chairman). • Head of Training. • Fleet Technical Managers. • Manager Flight Support. • Flight Crew Manager. • Cabin Operations Manager.

1.1.3.3 Manpower Meeting

An inter-departmental meeting to address rostering and training issues, such as manpower planning and training planning. The meeting is held monthly. Attendees: • Chief Operations Officer. • Director of Flight Operations (Chairman). • Flight Crew Manager. • Head of Training. • Cabin Operations Manager. • Aircrew Training – Planning Manager. • Director of Operations. • Rostering Officers/Crew Controllers.

1.1.3.4 Flight Operations Engineering Liaison Meeting

An inter-departmental meeting to discuss and record matters of relevance that affect both Flight Operations and Technical Services/Airworthiness. The meeting is scheduled to be held every 2 months but can be run ad-hoc if there are urgent items to be discussed. Standing items of agenda are: • CAA/EASA Notices and Publications • Service bulletins/MOD embodiment • Safety/ASRs • MEL Amendments • Aircraft Return/Delivery • Tech Services department update • Flight Support department update • Any other business Attendees (attendance may be delegated to a suitable alternative) • Director of Flight Operations (Chairman) • Head of Airworthiness

• Technical Services Manager • Manager Flight Support • Technical Services Engineers

1.1.3.5 Promotion Board

The Flight Operations Promotion Board is responsible for the assessment and approval of all Flight Operations staff seeking promotion within the Department. It is convened when required as part of any departmental promotion process. The Promotion Board will carry out the Performance Review required in Part A Section5.2.1. Attendees: • Chief Operations Officer. • Head of Training. • Director of Flight Operations (Chairman). • Fleet Technical Manager. • Flight Crew Manager. • Cabin Operations Manager.

1.1.3.6 Head of Function Meetings

The Head of Function meetings are chaired by the Head of each function/ sub-department within Flight Operations (Director of Flight Operations, Head of Training) and address the day to day management of their sub-departments. The salient points from each meeting will be presented at the Flight Operations Management Meeting.

1.2 Appointments and Names of Nominated Post

Holders Details of Appointments and nominated Postholders throughout the Company can be found in the Management System Manual. Flight Operations Dept Appointments and Deputy System To provide continuity of management the deputies listed below will act in the absence of the manager. A manager may also act on behalf of his deputy during his absence. A manager must provide his deputy with full access to all data and keep him briefed on all issues potentially requiring action. Prior to periods of prolonged absence, managers must conduct a

Appointment Name Nominated Deputy
Chief Operations Officer NP ACC MAN Natalie Bush Ronan Milne
Director of Flight Operations NP FLT OPS Ronan Milne Stewart Houston
Head of Training NP CREW TRNG Barry Holt Ronan Milne
Director of Operations NP GND OPS Samantha Clark TBC

handover briefing with their deputy. The “Out of Office” system should always be used, to redirect calls and enquiries to the deputy when a manager is absent for more than 2 days. Management appointees are to work sufficient hours (full time or part time) to fulfil the management functions associated with the scale and scope of the operation, as detailed in their duties at 1.3. NP ACC MAN Operations NP FLT OPS NP CREW TRNG NP GND OPS

1.3 Responsibilities and Duties of Operations

Management Personnel FLT 1.3.1, 1.3.2

1.3.0 Chief Executive Officer

The Chief Executive Officer (CEO) of Loganair is responsible for the overall strategic direction, growth and operational performance of the airline. The CEO will ensure the airline operates with a clear vision and strong leadership while focusing on long-term profitability, customer satisfaction and sustainability. • Develop and execute the airline’s long-term strategic goals, ensuring alignment with market trends, customer needs and the competitive landscape. • Foster a culture of innovation and forward thinking to continuously position the airline as an industry leader in service quality, operational efficiency and safety. • Oversee the formulation of business plans, financial strategies and operational initiatives to enhance market share and brand reputation. • Build and maintain a strong executive team, mentoring senior leaders to drive the companies’ objectives. • Ensure the airline’s financial health, including revenue growth, profitability, cost control and capital investment strategies. • Oversee operational efficiency across all departments, from flight operations to ground services, ensuring optimal fleet utilization, punctuality and safety. • Ensure the airline maintains high standards in safety, compliance and regulatory adherence across all jurisdictions in which it operates. Providing the Accountable Managers with the support, authority and delegation of spending approval to undertake their roles within the regulatory framework. • Monitor key performance indicators (KPIs), including customer satisfaction, load factors, on time performance and financial metrics making-adjustments as needed to meet objectives. • Serve as the primary point of contact between the airline’s board of directors and senior management. • Build and maintain strong relationships with key external stakeholders, including government bodies, regulatory agencies, industry partners, investors and key suppliers.

• Lead negotiations with major stakeholders including airports, suppliers and other third party partners focusing on favourable terms that align with the airline’s strategic goals. • Ensure that all business practices are ethical, transparent and compliant with legal and regulatory requirements. • Ensure that the airline offers world class customer service, focusing on customer journey from booking to flight completion. • Enhance the airline’s brand presence and market position to attract and retain passengers in a highly competitive industry. • Advocate for digital transformation initiatives to improve customer experience including innovations in mobile, loyalty programmes and personalised services. • Champion sustainability initiatives, including reducing carbon emissions, improving fuel efficiency, and pursuing alternative and sustainable fuel sources and other green technologies. • Drive corporate and social responsibility initiatives to improve the airline’s community engagement, workforce wellbeing and environmental impact. • Ensure compliance with global and regional sustainability targets and environmental regulations, positioning the airline as a leader in responsible aviation. • Anticipate, identify and mitigate risks that could impact the airline’s operations, reputation or financial health. • Lead crisis management efforts in situations such as operational disruptions, regulatory challenges or global events (e.g. pandemics or geopolitical instability). • Establish and maintain robust risk management frameworks to safeguard the airline against operational, financial and reputational risks.

1.3.1 Chief Operating Officer & Accountable Manager

The Chief Operating Officer (COO) and Accountable Manager for Loganair is responsible for overseeing all operational aspects of the airline’s business, ensuring that it operates smoothly, efficiently and in full compliance with industry standards, safety regulations and company objectives. The COO will lead the execution of operational strategies, with direct accountability for the airlines flight operations, ground operations, safety management and customer experience. As Accountable Manager, the COO will also have the ultimate responsibility for ensuring compliance with aviation regulations, including regulatory safety requirements and reporting obligations to the authorities, and will be the designated individual to ensure that all operational activities are conducted in accordance with the airline’s operating manual, management systems and company policies. The Accountable Manager has delegated authority from the Airline Board to have the necessary financial control to undertake their duties. The COO’s appointment as Accountable Manager is approved by the UK Civil Aviation Authority and cannot be changed without that Authority’s approval via a Notice of Proposed Amendment (NPA). The COO is the assigned deputy for the CEO. The Director of Flight Operations is the nominated deputy for COO and Accountable Manager. • Company Culture – As the leader of the largest labour group and the Accountable Manager ensure a positive, inclusive and just culture with a focus on safety, compliance and security at its heart is fostered throughout the organisation driven by clear and present leadership at all times. • Lead airline operations – Oversee day to day airline operations, including flight operations, ground handling, customer service and safety. • Ensure compliance – Act as Accountable Manager to ensure that all aspects of airline operations comply with regulatory standards and internal safety policies. Take ultimate responsibility for the airline’s safety and operational integrity. • Operational efficiency – Continuously optimise operational processes, reducing costs while enhancing service quality, on time performance and fleet utilisation. Ensure the airline operates with high standards of efficiency, quality and customer service.

• Cross departmental coordination – Collaborate with the CEO and other senior leaders to align operational strategies with overall corporate objectives. Lead cross functional teams across flight operations, ground operations and customer service to deliver a seamless experience to passengers and stakeholders. • Operational resilience – Develop and execute contingency plans to mitigate risks and minimise operational disruptions, whether due to adverse weather, operational delays or external factors. • 3rd Party Contracts and External Stakeholders – Manage and deliver against 3rd party contracts and ensure robust and constructive stakeholder management in the best interests of the airlines strategic objectives. • People – To ensure all elements of the companies people strategy and policies are carried out including leading all industrial relations activity across the airline. • Crisis response – Lead the airline’s response to operational disruptions, including crisis management during emergencies such as natural disasters, accidents, major delays. Ensure effective communications and recovery strategies. • Operational risks – Identify and mitigate operational risks related to safety, security, compliance, environmental issues and service delivery. Manage exposure to financial or reputational risks through proactive risk management. • The COO is the UK CAA approved Accountable Manager for the Loganair Limited Air Operator Certificate (AOC), Continuing Airworthiness CAMO and Approved Training Organisation (ATO). • The Secretary of State for Transport has served the post with the National Aviation Security Programme. The COO is responsible for ensuring compliance with statutory and corporate security requirements, the formulation of company policy and its implementation. • The COO is the nominated senior management official approved by the UK CAA that is responsible for ensuring control of all operations as well as the management of all safety and security risks in the company. • The COO shall ensure that Loganair runs its Continuing Airworthiness Operations and Maintenance system in compliance with UK CAA Part M, Part CAMO & UK CAA Part 145 and with any other relevant standards directed by the aeronautical authorities.

• The COO is the nominated senior management official who has ultimate authority, responsibility, and accountability for safe and cost-effective operations at Loganair. The COO is accountable on behalf of Loganair for the implementation and maintenance of the safety management system (SMS) throughout the organisation. • The COO is accountable to the CEO for ensuring the safety and security of the areas in the scope of operations. • The COO is responsible to ensure operations are conducted in compliance with UK CAA, statutory, company and other relevant regulatory authority regulations and standards, including Loganair required standards. • Promote and maintain a high standard of quality, safety, security, and compliance by all reporting staff. • Promote safety and security reporting within the Operations Department by all staff including external service providers. • Ensure all reporting staff have the required level of safety and security training. • Ensure a high standard of health and safety and environmental compliance in accordance with UK law. • The COO is responsible for the execution and performance of the Loganair management system. • The COO is responsible and has the authority for ensuring the planning and allocation of resources necessary to manage safety and security risks to aircraft operations. • The COO has overall accountability for ensuring operations are conducted in accordance with the conditions and restrictions of the Air Operator Certificate (AOC), and in compliance with all applicable regulations and company (operator) standards. • The COO has the authority to delegate authority and assignment of responsibility for liaison with regulatory authorities, original equipment manufacturers (OEMs) and other external entities relevant to operations. Such responsibilities are delegated to senior management and their teams as per the individual assigned responsibilities detailed in their role profiles. • The COO is responsible for ensuring compliance with statutory and corporate requirements, security policy and its implementation.

• The COO has the authority and the financial control to make policy decisions regarding risk tolerability with respect to safety and security, resolve operational quality, safety, and security issues, provide adequate resources to support such actions and in general, ensure safety and security system components are in place and functioning.

1.3.2 Director of Flight Operations

FLT 1.1.2, 1.3.1, 1.3.4, 3.1.1 Director of Flight Operations (DFO) is responsible for overseeing all aspects of Loganair flight operations. This role involves a broad range of duties focused on ensuring the safe, efficient, and compliant operation of an airline’s flights. The Director of Flight Operations plays a critical role in managing pilots, flight crew, aircraft scheduling, safety protocols, and coordination with other departments such as maintenance, air traffic control, and customer service. The role ensures the delivery of an open, collaborative and learning culture across the Flight Operations Team making Loganair a great place to work aligned to the company values. The DFO is the Deputy Accountable Manager for AOC, ATO and Part CAMO. • The DFO ensures the airline’s flight operations comply and are conducted within the conditions and restrictions of the AOC and all relevant UKCAA regulations, including Air Navigation Order (ANO), CAP 393 (Radio Communications), UK Air Safety Framework and the standards established by the company. • Monitors and ensures compliance with safety management systems (SMS), flight crew licensing, and the airline’s operations manual (including Standard Operating Procedures or SOPs). • Ensure departmental procedures remain IOSA compliant. • Ensures use of English as a common language. • Responsible for the content, approval and amendment of the Company Operations Manuals and the supervision and approval of all Notices to Aircrew. • The dissemination of all relevant publications and information from such agencies as UK CAA, ICAO, NATS, IATA (such as ACNs, CAPs, Ads, ORSs, NPAs, Opinions, Decisions, AMCs, GMs, CS etc) and all other safety, operational and airworthiness information across the department. • Monitoring the validity and integrity of the Companies aerodrome categorisation list.

• Approval of MEL amendments for all fleets as proposed by Flight Operations team and Engineering department. • Flight Operations technical evaluation of proposed new equipment, modifications and aircraft types. • Responsible for the document control system in Flight Operations. • Develops and maintains the airline's Safety Management System (SMS), ensuring the continuous improvement of safety culture and operational procedures. • Regularly reviews and audits flight operations to ensure compliance with safety standards and operational excellence. Delivers a comprehensive and transparent departmental compliance oversight programme with planned audit schedules and robust KPIs. • Implements and oversees Safety Risk Management (SRM) and Safety Assurance processes to mitigate operational risks with authority to make decisions regarding risk tolerability with regards to the safety and/or security to flight operations. • Coordinates with the UKCAA on safety audits, ensuring any non-compliance issues are addressed and rectified promptly. • Overseeing and ensuring appropriate and timely safety promotion and communication within Flight Operations. • Provides Flight Operations leadership and direction to the pilot workforce. • Oversees the recruitment, training, and continuous development of flight crew (pilots, co-pilots, and cabin crew) in line with UKCAA and international aviation standards. • Ensures that all flight crews hold the necessary certifications, qualifications, and medical clearances required under EASA (European Union Aviation Safety Agency) regulations. • Monitors pilot performance, ensuring compliance with Flight Time Limitations (FTL) and Fatigue Risk Management Systems (FRMS). • Implements crew rostering and scheduling in line with UKCAA rules on rest periods, ensuring efficient crew utilization while preventing fatigue. • Laser focus for on time performance ensuring that all Flight Operations process and procedures are balanced to ensure OTP is balanced against the requirements for safety and compliance. • Analyse, learn and implement controls to ensure lessons learnt are addressed and rectified to prevent reoccurrence of Flight Operations influences on OTP.

• Oversees all operational aspects of flight planning, including route optimization, fuel efficiency, and on-time performance. • Coordinates with departments such as Ground Operations, Maintenance, and Air Traffic Control to ensure seamless operations. • Ensures that the airline’s flight operations are aligned with the airline’s overall strategic objectives while meeting regulatory standards. • Ensure that management continuity is maintained, with the delegation of duties to a nominated deputy as and when required. • Ensure Flight Operations duty manager coverage throughout the scheduled flying programme and attendance at all relevant operational and OTP meetings. • Develops training programs for flight crews to ensure compliance with both regulatory requirements and internal company standards. • Ensures flight crews are up to date with the latest Air Traffic Management (ATM) technologies, safety protocols, and changes to regulations (e.g., updates from EASA, UKCAA). • Works closely with Regulatory Authorities for crew licensing, recurrent training, and skill assessments. • Uses data analytics to monitor the airline's operational performance (e.g., punctuality, fuel efficiency, aircraft turnaround time, and incident rates). • Analyses flight operation metrics to identify trends and areas for improvement, recommending solutions to enhance efficiency, safety, and customer satisfaction. • Implements cost-control measures without compromising safety, ensuring fuel efficiency, reducing delays, and optimizing aircraft utilization. • In line with company procedures leads the Flight Operations response during emergency situations such as adverse weather conditions, technical failures, or accidents. • Ensures that all Flight Operations emergency response plans (e.g., Contingency Procedures, Evacuation Protocols) are regularly updated and tested. • Coordinates with the UKCAA, airports, and other authorities in the event of a major incident or operational disruption. • Acts as the primary point of contact between the airline and the UK Civil Aviation Authority (UKCAA), representing the airline in regulatory matters and audits.

• Keeps up to date with evolving EASA regulations, and other aviation policies affecting UK airlines, ensuring the airline adheres to new standards or directives. • Leads responses to regulatory audits and inspections, ensuring any findings are swiftly addressed. • Ensure robust and progressive relationship with NATS, OEMs, DFT, industry safety forums and other relevant bodies. • Reports directly to the Chief Operating Officer (COO) or other senior management, advising on operational issues, safety performance, and regulatory compliance. • Works closely with other departments (maintenance, finance, customer service) to ensure operational alignment and support for corporate goals. • Develop and manage budgets for flight operations for operational efficiency, training, flight operations delivery and fuel management. • Optimise resource allocation, ensuring appropriate staffing levels based on flight schedules, seasonal demand and operational efficiency. • Control costs related to flight operations including pilots, management services, crew training, fuel, ensuring cost efficient operations without compromising safety and compliance. • Leverages technology to streamline flight operations, improve safety, and enhance efficiency (e.g., flight data monitoring systems, predictive maintenance technology, or automated flight planning). • Investigates and implements innovative technologies to improve operational processes and reduce environmental impact, including the adoption of sustainable aviation fuels (SAF) and other eco-friendly technologies. • To undertake any other project work or task reasonably expected by the COO.

1.3.3 Manager Flight Crew

The Manager Flight Crew is responsible to the Director of Flight Operations for the following: 1. The efficient management of Flight Crew in all non-regulated issues relating to the welfare, administration, progression, discipline and competence of Flight Crew.

  1. Initial and continued development, maintenance and management of Flight Operations policies and procedures relating to personnel and their relationship with the Company (other than flying and training), including such policies as base moves, flexible working and part-time requests.
  2. Producing and developing policies and procedures in conjunction with Director of HR to comply with HR policy that reflect the needs of Flight Operations.
  3. Development and maintenance of a robust two-way communication process to capture feedback and engagement with Flight Operations personnel.
  4. Managing, in concert with the Crew Controllers, all Flight Crew leave.
  5. Monitoring the quality of Flight Crew rosters.
  6. Managing and monitoring of Aircrew performance indicators to nurture and progress Flight Crew within the Company, as part of a structured performance management process.
  7. Working with the Director of Flight Operations in the management of Trade Union/Consultative committee matters and engagement.
  8. Ensure the highest Standards of uniform presentation and service delivery.
  9. Retaining competence on at least one Company aircraft type. To ensure adequate time to achieve the required administrative responsibilities, a minimum administrative weighting of 3 days per week (excluding periods of leave, recurrent training and simulator duties) averaged over 3 months must be achieved.
  10. The completion of specific tasks as directed by the Director of Flight Operations.

1.3.4 Fleet Technical Manager

Each Company aircraft type will have an appointed Fleet Technical Manager who is responsible to the Director of Flight Operations for the following: 1. Ensuring that the information contained in the type specific Operations Manual Part B is up to date and reflects the needs of the organisation in terms of both safety and efficiency. 2. Ensuring that the operations Manual Part B is reviewed on a regular basis and correctly reflects all regulatory and company requirements including, but not limited to, the UK CAA Air

Operations Regulation, the Operations Manual Part A, the Type Certificate Holders AFM, AOM, FCOM, MMEL, Customer Service and Ground Operations Manuals, ICAO SARPs (Annex 19), ICAO Doc 8168 PANS-OPS. 3. Ensuring that the MEL and associated procedures reflect the latest requirements of UK CAA MMEL and the Type Certificate Holders MMEL. 4. Preparing Alternative Means of Compliance to the UK CAA Air Operations Regulation, to reflect the needs of the organisation, that are acceptable to the Civil Aviation Authority. 5. Advising the Director of Flight Operations of any regulatory fleet non compliances. 6. Reviewing all CAA Information and Safety notices and advising the Director of Flight Operations of fleet implications. 7. Reviewing all UK CAA opinions, draft regulations and comment response documents and advising the Director of Flight Operations of fleet implications. 8. Responding to Fleet non conformances raised by the regulator and the compliance monitoring department within the required timescales. 9. Identifying hazards and associated risks within fleets and preparing updates for the Flight operations Hazard register. 10. Proposing changes to fleet operating procedures with economic or safety benefits and submitting documented proposals for change including hazard identification and associated risk assessment. 11. Ensuring that the information in the Part C Route guide is up to date and reflects fleet requirements. 12. Carrying out hazard identification, producing associated risk assessments, route briefs and determining aerodrome categorisation for charter operations and new routes for fleet. 13. Acting as fleet Subject Matter Experts and taking part in safety investigations when requested to do so by the Safety Department. 14. Ensuring that aircraft checklists comply with the Type Certificate Holders published checklists and human factors principles. 15. Liaising with aircraft Type Certificate Holders over errors and improvements in their approved manuals and documents. 16. Ensuring that correct and approved documentation is available on board fleet aircraft at all times.

  1. Compiling Notices to aircrew where necessary and submitting them for approval.
  2. Ensuring that the Commander’s brief is up to date in relation to specific fleet matters.
  3. Ensuring that all Performance and Mass and Balance information is correct and up to date.
  4. Retaining competence as an aircraft Commander on one of the company aircraft. The Fleet Technical Managers should contribute an average of 60% to line operations and training duties (where applicable) on their relevant type. This is equivalent to 2 Admin/ office days per week. This requirement is adjusted to 80% and 1 Admin/Office day for DHC-6 and BN-2 Fleets.
  5. The completion of specific tasks as directed by the Director of Flight Operations.
  6. Inspection of returned flight documentation at bases where no Base Captain available.
  7. BN2 ONLY: Representing Flight Operations as required within the Inter Island Community. Ongoing base duties as required.

1.3.5 Head of Training (HT)

The Head of Training is a Senior Manager within the Flight Operations Department with both an administrative and operational role. The Head of Training is also the Nominated Post Holder responsible for crew training. The HT is responsible to the Director of Flight Operations for: 1. The planning and content of all training within the Flight Operations Department. 2. Undertaking the role of ATO Head of Training. 3. The welfare, discipline and competence of staff within the training office. 4. Defining the training methods and standards of instruction on all Company types. 5. Implementing and maintaining the operational standards of all Company aircraft types. 6. The management of all pilot and cabin crew training records. 7. Ensuring that all initial and recurrent training meets the legislative requirements.

  1. Ensuring that all Training Staff are appropriately qualified and current to carry out their nominated duties.
  2. Monitoring pilot and cabin crew training to ensure that the highest standards are maintained.
  3. Assess and implement any training recommendations that may arise from Flight Operations or safety investigations.
  4. The supervision and selection of training staff in liaison with DFO.
  5. The contents and amendment of Operations Manual Part D and ATO manuals.
  6. Liaison with the Civil Aviation Authority or other relevant authority regarding all aspects of Company training.
  7. Reviewing developing and recommending cost effective improvements to training methods.
  8. Arranging and chairing all training standardisation group meetings.
  9. Managing the training requirements relating to the aerodrome categorisation process.
  10. Monitoring developments and changes involving the relevant aircrew regulation.
  11. Assisting the ATC and TPC, as required, in ensuring that recurrent training is rostered effectively.
  12. Accept responsibility for all training, testing and checking, for all pilots and cabin crew on behalf of the company.
  13. Retaining competence on at least one Company aircraft type. The Head of Training is ex-roster and has no contribution to the calculated resource requirements. To ensure adequate time to achieve his administrative responsibilities. A minimum administrative weighting of 3.5 days per week (excluding periods of leave, recurrent training and simulator duties) averaged over 3 months must be achieved.
  14. The completion of specific tasks as directed by COO.
  15. Monitoring all invoices and expenses related to training expenditure and in association with the COO, recommending amendments to third party contracts such as simulator contracts.
  16. Promote safety management awareness and actively encourage open reporting and feedback.

  17. Representing the Training Department at Flight Ops Management meetings.

  18. Ensure oversight of third party training through Training Inspection audits and annual compliance reviews.

1.3.6 Deputy Head of Training (DHT)

The Deputy Head of Training is responsible to the Head of Training for: 1. Deputising for the Head of Training in their absence. 2. Assisting with the planning and content of all training within the Flight Operations Department. 3. Undertaking the role of Deputy Head of Training for the ATO. 4. Assisting with the Implementation and maintenance of the operational standards of all Company aircraft types. 5. Assisting with the management and maintenance of all pilot training records. 6. Monitoring pilot training to ensure that the highest standards are maintained. 7. Assisting with the selection of training staff in liaison with the Head of Training. 8. The contents and amendment of Operations Manual Part D and ATO manuals. 9. Reviewing developing and recommending cost effective improvements to training methods. 10. Arranging and chairing all training standardisation group meetings. 11. Managing the training requirements relating to the aerodrome categorisation process. 12. Assisting the Aircrew Training Coordinator and the Training Planning Coordinator, as required, in ensuring that recurrent training is rostered effectively. 13. Retaining competence on at least one Company aircraft type. To ensure adequate time to achieve the required administrative responsibilities, a minimum administrative weighting of 2 days per week (excluding periods of leave, recurrent training and simulator duties) averaged over 3 months must be achieved. 14. The completion of specific tasks as directed by the Head of Training. 15. Promote safety management awareness and actively encourage open reporting and feedback.

  1. Assists the Head of Training to implement any safety related initiatives derived from the Safety Management team recommendations.
  2. Representing the Training Department at Flight Ops Management meetings in the absence of the Head of Training.
  3. Maintenance of crew experience records relating to Shell UK experience requirements.
  4. Ensuring correct and adequate manuals and other documents at simulator training facilities.
  5. Responsible for ensuring training materials are reviewed and updated.

1.3.7 Head of Safety and Emergency Response

The Head of safety is the individual responsible for the oversight of the company Safety Management System performance and reports to the Chief Executive. 1. To facilitate hazard identification, risk analysis and management. 2. Monitor the implementation of actions taken to mitigate risks. 3. Provide periodic reports on safety performance. 4. Ensure maintenance of safety management documentation. 5. Ensure availability of appropriate safety training. 6. Provide advice on safety matters. 7. Management and co-ordination of investigations of occurrences. 8. Ensure initiation and follow-up of internal occurrence/accident investigations. 9. Preparation and publication of the company MSM Section4. 10. Management and administration of the company confidential safety occurrence. 11. To develop and maintain the company’s Emergency Response Programme and ensure the entire organisation maintains its readiness.

1.3.8 Head of Quality Compliance

The Head of Quality Compliance for Operations is to effectively monitor compliance with UK CAA Air OPS and UK CAA Air Crew, as well as statutory laws, regulations, and industry/company standards/workplace instructions reporting to the Chief Executive. 1. Documenting and maintaining a compliance operating model in the MSM Section5 in accordance with UK CAA Regulatory requirements. 2. Establishing, implementing and maintaining an independent compliance system in accordance with the MSM Section5, including; a. Establishing internal and supplier audit programmes. b. Ensuring internal/supplier audits are carried out in accordance with the programme, findings are raised to the Nominated Persons where appropriate and corrective/preventive actions are carried out to allow closure of findings. c. Alerting the Accountable Manager immediately in the event of a level one non-conformance. d. Preparing Accountable Manager meetings and evaluation reports in order to feedback compliance system status to the Accountable Manager and Operations Nominated Persons. Escalating issues that cannot be resolved by the Nominated Person. e. Reviewing the compliance programme for effectiveness including adequacy of manpower levels. f. Ensuring relevant information regarding beneficial and adverse trends is passed to the following departments; – Contracts/Training/Nominate Persons/Safety. g. Hosting third party audits, for example CAA and customer audits and progressing findings to closure. h. Liaising and, where appropriate, aligning with the Safety team. i. Selecting and approving auditors, and ensuring they receive training appropriate to their function. j. Monitoring performance of auditors. k. Outsourcing compliance auditing where expertise does not exist within the team. l. Undertaking auditor duties as necessary.

1.3.9 Director of Operations

The Director of Operations has overall accountability for the management and supervision of the operations teams to deliver the company flying programme. Managing the pre ops planning and the operations control centre, they will have direct responsibility for rostering, crewing and the daily movement and oversight of the flying programme. The main activities that will be carried out by the Director of Operations include the below. As would be expected the below is not exhaustive and reasonable responsibilities not listed below will be carried out, with training and support provided where required. 1. Review existing operations and identify areas for continuous improvement, development & growth. 2. Oversee and monitor daily flight schedules while providing effective solutions during irregular Operations (IROPs) events or any other unusual condition which may affect the integrity of the flight schedule. 3. Encourage and assist the crew scheduling and maintenance control departments with establishing coordinated efforts to support all OCC operational decisions, particularly during IROPs. 4. Ensure compliance at all times with CAA regulations and Trade Union agreements and report any non-compliance immediately to the Chief Operations Officer, and the compliance team via Q pulse. 5. Oversee the management of communications from the OCC, using the irregular ops escalation procedure, where applicable. 6. Leads the operations department in maintaining IOSA (IATA Operational Safety audit) accreditation. 7. Collaborating with the Director of Flight Operations to direct resource planning functions to establish the current resource requirements to deliver the flying programme incorporating known and unknown variations such as absence, and training. 8. Work with the Head of Training to ensure precise training plans are in place meeting all regulations for new and recurrent training, whilst managing the timings to reduce the impact on the flying programme. 9. Ensure rosters are published on time and promote optimisation and efficiency in rostering to deliver the company flying programme, whilst also identifying opportunities to increase employee satisfaction and engagement through minimising roster changes and disruption.

  1. Lead on consultations with Trade unions on rostering and other relevant operational matters.
  2. Provide leadership and coaching that promotes the professional development of all staff both technically and interpersonally to foster the development of a strong, highly motivated, professional culture within the department.
  3. Work with the HR business partner on recruitment, development, training and collaborate when dealing with disciplinary action of staff.
  4. Work with the Finance business partner to manage and control departmental budgets.
  5. Liaise with the Head of Airports and outstation managers to help solve down-line issues affecting the company-wide network on-time performance.
  6. Interact with Director, Flight Operations to help resolve repeated crewing issues affecting network on-time performance and aircraft flow.
  7. Liaise with the Chief Technical Officer and his team regarding efficiencies to be gained in aircraft flow in and out of maintenance.
  8. Collaborate with Director, Commercial Planning concerning potential scheduling anomalies and areas of opportunity for enhancing the ability of the company to improve on-time performance.
  9. Liaise closely with NATS Account Manager and ATC centre management to ensure Loganair receives optimum routings and flight levels.
  10. Introduce departmental policies and procedures as necessary to promote positive departmental growth in line with the needs of a growing fleet and aircraft schedule.
  11. Investigate current and new technology for ways to improve efficiency within the department which includes recommendations of third-party software and communication products.
  12. Prepare the annual budget for OCC, ensuring an accurate estimate of foreseeable changes to departmental headcount and organizational structure to accommodate known aircraft and route expansion.

  13. Complete annual performance appraisals for the department and provide recommendations for coaching, promotion, and development.

  14. Function as a subject matter specialist for SMS Investigations related to any OCC procedures or decisions and actively participate in Loganair Safety Management System (SMS) including, reporting hazards and incidents encountered in daily operations understand, comply and promote the Company Safety & compliance Policies.

1.3.10 Fleet Training Support Captain

The Fleet Training Support Captain is responsible, via the Head of Training, to the Chief Operations Officer for: 1. Providing the Head of Training with the necessary assistance in the organisation, development, updating and review of all training courses pertinent to the training and development of Flight Deck Crew connected to his/her fleet(s) of operation; conducted as and when necessary and appropriate for the benefit of the company. This includes, but is not limited to: a. Ground Training. b. Type Conversion Training. c. Operator Conversion Training. d. Recurrent Training to include refresher technical training. e. Specialist Training (e.g. FMS, ACAS, PRNAV, CATII, RVSM, etc.). 2. Liaison, as appropriate, with other Company departments and Group providers to ensure that the optimum balance and efficacy is maintained in the provision of ground and airborne training for aircrew associated to his/her fleet of operation. 3. Liaison, as appropriate, with third-party providers in matters pertinent to fleet specific Flight Crew Training. 4. Liaising with the Aircrew Training and Planning Manager in relation to the planning and coordination of fleet specific Flight Crew Training. 5. Providing the Head of Training with the necessary assistance for implementation of initiatives pertinent to Flight Safety based on recommendations provided by the Safety Management Team. 6. Conducting departmental quality control functions as appropriate. 7. Fulfilling the role of Line or Training Captain for 80% of a full line schedule with the remaining 20% (1 day per week) allocated to duties required to fulfill the role of Fleet Training Support Captain.

1.3.11 Head of Airports

Reporting to the Chief Operations Officer, the Head of Airports is accountable for the safe, cost-effective, and punctual delivery of excellent customer service and aircraft and dangerous goods handling services for our passengers and crew in all airports which Loganair serve. • The Head of Airports will manage all third-party contracts in mainland UK and Europe airports, and manage staff employed by Loganair in the Island airports to ensure all operations are conducted in accordance with the company’s Ground Operations & Cargo Manual (GOM) and local and national regulations. • The main activities that will be carried out by the Head of Airports include the below. As would be expected, the below is not exhaustive, and reasonable responsibilities not listed below will be carried out, with training and support provided where required. • Manage effective relationships with management and staff in all airports which Loganair serve to ensure the availability, efficiency and delivery of services, including but not necessarily limited to, customer service, aircraft and passenger handling agents, aircraft cleaning & catering services, into plane refuelling services. • Represent Airports at Senior Management team meetings and contribute to the Company’s strategic plan. • Oversee the maintenance of the Company’s Ground Operations & Cargo Manual (GOM) including related notice to holders; to reflect any published policy and/or procedural changes required by regulation or company instruction. • Ensure all procedures and manuals are IOSA compliant, and all related ISARPS are written and presented in line with agreed timelines. • Work with the Ground Services and Security Manager to ensure compliance with flight operations boarding and loading procedures at all stations across the Loganair network, including those supported by third party ground handling agents and any ground handling agent used to support ad hoc or charter operations, along with directly employed staff in the Scottish island airports. • Work with airports to ensure the highest standard of PRM (Passengers restricted mobility) service to all Loganair customers and passengers.

• Working with Flight Operations and OCC to ensure that the appropriate procedures are in place with ground handling agent staff and Loganair station staff across the network to ensure the timely and accurate transmission of aeronautical information to operating crews including mass and balance information. • Manage all third party contracts with airports, including tendering for new contracts, reviewing existing contracts, monitoring SLAs, and putting action plans in place where delivery of contracts is below standard. • Plan and manage all aspects of the introduction of new stations and/ or agencies to the company’s network including but not limited to equipment, and provision of manuals. • Promote safety and quality awareness, encouraging open reporting from all ground handling staff. • Hold regular meetings with third parties to review service delivery, exchange feedback and agree improvements. • Investigate, report and review findings with recommendations of ASR’s and report NCRS related to ground handling. • Work with the HR Business Partner to implement people policies and support the development and growth of staff promoting healthy working environments. • Recruit, train and develop station managers and support them in the development of their own teams. • Work with the Finance Business Partner to manage all budgets & expenditure allocated to airport contracts. • Ensure Loganair employed staff receive inductions, training, development and promotional opportunities with a particular focus on engagement and retention. • Ensure management continuity is maintained by way of delegation of duties to a nominated deputy as and when required. • Over all accountability for Dangerous goods, working with the Ground, Cargo and Security Manager who is responsible for Dangerous Goods to ensure safe, cost-effective and punctual delivery of excellent customer service, aircraft and dangerous goods handling services for our passengers and crew in all airports which Loganair serve. • Any other reasonable task as requested by the company.

1.3.12 Aircrew Training Coordinator

The Aircrew Training Coordinator is responsible to the Chief Operations Officer via the Head of Training for: 1. Managing the training booking requirements of all Flight and Cabin Crew. 2. Managing the allocation of all training rooms. 3. Planning, in conjunction with the Head of Training, the on-going crew training programme. 4. Managing, with the Crew Controllers, the procurement of both initial training and recurrent simulator slots from the Company simulator suppliers. 5. Managing of crew allocations for simulator recurrent training and updating the relevant databases. 6. Managing, with the Crew Controllers any crew training issues that arise that require further training or check input. 7. The production of all Training Files for all Loganair Flight Crew and Cabin Crew training courses. 8. Liaising with the CAA on all Aircrew Licence issues and ensuring new licence issue at Gatwick. 9. Updating daily the Flight and Cabin Crew Training Databases. 10. Managing recurrent check expiry dates and liaising with the Crew Controllers to ensure timely scheduling of all recurrent checks. 11. Inserting the check expiry dates into the Training Records and emailing check dates and expiry dates to the Crew Controllers. 12. Monitoring all expiry dates for Aircrew and issuing crew reminder emails where required. 13. Production of Induction Training programme and associated documentation for all new starts. 14. Completing paperwork, tracking forms and identifying any late or missing training paperwork. 15. Updating the Company Training Files with the latest check paperwork ready for signing. 16. Monitoring and amending Flight Training Department processes relevant to the role. 17. The planning and coordination of the pilot recruitment process. 18. Any other reasonable duties as directed by the COO.

1.3.13 Training Standards Captain

The Training Standards Captain (TSC) is responsible to the relevant Head of Training. The TSC will be a TRE/SFE/CRE on an aircraft type operated by the company. The TSC will be accountable for all Flight and Ground Trainers. Responsibilities: 1. The coaching and standardisation of aircraft, synthetic training device and ground training staff (TRE/I, CRE/I, LCC, LTC and GI) with the aim of improving the quality of training and instruction to the company pilots, and, as a consequence, the operating standard of the company’s Line Pilots. 2. Promotion and development of the company training philosophy as identified in the Operations Manual PartDTraining. 3. In conjunction with FTSC’s and the HT the preparation of recurrent training programme for aircraft and ground and technical refresher training. 4. In conjunction with HT setting and monitoring standards of pilot training by monitoring and oversight of the Instructor Proficiency Check programme. 5. Liaison with the SRG of the CAA on matters relating to pilot training. 6. In conjunction with HT the maintenance of crew training records and ensuring and scheduling of the recurrent training programme in cooperation with rostering department. 7. In conjunction with HT proposing amendments to, and editing of, Operations Manual PartDTraining and the ATO Manuals. 8. Monitoring Training Standards of instructors, including instructors of third party training agencies. 9. Determination of course content for new aircraft types and equipment. 10. Making recommendations for selection of pilot training staff. 11. Arranging and chairing company Training Standards Meetings. 12. Retaining competence on at least one company aircraft type. With due allowance for leave etc they are to be rostered for at least 4 purely Administration duties per 4 week period averaged over three consecutive periods.

  1. Promotion of safety management awareness and active encouragement of open reporting and feedback.

1.3.14 Training Captain

Training Captains are responsible to the Head of Training. Training Captains specific duties and responsibilities are set out in Part D (Training). Training Captains are to promote safety management awareness and actively encourage open reporting and feedback at all times.

1.3.15 Base Captains

Base Captains are rostered for between 16 hours and 32 hours administration time per month to carry out their responsibilities as defined below. Base Captains are responsible, through the Crew Liaison Officer, for the following: 1. The supervision and direction of locally based or seconded Flight Operations Crew. 2. Liaising with the Crew Liaison Officer for all matters relating to the Station task such as crew room maintenance issues, IT support or any other element of the infrastructure or Company admin processes or procedures directly affecting their base that require attention. 3. Assisting the supervision and monitoring of the standards of flight operations in the base, maintaining and promoting a high standard of competency, efficiency and appearance. 4. Reporting any matters of Flight Operations crews’ behaviour, standards, appearance or well being directly to the appropriate Flight Operations Manager. 5. Ensuring that all Flight Safety information is promulgated to all base staff and that the base Flight Safety Notice Board is up to date with the latest Flight Safety information. 6. Liaising with external agencies on matters affecting the Station’s flying operations when required, such as NATS, HIAL, etc. 7. Monitoring the amendment state of all Company manuals and Documents held at their Base, including the based aircraft’s documents. Base Captains are to establish from the Commanders Brief the latest amendment state for locally maintained Manuals and Documents and to report/amend out of date manuals and documents as required.

  1. Ensuring the Company NOTACs/Admin NOTACs are up-to-date in the base crew room and are maintained in accordance with the published Commanders Brief.
  2. Maintain, through liaison with the Flight Administration Officer, suitable stock of all crew room stationary, such as printer paper and toner cartridges.
  3. Inspecting returned flight documentation. Reporting and discussing inspection findings directly with the pilots when necessary. Maintaining inspection records and records of actions taken when findings show deficiencies in the quality/content of the base returned flight documentation. Reporting recurring issues to the relevant Fleet Technical Manager.
  4. Promoting safety management awareness and actively encouraging open reporting and feedback.
  5. Ensuring that the Flight Operations Crew remain adequately briefed on any restrictions, difficulties or operational requirements related to the base and routes originating and terminating at the base.
  6. Any other reasonable duties as directed by Flight Operations Management.

1.3.16 Base Administrator

Base Administrators are responsible to the Crew Liaison Officer for the following: 1. Monitoring the amendment state of all Company manuals and documents held at their base, including the based aircraft’s documents. Base Administrators are to establish from the Commanders Brief the latest amendment state for locally maintained Manuals and Documents and to report/amend out of date manuals and documents as required. 2. Ensuring the Company NOTACs/Admin NOTACs are up-to-date in the base crew room and are maintained in accordance with the published Commanders Brief. 3. Maintain, through liaison with the Flight Administration Officer, suitable stock of all crew room stationary, such as printer paper and toner cartridges. 4. File, store and dispose of (at the relevant times) all Returned Flight Documentation pertaining to their base. 5. Liaising with the relevant Fleet Technical Manager to ensure the appropriate number of Returned Flight Documentation envelopes are available to be audited.

  1. Liaising with the relevant Loganair Managers to report, and assist in the resolution of, crew room maintenance and IT issues, and any other element of the infrastructure or Company admin processes or procedures directly affecting their base that require attention.
  2. When required, liaising with external agencies on matters affecting the station’s flying operations.
  3. Ensuring that all Flight Safety information is promulgated to all base staff and that the base Flight Safety Notice Board is up to date with the latest Flight Safety information.
  4. Any other reasonable duties as directed by Flight Operations Management.

1.3.17 Fleets Technical Officer

FLT 1.3.4 The Fleets Technical Officer is responsible to the Director of Flight Operations for: 1. Liaison with the aircraft and equipment manufacturers, in conjunction with the Fleet Technical Managers, Manager Flight Support and Engineering. 2. Liaison with the regulatory authorities on technical matters and regulatory changes in conjunction with Engineering and the Director of Flight Operations. 3. Dissemination of Technical Information in each fleet, in conjunction with the Manager Flight Support. 4. Liaising with Engineering on technical issues, including modifications, Engine Health Monitoring and changes to maintenance procedures impacting on Flight Operations. 5. In conjunction with the Manager Flight Support, assisting in the preparation of fleet checklists. 6. Investigating the technical aspects of ASRs and other incidents in conjunction with the Flight Safety Officer and Engineering. 7. Keeping abreast with the latest technical developments and their impact on levels of safety and cost. 8. Delivering technical presentations during periodic recurrent training. 9. Ensuring that Technical Manuals are current within the specific Fleet Aircraft, and in Operations Administration. 10. Managing technical projects as specified by the Director of Flight Operations, Manager Flight Support and Fleet Technical Managers. 11. Promote safety management awareness and actively encourage open reporting and feedback.

1.3.18 Flight Administration Officer

The Flight Administration Officer is responsible to the Chief Operations Officer for the following: 1. Supply of information to Vistair to allow successful distribution of publications and amendments to the aircraft flight decks (except for the Essential Documents) using the Vistair Flight Deck Delivery agreement.

  1. Management of the NOTAC system, at the direction of the Director of Flight Operations.
  2. Ensuring timely distribution of Operations Manual amendments.
  3. Liaison with out-stations regarding controlled documents.
  4. Liaison with DMAU to ensure proper record is maintained for Operations Manual updates.
  5. Providing administrative support to Flight Operations Management.
  6. The monitoring, checking and approval of incoming invoices that are related to Flight Operations.
  7. Responsible for the coordination and return of all Company property from Flight Crew terminating their employment.
  8. Control, distribution and tracking of Flight Operations BASRs on receipt from DMAU.
  9. Any other reasonable duties as directed by the Chief Operations Officer and Director of Flight Operations.

1.3.19 Manager Flight Support

The Manager Flight Support is responsible to the Director of Flight Operations for the following: 1. Development, maintenance and promulgation of fleet performance data. 2. Development, maintenance and promulgation of fleet Mass and Balance data. 3. Development, maintenance and promulgation of navigation information including AICs, BASR and Flight Logs. 4. Development, maintenance and promulgation of fleet MELs and CDLs in conjunction with the Fleet Technical Managers. 5. Maintaining, updating and promulgating Company technical information reflecting OEM Manual/Checklists revision status. 6. Promulgation and maintenance of Company information within the Company Safety Management system. 7. Liaison with engineering on all technical matters. 8. Liaison with manufacturers and suppliers. 9. Preparation and distribution oversight of flight operations publications, primarily Route Performance Manuals, Loadsheet pads and technical submissions for inclusion in Ops Manual. 10. Design and delivery of technical presentations and reports. 11. Managing projects delegated by the Director of Flight Operations. 12. Action requests by the charter department for appropriate information required for the Company charter activities.

1.3.20 Flight Support Officer

The Flight Support Officer is responsible to the Manager Flight Support for the following: 1. Provide assistance to the Manager Flight Support & Director of Flight Operations in supporting the operation of all Loganair fleet types. 2. Analysis of OFDM event data on behalf of Flight Operations to provide feedback necessary for the completion of Flight Operations investigations. 3. Managing projects delegated by the Manager Flight Support.

  1. Assist Manager Flight Support in responding in a timely manner to charter requests and subsequent charter planning.

1.3.21 Chief Tutor

The Chief Tutor is responsible to the Head of Training for the following: 1. The development and running of the TRI courses. 2. Authoring and amending the TRI Manual. 3. In conjunction with the Head of ATO developing an Instructors’ Guide. 4. Promote safety management awareness and actively encourage open reporting and feedback.

1.3.22 Head of Cabin Services

The Head of Cabin Services is an administrative role responsible to the Director of Flight Operations for: 1. The overall welfare, discipline and performance management of Cabin Crew at all Loganair bases. 2. Working in association with the Director of Flight Operations to conform that all cabin services activities are conducted in accordance with the ANO, UK CAA Ops and the terms of the AOC. 3. Ensuring any documentation & implementation requirements of the ANO, UK CAA Ops and the terms of the AOC pertaining to Cabin Services are fully met. 4. Representing Cabin Operations at Flight Ops Management meetings. 5. The management of all areas of Cabin Safety in conjunction with the Head of Safety. 6. Communicating all Safety matters to Cabin Crew in a timely manner. 7. Leading the Cabin Operations head office team in managing the overall performance of Cabin Crew in their work. 8. Liaises with internal and external parties in managing and improving the service delivery process. 9. Reviews, plans and proposes manpower & resources requirements to the Director of Flight Operations with the business requirements of Loganair from time to time.

  1. Drives continuous efforts to pursue service & quality excellence through conducting monthly analysis and benchmarking studies of the departments Key Performance Indicators.
  2. Reviewing and monitoring all Line Training and Line Check assessment paperwork and validates department manuals as required.
  3. Managing and reviewing spending throughout department to ensure costs are maintained within budget.
  4. Managing Attendance and Leave within the Cabin Operations Department.
  5. Conducts performance appraisal for cabin Regional Supervisors.
  6. Identify hazards and associated risk and prepare updates for cabin service Hazard register in association with the Director of Flight Operations.
  7. Ensuring that the information contained in the Cabin crew manual Part B is up to date and reflects the needs of the organisation in terms of both safety and efficiency.
  8. Ensuring that the operations Cabin crew safety manual Part B, is reviewed periodically and correctly reflect all regulatory and company requirements including, but not limited to, the ANO, UK Aircrew Regulation, Company Ops Manuals and Company Air Operators Certificate.
  9. Review all draft regulations and comment response documents and advising the Director of Flight Operations as appropriate.
  10. Respond to Cabin service non-conformances raised by the regulator and compliance monitoring department within the required timescales.
  11. Ensure that correct and approved safety documentation including safety cards are available within all aircraft types within the cabin.
  12. The completion of specific tasks as directed by the COO or the Director of Flight Operations.

1.3.23 Cabin Crew Training Manager

Cabin service will have an appointed Training manager who is responsible to the Head of Cabin Service and the Head of Training for the following: 1. Ensuring that the operations, Operations Manual part D and Cabin Crew Training Syllabi and forms are reviewed periodically and correctly reflect all regulatory and company requirements including, but not limited to, the ANO, UK Aircrew Regulation, Company Ops Manuals and Company Air operators Certificate. 2. Preparing alternative means of compliance to the UK air operations regulations Air air operations regulation, to reflect the needs of the organisation, that are acceptable to the Civil Aviation Authority. 3. Advising the Head of cabin service and Head of Training of any regulatory non compliances. 4. Identify hazards and associated risks and prepare updates for cabin service Hazard register. 5. Proposing changes to training and operating procedures within Cabin services with an economic or safety benefits and submitting documented proposal for change including hazard identification and associated risk assessment. 6. Ensure that all cabin crew training across all fleets, initial, recurrent, promotional, conversion, and safety manuals documentation is up to date and reflects current requirements and regulations in association with the Technical and CRM manager (including the ANO, UK Aircrew Regulation, Company Ops Manuals and Company Air Operators Certificate). 7. Monitoring the quality of Cabin Crew training, across all fleets, to ensure that the highest possible standards are maintained. And also monitoring the welfare of all Cabin Crew trainers. 8. The acceptance, signing and validation of all Cabin Crew training and testing paperwork, on behalf of the Company. 9. Ensure that all Cabin Crew training equipment is serviceable and maintained to a high standard. 10. The planning and recording (minutes) of regular Training Meetings with the Company Cabin Crew instructors and examiners. 11. Review the requirement for Ground and Line trainers ensuring that they are being fully utilised to best serve the needs of the company. 12. Carrying out hazard identification, producing associated risk assessments briefs and training material for Cabin Services/ Training Dept.

  1. Acting as a cabin crew subject matter expert and implementing required training is updates after investigations are carried out.
  2. Retaining competence as Cabin crew flying 10% of a rostered line however, this can be reduced or increased as determined by the head of Cabin service.
  3. Ensure all required security information is trained, Complete security training for cabin services as a CAA accredited security trainer.
  4. The completion of specific tasks as directed by the Head of cabin service or Head of Training.

1.3.24 Cabin Crew Standards and Service Delivery Manager

The Cabin Crew Standards and Service Delivery Manager is both an operational and organizational position. The Cabin Crew Standards and Service Delivery Manager has responsibility and accountability to the Head of Cabin Service for the following: 1. Promoting safety management awareness and encouraging open reporting Investigate crew reports regarding safety, uniform standers, catering, and PPE requirements at all stations. 2. Ensure the highest standards of uniform and service delivery training is provided and or maintained throughout the Loganair Cabin and flight operations department, certifying that Loganair’s priority is the safety and security of aircraft, passengers, and crew. 3. Acknowledge, maintain, and develop content set out by the Cabin crew technical manager and the security training administrator, ensuring that the operating Cabin crew training and standards are reviewed on a continuously basis and correctly reflects the Loganair cabin service departments high standards within the terms of the AOC. 4. Support the Head of cabin service with appraisals and cabin crew performance observations. develop, capture, and monitor cabin crew uniform standers and performance on board the aircraft using new technically (EFB) 5. Preserve and monitor cabin crew attendances records and return to work interviews and escalated to the Head of cabin service concerns or observations for additional review. 6. Set up, maintain and issue evaluation/appraisal meetings for all cabin crew on a twice-yearly basis in conjunction with the head of cabin service.

  1. Update Cabin crew notices and support the cabin crew administrator regarding uniform orders and supply.
  2. Work directly with the head of cabin service regarding uniform, catering, and budget requirements for both areas.
  3. Responsible for the standard of cleaning of all aircraft on the Loganair network and maintaining the up to dated schedule for the toilet and water and cleaning for all fleets.
  4. Develop and improve existing processes and procedures related to catering/stock taking inflight and cleaning provided on board with new technology (EFB)
  5. Preparing alternative means of compliance within training to the CAA air operations regulation, to reflect the standers and needs of the organisation.
  6. Conducted Initial, recurrent, conversion and refresher ground school for Cabin Crew.
  7. Conducted Initial ditching, survival, equipment, and immediate medical care training for flight crew as required.
  8. Develop and deliver cabin crew service and standers training. Sourcing material to assist in the implementation of all service and standers training course and requirements.
  9. Communicate and advise the Head of cabin service, and the technical manager of any Service or standers training relating topics which could lead to regulatory, non-compliances challenges.
  10. Review and draft service and standers training manual and comment response documents and advising the head of Cabin Service of any implications relating to Cabin Crew training and Service’s.
  11. Implement changes to training and operating procedures within Cabin services as advised by the Technical manager with an economic or safety benefits and submitting documented proposal for change including hazard identification and associated risk assessment.
  12. Ensure that all cabin crew are trained in service standards across all fleets, initial, recurrent, promotional, conversion, and service and standers training documentation is up to date and reflects current requirements.

  13. Ensure that all company Service training equipment is maintained to the high standers. Liaising with the Head Of cabin service and the relevant authorities and original equipment manufacturers and any other external entities relevant to service and standers.

  14. Carrying out hazard identification, producing associated risk assessments briefs and training material for cabin crew training.

  15. Implement the acceptances of all, signing and validation of all cabin crew Service and standards training, developing, and maintaining all Cabin crew service and standards syllabi and training forms as instructed by the Technical manager and the head of cabin service.
  16. Acting as a cabin crew subject matter expert and implementing required Service and standers training manual updates for review after investigation are carried out.
  17. Ensuring that all cabin crew training notices are up to date in relation to cabin services issue all cabin crew attestation.
  18. Retaining competence as Cabin Crew flying 20% of a rostered line however, this can be reduced or increased as determined by the head of Cabin service.
  19. The completion of specific tasks as directed by the Head of cabin service.
  20. Ensure all required service and standers training material is developed and delivered as instructed by the technical manager and Head Of cabin service, Complete service, and standers training for cabin service.
  21. Participating, in conjunction with the Head of Training and the Head of Cabin Services in the selection of Company personnel for promotion to Cabin Crew training positions.
  22. Ensuring that all third party supplied Cabin Crew training services are covered by a Company approved contract, containing acceptable SLA’s, and monitoring that the supplier meets all contractual requirements.
  23. Monitoring and accepting, on behalf of the company, the content and delivery of all Cabin Crew training supplied by third part training providers to ensure that it complies with all company and regulatory requirements including training personal qualifications.
  24. Assisted the head of cabin services in planning, selecting and recruitment of both new Cabin Crew recruits and ground and in-flight trainers.

1.3.25 Cabin Crew Technical and CRM Ground Instructor

The Cabin Crew Technical and CRM Ground Instructor is both an operational and organizational position. The Cabin Crew Technical and Ground Instructor has responsibility to the head of Cabin Service, Head of Training, Cabin Crew Technical Manager for the following: 1. Promoting safety management awareness and encouraging open reporting. 2. Ensuring that the highest standards of training for both technical and ground instructing is maintained throughout the Loganair Cabin and flight operations services department, ensuring that Loganair priority is the safety and security of aircraft, passengers, and crew. 3. Acknowledge, maintain, and develop content set out by the Cabin crew technical manager and, ensuring that the operating Cabin crew training is reviewed continuously basis and correctly reflects all regulatory and company requirements including, but not limited to, the ANO, UK CAA Air Operations Regulation, (Part-CC). 4. Preparing alternative means of compliance within training to the CAA air operations regulation, to reflect the needs of the organisation, that are acceptable to the Civil Aviation Authority. 5. Carry out cabin crew initial, Line training, line checks and crew support flights. 6. Conducted Initial, recurrent, conversion and refresher ground school for Cabin crew. 7. Conducted Initial ditching, survival, equipment, and immediate medical care training for flight crew. 8. Attend and participate in all training meetings. 9. Develop and deliver cabin crew technical and CRM training. 10. Source material to assist with the development and implementation of all training course and requirements. 11. Communicate and advise the Head of cabin service, the director of flights operations and the technical manager of any training relating topics which could lead to regulatory, non-compliances challenges. 12. Review and draft technical training instructed by the technical manager and comment response documents and advising the head of Cabin Service of any implications relating to Cabin Crew training and Service’s.

  1. Implement changes to training and operating procedures within Cabin services as advised by the Technical manager with an economic or safety benefits and submitting documented proposal for change including hazard identification and associated risk assessment.
  2. Ensure that all cabin crew are trained across all fleets, initial, recurrent, promotional, conversion, and technical training documentation is up to date and reflects current requirements.
  3. Ensure that all company technical training equipment is maintained to the high standers. Liaising with the technical manager and the relevant authorities and original equipment manufacturers and any other external entities relevant to technical training.
  4. Carrying out hazard identification, producing associated risk assessments briefs and training material for cabin crew training.
  5. Implement the acceptances of all, signing and validation of all cabin crew and flight crew training, developing, and maintaining all technical syllabi and training forms as instructed by the Technical manager.
  6. Acting as a cabin crew subject matter expert and implementing required technical training manual updates for review after investigation are carried out.
  7. Ensuring that all cabin crew training notices are up to date in relation to cabin services.
  8. Retaining competence as Cabin crew flying 50% of a rostered line however, this can be reduced or increased as determined by the head of Cabin service.
  9. Ensure all required technical training material is developed and delivered as instructed by the technical manager, Complete technical training for cabin service as an accredited trainer.
  10. Assisted the head of cabin services in planning, selection and recruitment of both new cabin crew recruits and ground and in-flight trainers.
  11. The completion of specific tasks as directed by the Head of cabin service.

1.3.26 Cabin Crew Security and Dangerous Goods Training

Administrator The Cabin Crew Security Training Administrator is both an operational and organizational position. The Cabin Crew Security administrator is the deputy for the Training, technical and safety Manager. The Security Administrator has responsibility to the head of Cabin Service, Head of training, and Head of Security for the following: 1. Ensuring that the highest Standards of security is maintained throughout the Loganair Cabin and flight operations services department, ensuring that Loganair first priority is the safety and security of aircraft, passengers and crew. 2. Ensuring that the operations Cabin crew security manual is reviewed continuously basis and correctly reflects all regulatory and company requirements including, but not limited to, the ANO, UK CAA Air Operations Regulation, (Part-CC). 3. Preparing alternative means of compliance to the UK CAA air operations regulation, to reflect the needs of the organisation, that are acceptable to the Civil Aviation Authority. 4. Advising the Head of cabin service and Head of Training of any security training regulatory non compliances. 5. Reviewing all security training CAA information and safety notices and advising the Head of cabin service or Head of Training of any implications, as appropriate. 6. Review all draft security regulations and comment response documents and advising the head of Cabin Service or Head of Training of any implications, as appropriate. 7. Responded to all Security training cabin service non-conformances raised by the regulator and compliance monitoring department within the required timescales. 8. Identify hazards and associated risks and prepare updates for cabin service Hazard register. 9. Proposing changes to training and operating procedures within Cabin services with economic or safety benefits and submitting documented proposal for change including hazard identification and associated risk assessment. 10. Confirm that all cabin crew are security trained across all fleets, initial, recurrent, promotional, conversion, and safety manuals documentation is up to date and reflects current requirements.

  1. Ensure that all company security training equipment is maintained to the high standards. Liaising with relevant authorities and original equipment manufacturers and any other external entities relevant to security training.
  2. Carrying out hazard identification, producing associated risk assessments briefs and training material for cabin crew security training.
  3. Responsible for the acceptance, signing and validation of all cabin crew and flight crew security training, developing, and maintaining all security training syllabi and security training forms.
  4. Acting a cabin crew subject matter expert and implementing required security training manual updates after investigation are carried out.
  5. Compiling security and training notices to cabin crew where necessary and submitting them for approval.
  6. Ensuring that all security training notices are up to date in relation to cabin services.
  7. Retaining competence as Cabin crew flying 80% of a rostered line however, this can be reduced or increased as determined by the head of Cabin service member.
  8. Ensure all required security information is captured and training manual is updated, Complete security training for cabin service as the CAA accredited security trainer.
  9. The completion of specific tasks as directed by the Head of cabin service.

1.3.27 Cabin Crew Security, Dangerous Goods and First Air

Ground Instructor The cabin crew security and ground instructor is both an operational and organizational position. The cabin crew security and Ground instructor is the deputy for the Security training administrator. The Cabin crew security and ground instructor has responsibility to the head of Cabin Service, Head of training, Cabin crew technical Manger and head of Security for the following: 1. Promoting safety management awareness and encouraging open reporting. 2. Ensuring that the highest standards of training for both security and ground instructing is maintained throughout the Loganair Cabin and flight operations services department, ensuring that Loganair priority is the safety and security of aircraft, passengers, and crew.

  1. Acknowledge, maintain, and develop content set out by the Cabin crew security training administrator and the technical Manager, ensuring that the operating Cabin crew training is reviewed continuously basis and correctly reflects all regulatory and company requirements including, but not limited to, the ANO, UK CAA Air Operations Regulation, (Part-CC).
  2. Preparing alternative means of compliance within training to the UK CAA air operations regulation, to reflect the needs of the organisation, that are acceptable to the Civil Aviation Authority.
  3. Carry out cabin crew initial, Line training, line checks and crew support flights.
  4. Conducted Initial, recurrent, conversion and refresher ground school for Cabin crew.
  5. Conducted Initial ditching, survival, equipment, and immediate medical care training for flight crew.
  6. Attend and participate in all training meetings.
  7. Develop and deliver cabin crew security and first Aid training.
  8. Source material to assist with the development and implementation of all training course and requirements.
  9. Communicate and advise the Head of cabin service, the director of flights operations and the security training administer of any training relating topics which could lead to regulatory non compliances challenges.
  10. Review and draft security training instructed by the security training administrator and comment response documents and advising the head of Cabin Service of any implications relating to Cabin Crew training and Service’s.
  11. Implement changes to training and operating procedures within Cabin services as advised by the Technical manager and the security training administrator with an economic or safety benefits and submitting documented proposal for change including hazard identification and associated risk assessment.
  12. Ensure that all cabin crew are training across all fleets, initial, recurrent, promotional, conversion, and security manuals documentation is up to date and reflects current requirements.

  13. Ensure that all company security training equipment is maintained to the high standers. Liaising with the security training administrator and the relevant authorities and original equipment manufacturers and any other external entities relevant to security training.

  14. Carrying out hazard identification, producing associated risk assessments briefs and training material for cabin crew training.

  15. Implement the acceptances of all, signing and validation of all cabin crew and flight crew training, developing, and maintaining all security and technical syllabi and security training forms as instructed by the Security training administrator.
  16. Acting as a cabin crew subject matter expert and implementing required security and technical training manual updates for review after investigation are carried out.
  17. Ensuring that all cabin crew training notices are up to date in relation to cabin services.
  18. Retaining competence as Cabin crew flying 50% of a rostered line however, this can be reduced or increased as determined by the head of Cabin service.
  19. Ensure all required security and technical training material is developed and delivered as instructed by the technical manager and the security training administrator, Complete security training for cabin service as the CAA accredited security trainer.
  20. Assisted the head of cabin services in planning, selection and recruitment of both new cabin crew recruits and ground and in-flight trainers.
  21. The completion of specific tasks as directed by the Head of cabin service or the Head of Training.

1.3.28 Ground Services, Security & Cargo Manager

Reporting to the Head of Airports the Ground Services, Security and cargo manager is responsible for the delivery of all ground services required to facilitate an aircraft flight or aircraft ground repositioning, preparation for and upon conclusion of a flight which will include both customer service and ramp service functions. They shall be designated head of security functions. • The main activities that will be carried out by the Ground Services, Security and Cargo Manager include the below. As would be expected, the below is not exhaustive and reasonable responsibilities not listed below will be carried out, with training and support provided where required. • Focal point for security on behalf of Loganair. • Authority to make decisions that affect operational security;

• Responsible for ensuring security functions, are performed and procedures are implemented in accordance with applicable regulations and standards of Loganair. • Ensuring cargo and ground operations are conducted in accordance with applicable regulations and the standards of Loganair. • Owner of the Security Management System (SeMS), its implementation and management of. • Owner of the Company’s Ground Operations & Cargo Manual (GOM) including related notice to holders; to reflect any published policy and/ or procedural changes required by regulation or company instruction. • Management and supervision of functions and activities within the scope of ground handling and cargo operations. • Authority to make decisions regarding risk tolerability with respect to safety and/or security of ground handling and cargo operations. • Manage all ground service equipment, contracts and usage. • Ensure all procedures and manuals are IOSA compliant, and all related ISARPS are written and presented in line with agreed timelines. • Maintain manuals and procedures to ensure they remain compliant for internal and IOSA audits. • Develop the company’s strategic plan for cargo, identifying new business, expansion and growth exploring new routes and sectors to positively contribute to company revenue & profits. • Manage existing cargo contracts, their operational delivery and service level agreements, resolving issues as they arise. • Ensure the highest level of customer service for all cargo customers. • Ensure compliance with flight operations boarding and loading procedures at all stations across the Loganair network, including those supported by third party ground handling agents and any ground handling agent used to support ad hoc or charter operations, along with directly employed staff in the Scottish island airports. • Work with airports to ensure the highest standard of PRM (Passengers restricted mobility) service to all Loganair customers and passengers. • Working with Flight Operations and OCC to ensure that the appropriate procedures are in place with ground handling agent staff and Loganair station staff across the network to ensure the timely and accurate transmission of aeronautical information to operating crews including mass and balance information.

• Work with the Head of Airports to support the planning and manage all aspects of the introduction of new stations and/or agencies to the company’s network including but not limited to equipment, and provision of manuals. • Be the ambassador for safety and quality awareness, encouraging open reporting from all ground handling staff. • Work with the Head of Airports to review findings with recommendations of ASR’s and report NCRS related to ground handling. • Production and maintenance of formal procedures and manuals surrounding security. • Provide security advice and specialist security support to the business and its customers. • Implement audit programs, risk assessments and development of mitigation strategies throughout all of operations in terms of security. • Respond to statutory requests for information from law enforcement, regulators and other established members of the security community. • Security training, design, improvement and delivery. • Support the communication and implementation of any heightened security measures. • Conduct and support ad hoc security investigations. • Management of the security pass team. • Work with the Finance Business Partner to manage all budgets & expenditure assigned to area of responsibility. • Ensure management continuity is maintained by way of delegation of duties to a nominated deputy as and when required including assignment of responsibility for liaison with applicable aviation security authorities and other relevant external entities. • Any other reasonable task as requested by the company.

1.4 Authority, Duties and Responsibilities of the

Aircraft Commander

1.4.1 Commanders Authority and Accountability

FLT 1.3.7 The Company will nominate one pilot to be the aircraft commander for the duration of each flight or series of flights. The name of the commander will be noted on the prepared navigation log (PLOG) and the commander concerned will be notified in the published Flight Crew roster.

The commander is accountable to the Director of Flight Operations for the safety, security, operation and management of the aircraft and crew, and to deliver a high level of customer care and on time performance. The aircraft commander has the ultimate and overriding authority over all passengers and crew. He has overriding responsibility for aircraft safety and that of its occupants. All persons carried in the aircraft shall obey all lawful commands given by the commander for the purpose of securing the safety of the aircraft and of persons or property carried therein.

1.4.2 Regulatory Responsibilities of the Commander

FLT 1.3.6, 3.8.1 The UK CAA Regulations (CAT.GEN.MPA.105) stipulate the following responsibilities of the Commander 1. The commander, in addition to complying with the duties and responsibilities of crew members other than the aircraft commander (Section 1.5) and any additional responsibilities imposed on him by the Company, shall: 1. be responsible for the safety and security of all crew members, passengers and cargo on board, as soon as the commander arrives on board the aircraft, until the commander leaves the aircraft at the end of the flight; 2. be responsible for the operation, safety and security of the aircraft, including the initiation, continuation and termination or diversion of the flight, from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off, until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down; 3. have authority to give all commands and take any appropriate actions for the purpose of securing the safety and security of the aircraft and of persons and/or property carried therein in accordance with 7.c of Annex IV to Regulation (EC) No. 216/ 2008; 4. have authority to disembark any person, or any part of the cargo, that may represent a potential hazard to the safety and security of the aircraft or its occupants; 5. not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered;

  1. have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage increases the risk to the safety of the aircraft or its occupants;
  2. ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment;
  3. ensure that all operational procedures and checklists are complied with in accordance with the operations manual;
  4. not permit any crew member to perform any activity, including the use of Personal Electronic Devices (PED’s), during critical phases of flight, i.e. during taxi, take-off, climb, approach, and landing, except duties required for the safe operation of the aircraft;
  5. ensure that flight recorders: i. are not disabled or switched off during flight; and ii. in the event of an accident or an incident that is subject to mandatory reporting: A. are not intentionally erased; B. are deactivated immediately after the flight is completed; and C. are reactivated only with the agreement of the investigating authority.
  6. decide on acceptance of the aircraft with unserviceabilities in accordance with the Configuration Deviation List (CDL) or the Minimum Equipment List (MEL);
  7. ensure that the pre-flight inspection has been carried out in accordance with the requirements of Annex I (Part-M) to Regulation (EC) No. 2042/2003;
  8. be satisfied that relevant emergency equipment remains serviceable, easily accessible and ready for immediate use.
  9. Acceptance and signing of the Flight Plan.

  10. The commander, or the pilot to whom conduct of the flight has been delegated, shall, in an emergency situation that requires immediate decision and action, take any action he/she considers necessary under the circumstances in accordance with 7.d of Annex IV to Regulation (EC) No. 216/2008. In such cases he/she may deviate from rules, operational procedures and methods in the interest of safety.

  11. Whenever an aircraft in flight has manoeuvred in response to an Airborne Collision Avoidance System (ACAS) Resolution Advisory (RA), the commander shall submit an ACAS report to the competent authority.

  12. Bird hazards and strikes:
  13. Whenever a potential bird hazard is observed, the commander shall inform the Air Traffic Service (ATS) unit as soon as flight crew workload allows.
  14. Whenever an aircraft for which the commander is responsible suffers a bird strike that results in significant damage to the aircraft or the loss or malfunction of any essential service, the commander shall submit a written bird strike report after landing to the competent authority.

1.4.3 Prior to Flight

FLT 3.5.1, 3.7.3, 3.8.1, 3.8.3 The Commander shall: 1. Satisfy himself that the flight can safely be made, and that the aerodromes planned to be used are adequate. To do so he must consider the performance of the aircraft, the latest information on the route and aerodromes to be used, the weather forecasts and reports, and any alternative course of action which can be adopted in case the flight cannot be completed as planned. 2. Ensure that the weather forecast and reports for the proposed operating area and flight duration indicate that the flight may be conducted without infringing Company operating minima. 3. Satisfy himself the appropriate forecast and information relevant to the flight, is obtained from the Meteorological Service including for en-route, departure, destination and alternate. Ensure that he and his crew are up to date and familiar with any new NOTAMS and Notacs prior to flight. 4. Ensure that all relevant documents and manuals are carried and will remain valid throughout the flight or series of flights and be prepared to produce, within a reasonable time, such documents in his custody or control as may be required by an Authorised person. 5. Satisfy himself that an Air Traffic Services Flight Plan relating to the flight is filed and reviewed with the appropriate Authority. 6. Satisfy himself the personnel carrying out the supervising of fuelling and oiling of the aircraft are instructed as to the specification, quantities and disposition of the fluids required.

  1. Ensure the correct type/grade of fuel and oil is loaded in sufficient quantity to meet the Company requirements for the proposed flight. In addition, in the absence of a qualified Company engineer, he must not only ensure that the aircraft refuelling is supervised, with particular attention being paid to the correct grade and amount of fuel and oil, but also the satisfactory completion of the fuel water check and that satisfactory fire safety precautions are taken.
  2. To satisfy himself that all fluid filler cap and refuelling valves are replaced and secured after servicing/refuelling, and that all ground servicing panels and freight hold doors are closed and secure. Further, that all undercarriage locks are removed and pre-flight inspection and checks as laid down in the Company Operations Manual, are complete, as applicable.
  3. To take all reasonable steps to ensure that the aeroplane is serviceable and that all equipment necessary in the circumstances of the intended flight, is on board and in a fit condition for use.
  4. Review and satisfy himself that any defect recorded in the Technical Log is either rectified prior to flight or is such as not to render the aircraft unfit for flight, and transferred to the Allowable Defect Record.
  5. Review and decide whether or not to accept an aeroplane with unserviceabilities allowed by the CDL or MEL.
  6. Review and satisfy himself that the load sheet is correct and that the aeroplane mass and balance is within the calculated limits for the operating conditions.
  7. Ensure that he has read any Category B or C Airfield briefs pertinent to the routes to be flown.

Note: Alternate or En Route Alternate. In addition, confirm that the aeroplane’s performance will enable it to safely complete the proposed flight. See Note below. 14. Satisfy himself the aircraft has sufficient hours remaining before the next maintenance requirements, to complete the flight and that a certificate of maintenance is in force to that effect. 15. Take all reasonable steps to ensure all passengers have been made familiar with the location and method of use of all emergency exits, safety belts, oxygen equipment and life jackets, together with the relevant restrictions on the use of electronic equipment in flight and smoking. In addition ensure that no person smokes in cargo

compartments and/or other areas where cargo is carried which is not stored in flame resistant containers or covered by flame resistant canvas. 16. Prior to flight, allocate the Handling and Monitoring duties, as applicable, to the respective crew members. 17. Ensure that both pilots remain at the controls during the take-off. 18. Take all reasonable steps to ensure that before take-off all passengers are properly secured in their seats, all cabin baggage is stowed in the approved stowages and that all cabin crew are properly secured in their allocated seats. Note 1: Cabin crew should be properly secured in their allocated seats during taxi except for the performance of essential safety related duties. Note 2: The Commander's signature of acceptance in the Technical Log is his certificate that items 7.,8.,9.,10.,11. & 12. have been actioned and that he has complied with the requirements of item 13. above.

1.4.4 During Flight

FLT 3.7.8, 3.11.5, 3.11.38, 3.11.52, 3.15.2 The Commander shall: 1. Ensure adherence of the flight, as closely as circumstances permit, to its Schedule, with due regard to safety and fuel economy. 2. Ensure the accurate navigation of the aircraft so that its position and the safety altitude associated with the position, is known at all times. In any event ensure that adequate terrain clearance is maintained at all times, regardless of Radar or ATC instructions. 3. Ensure that routine checks are made of fuel usage against planned consumption as and when required by the navigation log and, in all cases, at not more than 30 minute intervals. 4. Take all reasonable steps to ensure that the actual weather conditions existing at all aerodromes that may be relevant to the flight, i.e. en route Alternates, Destination and Diversion aerodromes, are monitored and recorded. In addition, ensure that all hazardous inflight conditions that may present a hazard, affect safety or significantly affect the efficiency of either his aircraft or other aircraft are promptly reported to the appropriate ATC agency. In particular, severe icing, windshear, volcanic ash, severe

turbulence, marked windshear and, in the UK, when actual conditions deviate significantly from those forecast particularly in relation to cloud tops. 5. Take all reasonable steps to ensure that the aircraft is not operated out side its designed operational limits. 6. Take all reasonable steps to ensure a log of the flight is continuously maintained, recording as appropriate the progress of the flight. 7. In an emergency, take all reasonable steps to ensure that all passengers are instructed in the emergency action which they should take. 8. Take all reasonable steps to ensure that passengers are kept properly informed as to the progress of the flight, in all aspects, especially in comparison to schedule. 9. Ensure at least one pilot remains at the controls, properly secured in his seat, at all times while the aircraft is in flight and that both pilots remain at the controls, properly secured by safety harness, during the landing. 10. Take all reasonable steps to ensure that, whenever he considers it advisable (e.g. in turbulent conditions), all passengers, and where necessary cabin crew, are properly secured in their seats. 11. Take all reasonable steps to ensure that before landing all passengers are properly secured in their seats, all cabin baggage is stowed in the approved stowages and that all cabin crew are properly secured in their allocated seats. 12. Captains of aircraft diverting from Northern Ireland destinations to mainland airfields must inform Operations of their intended diversion airfield so that action can be taken to provide security facilities. 13. Not permit: a. Interference with on-board Quick Access Recorders or permit a flight data recorder to be disabled, switched off or erased during flight; not permit recorded data to be erased after flight in the event of an accident or an incident subject to mandatory reporting. In the case of an accident or an incident subject to mandatory reporting the flight data recorder must be deactivated immediately after the flight is completed and reactivated only with the agreement of the investigating authority. b. A cockpit voice recorder to be disabled or switched off during flight unless he believes that the recorded data, which otherwise would be erased automatically, should be

preserved for incident or accident investigation, nor permit recorded data to be manually erased during or after flight in the event of an accident or incident subject to mandatory reporting.

1.4.5 Other Commanders Duties

FLT 3.7.7 1. Ensure that a continuous listening watch is maintained on the appropriate radio communication frequencies at all times whenever the flight crew is manning the aeroplane for the purpose of commencing and/or conducting a flight and when taxiing providing that the listening watch may be discontinued or continued on another frequency where approval has been given by the ground station. 2. Ensure all documentation relevant to the flight and committed to his charge, is in order and is processed and maintained, before, during and after the flight, in accordance with the relevant Company procedures and instructions. In particular e-signing the Flights EVR by saving through their NOC account. 3. Record in the Technical Log, the times when the aircraft took off and landed and particulars of any known defect with the aircraft or, if there is no known defect, an entry to that effect, and to sign and date such entries. 4. Ensure that, in the event of third party maintenance being required whist away from base, the proper procedures are followed. 5. At the appropriate and applicable time after the flight, to hand over the aircraft and its contents to another Commander, Ground Engineer or a properly authorised Company Representative or Agent. 6. Ensure that the aircraft, crew and contents are properly cleared by Customs and/or Immigration and/or health Authorities, as appropriate, both before and after the flight. 7. Take all reasonable steps to ensure that no attempt is made by any member of the crew to evade Customs, Immigration, Health or censorship regulations, or to have any unauthorised load carried in the aircraft. 8. Conduct themself in such a manner as to set a good example to and encourage all members of the crew in the professional exercise of their individual tasks, taking a personal interest in their welfare, thereby to develop and maintain a high level of rapport, morale and efficiency amongst the crew; in summary, to LEAD the crew.

Further, as much as practicable, ensure at all times when at the behest of the Company (including periods away from base at the Company’s request), that crew members conduct themselves in a manner befitting their position as a Loganair employee, and avoid bringing the Company’s name into disrepute. 9. The welfare of all crew members at all times when they are absent from their assigned base, whether on or off duty. 10. The Commander has the authority to apply greater safety margins than prescribed, including aerodrome operating minima, fuel reserves and terrain clearance, as he deems necessary. 11. Ensure that abnormal or emergency situations, system malfunctions and IMC conditions are not simulated for any purpose on commercial transport flights. 12. Take all possible steps to ensure on-time departures and report accurate reasons for any delays. 13. Report where there has been any deterioration, or potential deterioration, in the level of safety of the operation 14. Maintain familiarity with the relevant UK and International legislation and agreed aviation practices and procedures. 15. Maintain familiarity with such provisions of the Company Operations Manual as necessary to fulfill his function. 16. Take all reasonable steps to promote safety management awareness and actively encourage open reporting and feedback.

1.4.6 Reporting Unserviceabilities

Following the recording of any known defect in the Technical log Captains are to report unserviceabilities, transferable or not, to Glasgow Line Maintenance Control by telephone at the earliest opportunity. These reports are to contain as much detail as possible to enable the engineering department to determine the required rectification. Additionally, the Captain is to brief any Company engineering representative present on the airfield of any such unserviceability. This does not preclude the need for the Captain to pass the information directly to the Line Maintenance Controller. If and when within range of Glasgow the Captain is to repeat the report to Operations on Company frequency giving any new information, such as improvement or deterioration on the aircraft state.

It is the Commanders responsibility to keep Glasgow Operations/ Movement Control informed whenever there is an actual or predicted operational impact.

1.4.7 Emergency and Abnormal Situations

FLT 3.15.4 The Commander shall; 1. In the event of an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from Local or State rules, operational procedures, and methods in the interest of safety. After such an event the Commander must file an ASR without delay. Such an ASR would automatically be the subject of follow up action by the Company Safety Department, and local or state authorities. 2. In the event of an Occurrence, file a Company Air Safety Report Form at the earliest possible opportunity. He will also, at his discretion should he consider it necessary, suspend himself and/or affected members of his crew from flying duties, and advise the Company of these actions immediately. 3. In the event of an Accident, file a Company Air Safety Report Form adding the heading “Accident Report”, at the earliest opportunity. He will automatically suspend himself and his whole crew from flying duties and advise the Company of the accident and these actions immediately. Contact must be made with Flight Operations Management as soon as possible. To assist the Commander in Emergency and Abnormal situations; – Emergency drills are set out in Part B of the Operations Manual (type specific) and are reproduced as Emergency Checklists/ Malfunction Checklists/Quick Reference Handbook (QRH). – Procedures for bomb and hijack situations are in OM-A Chapter11. – Radio failure procedures are detailed in the Navblue En Route Supplement. – In the event of a power plant failure the Commander shall land at the nearest suitable aerodrome.

1.4.8 Responsibilities in the Absence of Ground Staff

When operating away from a Company Base and generally in the absence of qualified ground staff such as engineers, load controllers and ramp staff, the aircraft Commander will be responsible for the following (he/she may, if appropriate, delegate the carrying out of these duties to a First Officer): 1. Supervision of refuelling and security of oil/fuel/hydraulic filler caps. 2. Loading and security of load. 3. Aircraft pre-departure inspection (daily inspection requires engineering training and approval and endorsement of the Director of Flight Operations). 4. Integrity and correct scale of emergency equipment carried for the proposed load. 5. Preparation of the loadsheet and any necessary trim calculations. 6. Deferral of any allowable deficiencies away from Company Base after reference to the relevant Minimum Equipment List in Part B. 7. Security of the aircraft for extended parking (i.e. fitting of control locks, pitot covers, engine blanks, undercarriage lock pins, propeller restraints and wheel chocks) As applicable to fleet and situation.

1.5 Duties and Responsibilities of Crew Members

Other than the Aircraft Commander

1.5.1 General

All crew members are responsible for the proper execution of their duties that are: 1. Related to the safety of the aeroplane and its occupants; and 2. Specified in the instructions and procedures laid down in the Company’s Operations Manuals. Any crew member must: 1. Report to the Commander any incident that has endangered, or may have endangered safety; and 2. Make use of the Company’s incident reporting schemes as detailed in Chapter11. In all such cases a copy of the report(s) must be given to the Commander concerned. 3. Apply CRM principles at all times during flight operations. In addition to the Company monitoring the validity of licences and medical certificates, flight crew are also responsible for ensuring that both their licence and medical are valid before reporting for duty. Flight Crew members are responsible for the following: 1. All Flight Crew are to ensure that they carry the required necessary documentation with them at all times. 2. Security ID cards must be displayed and worn at all times whilst on duty, including administration and training duties. 3. Passports should be carried at all times whilst on flying duties, and must always be carried when travelling outside the UK and Republic of Ireland. 4. Flight Crew must ensure that they carry a valid Flight Crew Licence on any flying duty. 5. Flight Crew are required to maintain an approved Log Book recording the details of all of their flying. All entries are to be in ink.

Where there are crew members, other than Cabin Crew members, who carry out their duties in the passenger compartment of an aeroplane, an operator shall ensure that these: 1. Are not confused by the passengers with the Cabin Crew members. 2. Do not occupy required Cabin Crew assigned stations. 3. Do not impede the Cabin Crew members in their duties.

1.5.2 The First Officer

Function 1. The First Officer is responsible to the Commander to assist in the safe and efficient conduct of the flight. In the event of the incapacitation of the Commander, the First Officer will assume command. 2. The First Officer’s Departmental Head to whom he is responsible when not reporting directly to a Commander is the Director of Flight Operations. General Responsibilities The First Officer must take all reasonable steps to: 1. Maintain familiarity with relevant United Kingdom and International air legislation and agreed aviation practices and procedures. 2. Maintain familiarity with such provisions of the Company Operations Manual as are necessary to fulfil his function. 3. Assist the Commander as requested, concerning administrative duties in relation to the flight; and 4. Support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. 5. Promote safety management awareness and actively encourage open reporting and feedback. Specific Responsibilities It is the specific responsibility of the First Officer: 1. To carry out such duties concerning the flight, in accordance with Company Standard Operating Procedures, including procedures, limitations and performance relating to the specific aircraft Type, as are allocated to him by the Commander.

  1. To confirm the safe navigation of the aircraft, maintaining a continuous and independent check upon both the geographical position of the aircraft and its safe terrain clearance.
  2. To volunteer such advice, information and assistance to the Commander, as may contribute favourably towards the safe and efficient conduct of the flight.
  3. To seek and receive such information and/or explanation from the Commander, as may be necessary to enable the First Officer to fulfil his function.
  4. To maintain a high personal standard of discipline, conduct and appearance as a representative of the Company;
  5. To refrain from making any attempt to evade Customs, Immigration, Health or censorship regulations, or to carry any unauthorised load in a Company aircraft;
  6. To support the Commander, by active example, in the development and maintenance of a high standard of professional expertise and morale amongst the crew.
  7. On a flight where a Cabin Crew member is not carried, his responsibilities are those appropriate to the task as detailed in Section1.5.3.
  8. Not to perform any activity, including the use of Personal Electronic Devices (PEDs), during taxi, take-off, climb, approach and landing except those duties required for the safe operation of the aeroplane.

1.5.3 The Duties and Responsibilities of other Crew Members

Function 1. Other crew members are responsible to the aeroplane Commander and shall carry out his instructions relevant to, and assist him in, the safe operation of the aeroplane. 2. The Departmental Head for Cabin Crew members, when not reporting to the Aeroplane Commander, is the Head of Aircrew. Any other crew members, who may from time to time be carried, are responsible to the Head of Aircrew, when not reporting direct to the Aeroplane Commander. General Responsibilities

Other crew members must take all reasonable steps to: 1. Maintain familiarity with relevant United Kingdom and/or International air legislation, aviation practices and procedures. 2. Maintain familiarity with such provisions of the Company Operations Manual as are necessary to fulfil his function. 3. Assist the Commander as requested, concerning administrative duties in relation to the flight. 4. Support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. 5. Promote safety management awareness and actively encourage open reporting and feedback. Specific Responsibilities The specific responsibilities of Cabin Crew are detailed in the Cabin Crew Safety Manual. Any specific responsibilities for other crew members will be defined at the time of appointment.

1.5.4 Duties and Responsibilities of All Crew Members

  1. Wearing of Personal Protective Equipment Health and Safety Legislation, as well as BAA and HIAL Regulations require that pilots and Cabin Crew wear: a. Ear plugs or ear defenders when walking on the apron. b. Approved reflective tabards or jackets when walking on the apron.
  2. Positioning All flight operating staff programmed to position as passengers or supervisory crew are to check with Operations that a seat is available on the required flight. When travelling in uniform, positioning crews will check in as normal and will not board the aircraft until all passengers have boarded. Under no circumstances are they to pre-board and occupy seats.

  3. Flying as a Crew Member on Non-Company Aircraft No Company pilot, or cabin attendant may fly as a crew member of another Company unless he or she has obtained the written permission of the Chief Operations Officer.

  4. Uniform Pilots and Cabin Crew are required to wear the Company uniform in the proper manner at all times when on duty, including walking around terminal buildings and walking to and from car parks. Pilots are to ensure: a. Hats may be worn at the individuals discretion when either the jacket or coat is worn, except when on the apron. b. Ties are to be worn at all times in public places and in view of passengers which includes the walkaround checks, and during the boarding and disembarkation phases. c. Only Company issued jackets, coats, hats (discretionary), trousers, ties, shirts and lanyards are worn. Scarves, if worn, must be plain black or navy blue. d. Correct rank epaulettes are worn. e. Appropriate black shoes or boots are worn. Exceptions The DHC6/BN2 Fleet Technical Managers may allow variations in these requirements for pilots operating inter island services. In extreme winter conditions crew members may wear appropriate additional items of clothing, however these are not to be worn on board the aircraft or, where practical, in view of the passengers. Variations may be permitted for Cargo Operations at the discretion of the Fleet Technical Manager.

  5. Dress Standards for Ground Duties and Duty Travel Pilots and Cabin Crew are to come suitably dressed for both Ground Duties and when travelling on Duty Travel. Smart attire is the expected mode of dress. Extremes of fashion should be avoided, such as: t-shirts or vest tops, faded or ripped jeans, cargo pants, baseball caps, trainers, etc.

1.6 Pilot Flying (PF) and Pilot Monitoring (PM) Roles

1.6.1 Pilot Flying (PF)

FLT 3.7.8, 3.11.23 Responsibilities: 1. Brief the crew for the take-off (to include technical status of aircraft, normal and non normal departure and approach considerations and when applicable, flight deck jump seat occupant safety) and confirm the briefing is fully understood. 2. Taxi the aeroplane carefully at a proper speed, maintaining a careful lookout for other traffic and/or obstructions. 3. Confirm the necessary aircraft checks prior to take-off are carried out correctly. 4. Confirm the aircraft has been so cleared by Air Traffic Control before entering or crossing an active runway, where possible confirming by visual lookout that such movement is safe. 5. Amend the take-off brief, if appropriate, following receipt of the Air Traffic Control Clearance for the flight. 6. Conduct the take-off in accordance with the SOP specific to type, reacting to any emergency as appropriate. 7. When airborne, fly the aeroplane or monitor the autopilot flying the aeroplane, as appropriate, to the complete exclusion of any distraction and in accordance with the Air Traffic Clearance accepted as safe. 8. As appropriate, initiate aircraft checks; ensure such checks have been accomplished correctly. 9. As appropriate, initiate radio transmissions. 10. As appropriate, initiate the tuning of radio navigation aids and/or FMS programming, confirming the correct tuning, identification, indications and/or FMS inputs as applicable. 11. Operate the aeroplane in accordance with Standard Operating Procedures, ensuring compliance with all relevant operating limitations. 12. If the safety of the aeroplane requires a deviation from any SOP, if possible brief the crew as to the precise planned deviation prior to commencement; if it is not possible to so brief in advance, carry out the briefing as the deviation develops; in any event, ensure the safety of the aircraft is not jeopardised by any deviation from SOP.

  1. Control the flight of the aeroplane accurately and smoothly, ensuring the most comfortable possible journey for any passengers.
  2. Ensure the passengers are kept advised, as to the progress of the flight.

Note: 15. Control the progress of the flight in accordance with the flight plan, as amended, if applicable, by safe instruction and agreement of ATC, ensuring safety of navigation, with regard to geographical position and terrain clearance, at all times. 16. Prior to commencement of the descent, assess landing performance and brief the crew forthe descent, approach and landing. 17. Amend the brief, as appropriate, following receipt of an ATC clearance that differs from the procedures that were briefed initially. 18. Ensure the actual weather reports are monitored in respect of en route alternate, destination and diversion airports. 19. In the event if any emergency, receive information from the crew as to the nature of the problem and initiate the appropriate actions, in accordance with SOP and the relevant instructions specific to the aircraft type. 20. If the aircraft is in motion, either on the ground or in the air, when the duties of PF pass from one pilot to another, on assuming control, state clearly “I have control” or alternatively, respond to that statement “you have control” and relinquish control immediately. If there is surprise at the assumption of control by the other pilot (e.g. it is not expected and the reason is not apparent), assume the duties of PM and await explanation of the action; do not resist assumption of control by another pilot unless, as Commander, it is considered the safety of the aircraft is immediately threatened.

1.6.2 Pilot Monitoring (PM)

Responsibilities: 1. Understand and check as correct, PF’s briefing prior to take-off. 2. Conduct both operational and administrative radio exchanges, as appropriate and/or as requested by PF. 3. Keep a lookout at all possible times, both on the ground and in the air, to advise PF of any possibility of collision.

  1. Carry out all necessary aircraft checks, in accordance with SOPs, including procedures specific to the aircraft type, as appropriate, advising PF when such checks are complete.
  2. Tune radio navigation aids or facilitate FMS programming as requested by PF; confirming the correct tuning, identification, indications and/or FMS inputs as applicable.
  3. Monitor the flight path of the aircraft in comparison to the plan as briefed and/or amended by PF, drawing the attention of PF to any deviation.
  4. Confirm compliance of the aircraft operation with relevant SOPs, including procedures, limitations and performance specific to the type.
  5. Assist PF as requested, regarding the copying of actual weather information, preparation of in-flight passenger information, announcements on the aircraft public address (PA) system, liaison with the cabin crew, navigational information and anything else that will contribute to the safe and efficient conduct of the flight.
  6. Maintain the PLOG, copying down ATC clearances and confirming compliance by PF; comparing actual fuel consumption to the planned consumption and bringing any discrepancy to the attention of PF.
  7. Understand and check as correct PF’s briefing for the descent, approach and landing; cross-checking that the performance as assessed by PF is safe and confirming the safe navigation of the aircraft in respect of the geographical position and terrain clearance.
  8. In the event of an emergency, to advise PF of the nature of the problem and to carry out such immediate actions initiated by PF, as may comply with SOPs, including procedures relevant to the specific aircraft type; thereafter to proceed as appropriate to the specific responsibilities of the PM, as Commander or as First Officer, as applicable.
  9. If the aircraft is in motion, either on the ground or in the air, when the duties of PF are exchanged, assume control and state clearly “I have control”. If control is assumed in any circumstances that cause the other pilot to be surprised, explain the reason at the earliest safe opportunity.
  10. Above all, confirm that the aeroplane is under control and will not suffer an unplanned impact with terrain; confirm the continued safety of the aeroplane.

  11. Draw the attention of PF to any unbriefed deviation from the planned flight path.

  12. Seek and receive such information and/or explanation from PF as may be necessary to enable fulfilment of monitoring duties.

  13. If unbriefed deviation from the flight path develops and has been notified to PF, if PF does not justify the deviation by satisfactory explanation, monitor to confirm whether or not PF takes corrective action.
  14. If a deviation has been notified to PF which is neither justified nor corrected and which develops further, airmanship of a high order must be exercised, during a critical phase of flight, to ascertain precisely if and/or when it is necessary to assume control.
  15. If the safety of the aircraft is immediately threatened or if it is detected that PF has become incapacitated, assume control of the aircraft and assure its continued safety.

Part A General Chapter 2

Section 2: Operational Control

2.1 Supervision of the Operation by the Company

Operational oversight and policy decisions are conducted through regular Flight Operation Management Meetings (FOMM). It is the responsibility of the Chief Operations Officer, delegated accordingly to members of the Flight Operations or Operations department to ensure the following: a. Crew licences and qualifications are valid for the periods throughout which crew members are scheduled to fly. This is achieved using the crew management system and internal processes within Flight Operations; b. Crew members proficiency has been checked and found satisfactory at the specified intervals. This function is delegated to the Head of Training and is achieved by the training and checking programs described in OM Part D. Validity of training and checking within the specified periods is maintained by use of the crew management system and internal processes within Flight Operations; c. The requisite flight, personnel and maintenance records are being retained, analysed and stored for the statutory periods. These functions are delegated to the Chief Operations Officer, Director of HR and Director of Engineering respectively, and are monitored as part of the Company Compliance Monitoring System; d. Operations personnel are competent to perform their duties and that levels of competence are monitored. The Chief Operations Officer is responsible to ensure that all operations staff directly involved in the control of the operation demonstrate the capability of speaking and reading in the designated common language (English), are trained to an acceptable standard and that their competence is monitored on an ongoing basis. Training is carried out in accordance with the program described in the Ground Operations Manual, and continued competency assessments are carried out; Management and none-management operational control positions that require performance of functions relevant to the safety of flight are filled by personnel on the basis of knowledge, skills, training and experience appropriate for the position. e. All new destinations (including Charter Flights), overflight routes and planned alternates will be subject to a risk assessment by Flight Operations Management led by the Manager Flight Support. Further details can be found in OM PartC.

Information used for the preparation and execution of a flight
Operational Flight Plan (PLOG) e-signed by PIC and Bug Card 3months Chief Operations Officer
Aeroplane Technical Log 36months after the date of the last entry Director of Engineering
Route specific NOTAMS/AIS briefing documentation 3months Chief Operations Officer
Mass and Balance documentation 3months Chief Operations Officer
Notification of special loads including dangerous goods 3months Chief Operations Officer
Part A General
Chapter 2
Scheduled back-ups of electronic records take place in accordance with
the requirements set out in the corporate management system.The
responsibilities and specified periods for storing the following information,
records and documentation, and ensuring it is accessible to the authority
are contained in the following tables;
Table2.1(1) Information Used for the Preparation and Execution of
a Flight
(PLOG) e-signed by PIC and
Bug Card
the last entry
briefing documentation
documentation
including dangerous goods
Table2.1(2) Reports
Reports
details of any occurrence or
any event which the
commander deems
necessary to report
duty and/or reducing rest
periods
Table2.1(3) Aircrew Records
Flight Crew Records
Time
member is exercising the
privileges of the licence
Conversion training and checking 3years Chief Operations Officer
Command course (including checking) 3years Chief Operations Officer
Recurrent Training and Checking 3years Chief Operations Officer
Training and Checking to operate in either pilot’s seat 3years Chief Operations Officer
Recent Experience 15months Chief Operations Officer
Route and Aerodrome Competence 3years Chief Operations Officer
Training and Qualification for specific operations 3years Chief Operations Officer
Dangerous Goods Training 3years Chief Operations Officer
Part A General
Chapter 2
checking
checking)
Checking
operate in either pilot’s seat
Competence
specific operations
Table2.1(4) Cabin Crew Records
Cabin Crew Records
Initial training, conversion and As long as the cabin crew Chief Operating Officer
differences training (including member is employed by the
checking) Company
Recurrent training and Until 12 months after the Chief Operating Officer
refresher (including checking) cabin crew member has left
the employ of the Company
appropriate
Table2.1(5) Records of other Operations Personnel
Records of other Operations Personnel
Initial and Recurrent Training/ Last 2 training records Chief Operating Officer
Qualification records of
Operations Department staff
(including competency
evaluation)
Training/Qualification records Last 2 training records Head of Customer Services
of Customer Services staff
Management System Records
Management System Records 5years Manager Compliance and Safety Services
Part A General
Chapter 2
Table2.1(6) Compliance Systems Records
Records Safety Services
2.2 System of Promulgation of Additional,
Administration, Operational and Safety
Instructions and Information
FLT 1.4.1
Notices to Aircrew (NOTACs) are the system to be used for the
dissemination of operational and safety critical information. Responsibility
for the promulgation of Notices to Crew lies with Flight Administration
Officer.
Details of revisions which may be urgently required in the interests of flight
safety, or which are supplementary to the operations manual, are
promulgated as Notices to Aircrew. Those of a temporary nature will be
cancelled as soon as they are no longer relevant. Those of long-term
application will be incorporated into the manual when it is next amended,
or within twelve months of their effective date, whichever is the sooner.
Classes of Information to be circulated through Notices to Aircrew.
Operational Notices to Aircrew
Operational Notices to Aircrew are used to introduce new policies, rules
and procedures, and to inform crew of safety or operational issues that are
supplementary to the Operations Manual.
Examples of such instructions are:
a. Temporary Operational information.
b. Advice on the issue of amendments to the Operations Manual
including brief details of their content. In the case of the Navblue and
similar flight guide information only those amendments with a
particular reference to the Company’s operations will be reported.
c. Operational Information of general interest found in AICs, NOTAMs,
Flight Safety Reports, etc.
d. Changes to Aerodrome Operating Minima of a temporary nature.
e. Significant changes in legislation.

Part A General Chapter 2 Urgent Operations Manual Amendments NOTAC (OMA) NOTACs defining urgent changes to the Operations Manual will be produced in the format envisaged for the Operations Manual Amendment using appropriate paragraph numbers. In parallel with the production of the NOTAC (OMA), the Operations Master copy will be updated and at the subsequent planned twelve monthly amendment, the change will form part of the amendment to the relevant Operations Manual Part amendment. In tandem with the NOTAC (OMA) being issued, a Temporary Revision (TR) will be created on DocuNet in the related manual section. This is designed to ensure capture of the change by crew and is intended as a ‘belts and braces’ approach. It does not negate the need to ensure review of current NOTACS (OMA). Administration Notices to Aircrew Administration Notices bring to the attention of Flight Crew and Cabin Crew changes in administration procedures. Administration Notices have no time limit, but are to be reviewed by the Fleet Office for validity every twelve months.

2.2.1 Presentation and Promulgation

All such notices will be numbered serially from the beginning of each year. They will carry the date of issue and the period of validity of the notice. Issued with each notice will be an amended index of all notices listing those which remain current. Notices not listed should be removed. The Master list and copies of each NOTAC are held by the Flight Administration Officer. Other copies will be found in Operations. As notices are published copies will be sent to each Operations Manual holder to be retained until such time as an amendment to the Operations Manual is issued or the instruction cancelled. Aeroplane Library copies of the Operations Manual will contain Notices to Aircrew.

Part A General Chapter 2

2.2.2 Commanders Brief

General The Commanders Brief is contained in the Crew Briefing system. The Commanders Brief is to be read by the Commander at the start of every duty and its contents promulgated to all other crew members, including the Cabin Crew. The Commanders Brief contains information on the current NOTAC, Navblue and Operations Manuals status and Operational information pertinent to the conduct of flight operations. With the exception of ‘Urgent Safety Directives’, the Commanders Brief is only permitted to contain information highlighting procedures or instructions that are published elsewhere or information of a non-essential nature. Typical examples of such information are: • Navblue Flight guide Revision status • Clarification and highlighting of Operations Manual and other procedures published elsewhere • Notification of textual errors in the Operations Manual • Requests by Engineering Technical Services for feedback or information on Operational issues e.g. Engine Trend requests or additional information relating to recurring defects With the exception of ‘Urgent Safety Directives’, the Commanders Brief may not contain items such as: • Aircraft Operating procedure changes; • Information on defects that are not contained in the Aircraft Technical Log; • Instructions to crew (including cabin crew) on aircraft operating matters; • Any information or instruction that contradicts any part of the Operations Manual (including NOTACs).

Part A General Chapter 2 Urgent Safety Directives Urgent Safety Directives may only be raised by, or on the authority of, the Chief Operations Officer, the Director of Flight Operations or Head of Training. They are valid for a maximum of 14 days and are designed to inform crew of urgent safety information that impacts or affects flight safety. Urgent Safety Directives will usually be replaced by a NOTAC at the earliest opportunity. Urgent Safety Directives will be titled URGENT SAFETY DIRECTIVE. Responsibilities The responsibility for monitoring and updating the NOTAC and Navblue elements of the Commanders Brief lies with the Flight Administration Officer. The Flight Administration Officer will ensure that any expired items are removed. The following personnel are authorised to insert or amend information contained in the Commanders Brief relevant to their own area of operation: • Chief Operations Officer • Director of Flight Operations (CP) • Fleet Technical Managers (FtM) • Head of Training (HT) • Aircrew Training Coordinator (ATC) • Manager Flight Support (MFS) • Head of Ops Control (HOC) • Flight Administration Officer (FAO) • Movement Controllers (Ops) • Crew Controllers (Rost) • Line Maintenance Controllers (LMC) Each entry in the Commanders Brief contains: • The author of the entry • Date of issue • Entry content • Expiry date of the entry

Part A General Chapter 2 An example of a Commanders Brief is to be found at AppendixH.

2.3 Operational Control

The operation is controlled centrally from the Operational Control Centre located in Head Office, Glasgow. Accountabilities, authorities and responsibilities for the operational control of flights are communicated throughout the organisation by way of this manual and the roles and responsibilities described within. All operational procedures shall fully support continued compliance with the conditions and limitations specified in the AOC. The Ops Control Centre is made up of movement control, crewing, rostering and line maintenance control. It provides the airline with flight watch capability, facilitates the day-to-day flight planning function, provides operational support to crews and acts as the coordinator and communication centre between crew, agencies, contractors and internal company departments involved in any aspect of the operation. Operations control ensure that the PIC is provided with all documents, information and data necessary for the safe conduct of the flight. The Operations Control team work in accordance with the corporate Management System in order to ensure safety and security is maintained in flight operations and shall handle the supervision and control of all flights, operational control functions and other associated activities. These activities shall be conducted in compliance with the standards at Loganair and requirements of the UK CAA regulatory authority, and any other applicable authorities. The Ops Control Centre is the responsibility of the Director of Operations, delegated accordingly by the Chief Operations Officer. Movement Controllers are responsible to the Director of Operations for the following: a. Taking all necessary steps to ensure a safe and punctual operation in accordance with the Operations Manual and operating procedures, on a cost efficient basis. b. Liaising with engineering with regard to maintenance and all other departments and organisations as appropriate, to maximise aircraft availability. c. Allocating aircraft registrations taking into account maintenance requirements and crew slip patterns but giving priority to the commercial requirements.

Part A General Chapter 2 d. Ensuring all flights are crewed to statutory regulations and Company policy and to monitor operational crews flying duties to ensure the avoidance of fatigue and ensure compliance with the company FTL scheme to maintain roster stability. e. Proactively managing the flight schedule by maintaining the company flight following system, and maintaining a weather and NOTAM watch as appropriate to the operation, to minimise potential disruptions. f. Notifying all interested parties of delays and significant events. Ensure all relevant company and service providers are advised of the status of company flying programme and any actions that may be required. g. Initiating call out procedures in the event of an aircraft accident/ incident. h. Maintaining Company Manuals and flight guides etc. in Operations. i. The daily maintenance of stored flight plans to reflect any changes, cancellations or delays. Filing ATC flight plans for all aircraft movements which are not covered by stored flight plans. j. Maintaining the Movement Control Log by recording all aircraft movements and aircrew tasking. k. Maintaining the Operations Log, recording the sequence of events throughout the watch period and recording in detail any operational problems, which arise during that period. l. Maintaining the Aircrew Duty Records System on a daily basis. m. Providing ad-hoc travel, accommodation and meal arrangements for aircrew and, when travelling in support of an AOG aircraft, engineers using the meals, accommodation and transport order (MATO) system. n. Notifying the appropriate authority in the quickest manner of any accident involving an aircraft that results in fatal or serious injury to any person or substantial damage to the aircraft or property; o. Making position information of a flight in distress available to the appropriate organisations; p. Conveying, by any available means, safety-related information to the PIC that may be necessary for the safe conduct of the flight, including information related to any necessary amendments to the flight.

Part A General Chapter 2 Safety accountability, authorities and responsibilities for personnel that perform functions relevant to the operational control of flights are covered within the Management System Manual

2.3.1 Communication

Communication is pivotal for the safe and efficient execution of the operation. The primary method of crew communication with OCC is by telephone. WhatsApp may be utilised but only if OCC has initially communicated via this forum. LMC communication should always be by telephone although the use of WhatsApp to provide pictures or AVI (Video) files to aid and expedite investigation/resolution is acceptable. The following contact details should be used when it is necessary to contact the Ops Control Centre; Ops Control Centre – +44 (0)141 842 7452/+44 (0)141 842 7455 – occ@loganair.co.uk Line Maintenance Control – +44 (0)141 842 7430/+44 (0)7799 130549 – lmc@loganair.co.uk

2.3.2 VHF Comms

(This paragraph does not apply to internal flights in the Orkney Islands). The use of Company VHF communication is an important element of ensuring accurate communication throughout the operation. It is available to contact OCC in Glasgow directly, as well as certain Loganair stations on the route network. The company frequency is 130.65Mhz. It should be utilised for the transmission of non-sensitive operational information such as; • ETA; • Special requests, such as engineering assistance (limited to the brief nature of the problem i.e. an avionics issue); • Weather requests; • Other information that may impact or influence the operation, including position information, distress and emergency situations.

Part A General Chapter 2 • Individual handling agents at mainland stations will also utilise VHF communications. In addition to the above information, transmission to these agencies may include; • Fuel figures; • Special requests, such as wheelchair information or passenger information. Where neither Company frequency or a handling agent frequency is available then ATC can be utilised, at the Captains discretion, to pass operational information to the Company.

Note: discretion regarding the content and sensitivity of the information transmitted, considering at all times that the frequencies are not secure or private.

2.4 Power of the Authority

For the purpose of determining compliance with the relevant requirements of UK CAA Basic Regulation and its Implementing Rules, Loganair grants access at any time to any facility, aircraft, document, records, data, procedures or any other material relevant to its activity subject to certification (AOC), whether it is contracted or not, to any person authorised by the competent authority or to Ramp Inspectors from another EU Member State where agreed to by the competent authority (the Authority). Any person authorised by the Authority is permitted at any time to board and fly in any aeroplane operated in accordance with the Company’s AOC. Additionally this person may enter and remain on the flight deck provided that the commander may refuse access to the flight deck if, in his opinion, the safety of the aeroplane would thereby be endangered (see also Section8.3.14 Admission to Flight Deck).

Part A General Chapter 2

2.5 Births, Deaths and Missing Persons

The Civil Aviation Authority (Births, Deaths and Missing Persons) Regulations require that in the event of a birth, death or missing person occurring on board an aircraft the appropriate report is made to the authorities. Captains are to report such occurrences to the Chief Operations Officer, or his deputy, by the fastest possible means. All occurrences of illness or incident to passengers are also to be reported to the Chief Operations Officer. The forms, which must be completed, are: a. Birth – Form CA 680 b. Death – Form CA 681 c. Missing Person – Form CA 682 Copies of these forms are retained in the aircraft Documents Folder.

2.6 Assistance to Other Aircraft or Vessels in Distress

When a captain observes another aircraft or a surface craft apparently in distress he should, unless he is unable or – in the circumstances – considers it unreasonable or unnecessary: a. Keep the craft in distress in sight until such time as his presence is no longer necessary or until he is no longer able to remain in the vicinity of the distressed craft. b. If his own position is not known with certainty, take action to fix it. c. Report to ATCC as much of the following information as possible: i. Type of craft in distress, its identification and condition; ii. Its position, expressed in geographical co-ordinates or its distance and true bearing from a distinctive landmark; iii. Time of observation expressed in GMT on the 24hour system; iv. Number of persons observed; v. Whether persons have been seen to abandon the craft in distress; vi. Number of persons observed to be afloat; vii. Apparent physical condition of survivors; viii. Act as instructed by the ATCC or the Rescue Co-Ordination Centre.

Part A General Chapter 2

Note: voluntarily assisting will qualify any reports he sends to make clear their probable accuracy. d. If the Captain of the first aircraft to reach the place of the accident is unable to establish communication with ATCC he should take charge of activities of all other aircraft that arrive, until such time as by mutual arrangement, he hands over to that aircraft best able to provide communication in the prevailing circumstances. e. Whenever a distress call and/or message is intercepted on radio-telephone by a Captain of an aircraft, other than a search aircraft he should: i. Cease transmission on the frequency being used for the distress messages; ii. Plot the position of the aircraft in distress; iii. If certain that the aircraft in distress is not in his vicinity, allow a short interval of time before acknowledging receipt of the message to permit stations nearer to the aircraft in distress to answer and acknowledge receipt without interference. If no one else acknowledges the message he should do so and pass the distress message on immediately to the nearest ground station; iv. At his discretion, while awaiting instructions, proceed to the position given in the distress signals. Act as relay, if the aircraft in distress cannot communicate efficiently with the ATCC, passing messages from one to the other; v. On rare occasions when neither the distressed aircraft nor the ground station can impose radio silence on stations whose transmissions are hindering rescue operations impose radio silence by transmitting the following “ALL STATIONS STOP TRANSMITTING – AIRCRAFT IN DISTRESS GO AHEAD”; vi. Action as instructed by the ATCC or RCC; vii. The following procedure should be adopted to guide surface aircraft to the scene of a ditching if it is not possible to communicate with them by radio: 1. Circle the vessel at least once; 2. Fly low across the bow of the vessel opening and closing the throttle or altering pitch and head in the direction of the distress incident.

Part A General Chapter 2

Note: signalling procedures include: • The hoisting of the “Code Pennant” (vertical red and white stripes) close up (meaning understood). • The flashing of a succession of “Ts” by signal lamp in the Morse code. • Altering Course. For indicating inability to comply: The hoisting of the international flag “N” (a blue and white chequered square) or the flashing of a succession of “Ns” in the Morse code. f. If the assistance of the surface craft is no longer required, the aircraft should indicate this by crossing its wake close astern at a low altitude, opening and closing the throttles or changing pitch.

Part A General Chapter 3 3 Management System

Section 3: Management System / Safety

3.1 Management System Introduction

FLT 1.1.1 In Loganair the management of safety and security outcomes is a core activity, fundamental to the business of the airline and one in which all staff play a vital part. The Management System brings together a number of safety and security activities into an organised structure allowing the management of safety and security outcomes. Key parts of this structure are the Safety Management System and Compliance Monitoring, along with well defined duties and responsibilities on the means for managing and communicating safety matters and training staff to contribute effectively to maintaining and improving the safety of our operations. The Management System also ensures that all of this is documented, recorded and regularly reviewed for effectiveness and ensures that where operational activities are contracted to third parties, they contribute also to the overall safety of the Company's operation. The Safety Management System (SMS) part of the overall system enables the Company to identify hazards and risks to its operation, evaluate those risks and find appropriate ways to reduce them in a systematic way so that all the company's operations can be carried out in the safest possible manner with all the associated risks being As Low As Reasonably Practical (ALARP). Whenever the company has to make changes of any sort to its operation, this will potentially introduce new risks. Management of change is therefore an important part of the Safety Management System. Compliance Monitoring is another part of ensuring safety and is the means by which the Company assures itself and the relevant authorities who oversee the regulation of our operation that the Company is complying with the standards it sets itself as well as with the regulations and requirements that it has to fulfil. This OMA is a referenced publication within the Management System Manual (MSM). The MSM and any referenced publications define the working systems and procedures for Loganair Ltd.

Part A General Chapter 3 All company employees shall use and refer to the MSM for guidance to ensure that all processes involving any aspect of the management system are planned and executed in accordance with its policies and requirements and the standard of Loganair. The latest MSM can be found in the Loganair SharePoint site https://loganairuk.sharepoint.com. To underline the fundamental importance of the Company's commitment to safety at the highest level, a Safety Policy, signed by the CEO is incorporated in the Management System Manual and is reproduced below.

Part A General Chapter 3

3.2 Loganair Safety, Security, Compliance and Quality

Policy OOur 2024 Safety, Security, Compliance and Quality Plan Our customers can and should take safety for granted, yet keeping our operation safe and secure requires a daily effort by each and every member of the Loganair team. It’s the most important part of everyone’s job. This plan and policies set out how we manage safety, security and compliance in Loganair; the key aspects of what we expect from you; and what you can in turn expect from us. Our commitments are to be: (cid:52) Safe (cid:52) Secure (cid:52) Compliant with all regulatory requirements (cid:52) Continuously improving in everything we do We’ll provide you with safety and security information, appropriate training and proficiency checking to enable you to fulfil your task competently and capably, and we’ll only assign roles and responsibilities to you for which you have been trained. We’ll also make sure that all areas of Loganair’s operation are appropriately resourced to meet the objectives of this policy. Secondly, it’s essential that you work within the standards and procedures and comply with all laws and regulations which apply to your role. You’re very much encouraged to use your initiative at work, yet should operate within the framework of the training, procedures, laws and regulations which apply to our business as a whole. Thirdly, the way in which we work together as a team, supporting each other and looking out for each other, is crucial. We provide extensive training on human factors and non-technical skills, helping us to work as a single, co-ordinated team and working to develop the awareness and understanding to reduce the possibility of human error. (cid:52) Safety Reporting Timely reporting is critical to our safety – we can only take preventative action if we know about events, incidents and near-misses. It’s vital that you use our Safety Reporting Systems at the earliest practical opportunity to report a safety event, an incident or something which could have led to one. This isn’t just about aircraft operations: the reporting principles apply to every aspect of our business ranging from our hangar and office workplaces to our training programmes and procedures. Safety, and safety reporting, is everyone’s responsibility. Please don’t take it for granted that a colleague will report something you’ve both seen or experienced. We’d far rather receive two safety reports about the same issue than none at all. (cid:52) Our Just Culture Loganair has an open “Just Culture” reporting policy. This means we promise that if you raise any safety or security concern through our Safety Reporting System, you will not be subject to any form of action or exclusion in the workplace for doing so. It’s designed to make sure that everyone has confidence to report, in good faith, anything and everything that’s relevant to our efforts to make sure Loganair, our team members and our customers remain just as safe and secure as we can practically be. To be clear, the Just Culture will not and cannot extend to cases where any of our team is found to have deliberately or wilfully disregarded our procedures, regulations or training. It would put all of us at risk to tolerate or excuse reckless or irresponsible behaviour or actions, even where a safety report is filed after the event. Such instances are very rare, yet it’s a sensible and logical part of our Just Culture policy. (cid:52) Health and Safety at work Excellent standards of health and safety are essential for the well-being of our customers, staff, contractors, our reputation and business performance. We work hard to make sure that every Loganair workplace remains accident-free. You must report any event or hazard that may have caused, or could cause, harm to any person or the environment, damage to property, or adversely affect Loganair’s reputation. (cid:52) How we manage safety in Loganair Our safety performance and actions are reviewed every month via the Operations Safety Action Group (OSAG) covering flight, cabin and ground matters; and the separate Engineering Safety Action Group (ESAG). The SAGs can determine actions to be taken to respond to safety reports, and review issues and trends. Revision 1 – April 2023. Document controller : J Hinkles

Part A General Chapter 3 The Safety Review Board, chaired by the Accountable Manager, is held quarterly. It reviews the operation and conduct of our Safety systems; matters escalated from the SAGs; our Flight Data Monitoring programme and external events. Where appropriate, we’ll also share learnings and de-identified safety information with other operators. We must also learn from issues which other operators have encountered, and take feedback from outside Loganair on good ideas and emerging best practice on how to continually improve safety and security. The SAGs and SRB will consider events and learnings from other airlines, AAIB and CAA and feedback from third parties to enhance our situational awareness and help us understand risks and potential improvements that may be relevant to what we do. We have an Emergency Response Plan (ERP) which enables us to transition between day-to-day normal operations and management of emergency situations, and this is regularly reviewed and tested in exercises. (cid:52)(cid:52) Safety Improvement Mandates We have a programme of Safety Improvement Mandates within Loganair to ensure that actions taken in response to safety reports and investigations are assigned to a specific member of the team for implementation and can be clearly tracked. This includes follow-up reviews through Compliance audits where appropriate to ensure that the Safety Improvement Mandate has been implemented and is effective. (cid:52) Feedback to safety reports We will provide feedback for every safety report we receive. This can range from acknowledging receipt of your report and confirming that we’ll continue to monitor a particular issue or situation, to more in-depth feedback where your report relates to an issue or occurrence into which a fuller investigation is deemed appropriate. We publish a monthly Safety Newsletter throughout Loganair; we also publish de-identified details of all safety reports with the exception of fatigue reports and others where the reporter has asked for confidentiality. (cid:52) Confidentiality You can file any safety report in absolute confidence, and your details as the reporter will never be disclosed by our Safety team. There are also legal protections in place through our mandatory reporting to the CAA to ensure that your safety reports can never be placed in the public domain nor made available to the press and media. (cid:52) How we manage compliance in Loganair Compliance with all applicable regulatory requirements and standards is everyone’s responsibility. Our Compliance Monitoring team conduct regular audits across our operation and report to the Accountable Managers. For the audit programme to be effective, timely action and closure of audit findings is essential; this is a key part of the postholders’ and management team’s roles. This also includes a review of all findings to understand how they arose; and what we can do better in future to make sure that we maintain the highest practicable standards at all times and continuously improve. (cid:52) Access to our operation It is a regulatory requirement that we provide access to our operation and our aircraft to accredited inspectors or auditors from the Civil Aviation Authority and, when operating overseas, to accredited inspectors of overseas CAA equivalents. Loganair will also co-operate with requests for access from quality, safety and security auditors working on behalf of our customers, our partner airlines or other appropriate bodies. We maintain an open and transparent relationship with our regulator and third party auditors; they should be able to review our operation at any time, with or without notice, and be assured of finding the same high standards in evidence throughout. (cid:52) Flight Data Monitoring (FDM) It’s Loganair policy to equip our aircraft with Quick Access Recorders to be part of our FDM programme, even though the regulatory requirements only apply to much larger aircraft. FDM allows us to monitor the safe operation of our aircraft; quickly identify trends that need our action and intervention; and help us to continually improve our training programmes on the basis of what we learn from the FDM data. (cid:52) A few things to remember (cid:120) Bad news doesn’t get better with age – please raise awareness of issues or potential problems as soon as you can. (cid:120) You must consider whether any course of action is safe; and whether it is legal. Though something may be legal, it doesn’t automatically follow that it’s also safe, and vice versa – so always satisfy yourself on both points. (cid:120) Almost every decision you take will affect other people – colleagues, customers, ground staff and many more – so please take their views and wishes into account. Revision 1 – April 2023. Document controller : J Hinkles

Part A General Chapter 3 (cid:120) It takes a concerted team effort toensure that our operation is safe and secure– so alwayswork as one team, and remember that safety is a key part of everyone’s job. (cid:52)(cid:52)Revieww timelines We will review this policy at least once every 12 months to ensure that it remains appropriate to our business, relevantand fit for purpose. We request and require full co-operation from every member of the Loganair team with the policies and principles outlined in this plan, and with our efforts to make sure that our operation, our workplaces and all of us remain as safe as we can possibly be. Lukee Farajallahh (cid:69)(cid:258)(cid:410)(cid:258)(cid:367)(cid:349)(cid:286)(cid:286)(cid:3)(cid:17)(cid:437)(cid:400)(cid:346) Davee Exonn Chief ExecutiveOfficer Chief OperationsOfficer Chief Technical Officer Accountable Manager– AOC& Part M Accountable Manager – Part 145 & 147 Revision 1 – April 2023. Document controller : J Hinkles

Part A General Chapter 3

3.3 Safety Management System

The Safety Management System is the arm of the corporate Management System that encompasses Hazard reporting and the evaluation and management of the associated risks. Within the Flight Operations organisation, there is a hazard identification programme that also covers operations control. This program focusses on hazards to aircraft operations with operational control elements covering activity such as aircraft tracking, alternate airport selection and fuel planning. The programme includes a combination of reactive and proactive methods of hazard identification.

3.3.1 Safety Reporting

FLT 1.12.1, 1.12.2, 1.12.3, 1.12.4 To ensure an effective safety culture, everyone in the airline should conduct and observe their work with a focus on the safety of the operation. Logan Air endeavours to encourage and facilitate reporting – this could include events, hazards and/or concerns associated with human performance. The system helps to identify hazards in flight operations, and across the business, utilising a combination of reactive and proactive methods. Hazards will always be analysed to determine the corresponding safety risks to aircraft operations. Confidential reporting is also available in accordance with the Management System Manual Section 4.4.3.2. Whilst complying with all aspects of their operational responsibility, the reporting of safety related incidents and hazards by staff in all operational areas, whether reactively after an occurrence or proactively, when experience and/or common sense indicates that a potential hazard exists, is the primary and the most important action that can be taken to improve safety. These reports are the ‘oxygen’ of a safe airline and form the core safety data for helping to improve safety as well as providing key information by which the airline’s safety can be assessed. Proactive reporting. Sometimes events or observations that appear to be unimportant in themselves form part of a trend that may become a significant hazard. To capture these trends early enough to ensure the safety of the operation, the airline relies on staff taking the time to report all their safety concerns, together with a brief description of the potential hazards.

Part A General Chapter 3 Q-Pulse. Loganair’s main tool for capturing safety information, including air safety reports, ground and engineering safety reports, fatigue monitoring, threat reports and operational health and safety reports is Q-Pulse. Q-Pulse is an on-line, web based reporting tool which can be accessed through desktop computers in the crew rooms or on the Q-Pulse App on crew EFB's. By personal log in. Full details of the Q-Pulse system can be found on the Loganair document server under the Flight Safety Department. Key aspects of the system include the ability for all staff members having full visibility of all their reports to monitor action taken/feedback. Q-Pulse has the ability to link reports relating to the same incident. It also has a sophisticated analysis system. Reports are acknowledged and feedback is given at the end of the investigation and risk assessment process. Reporters can always view the progress of their reports by logging in to Q-Pulse.

3.3.2 Investigation, Risk Assessment and Mitigation

FLT 1.12.2 Every Q-Pulse report is reviewed. After initial checks for clarity and urgency, reports are passed to the relevant investigator, who has been appropriately trained and approved, for investigation and risk assessment. The aim is to learn from experience with the intent of either eliminating the risk associated with a report altogether, or, more commonly, ensuring that the airline has a complete understanding what has or might occur and why and reducing the associated risk. It is often not possible to eliminate risk entirely. Instead, the aim is to put in place new controls or manage existing controls to minimise the impact if hazards re-occur, i.e. to keep risk levels as low as reasonably practical (ALARP). Investigation and risk assessment: • The investigator shares report with relevant personnel and may ask the reporter questions to gain insight and further information. • The safety risks are assessed to determine the requirement for risk mitigation actions. • The investigator uses feedback, experience, information and risk assessment tools to evaluate risk. • The investigator makes recommendations, based on the assessed risk level.

Part A General Chapter 3 Risk mitigation: • Reports and recommendations are reviewed by other safety personnel. • When required, agreed risk mitigation actions/recommendations are actioned, risk controls, such as changes in procedures, working practices or equipment, are put in place as required.

3.3.3 Safety Performance Monitoring

FLT 1.10.3 It is important for the airline to set itself realistic but challenging safety targets and objectives to enable it to improve its safety levels and to ensure its safety policy is being implemented fully. Senior managers in the various operational areas of the company use safety reports and the associated risk assessments and actions to look at trends and set targets and safety performance standards. These standards also include those involving compliance with the regulatory and company requirements. Flight Operations utilises a local procedure through the safety department to set its safety performance indicator and any safety performance targets to help monitor overall safety performance, as well as monitor the achievement of safety objectives and the effectiveness of safety risk controls. Reporting trends and compliance status are regularly reviewed to ensure safety objectives are being met and that any significant issues arising from flight operations quality assurance and risk management are subjected to a management review. The company also undertakes the following Safety Management processes: • Reviews of trends in safety reporting when new or changed procedures, equipment or company structures are introduced. • Safety audits which look at the overall management system to test its effectiveness and the functioning of risk controls. • Safety surveys which look at specific areas of the operation to discover particular problems or communications difficulties for operational personnel which affect overall safety. • Studies which make extensive analysis safety data associated with areas of safety concern such as airframe damage, dangerous goods or weather-related incidents. These processes are managed by the Head of Safety under the oversight of the Safety Action Group and Flight Safety Review Board as appropriate. Flight Operations SPI’s (safety performance indicators) will

Part A General Chapter 3 be set annually using data from previous year and review of proposed operations. They are reviewed locally through the FOMM. Escalation and oversight is managed through OSAG/SRB.

3.3.4 Management of Change

Introductions of new routes or aircraft, significant changes in processes and procedures or changes in company organisation are all examples of changes which have a potential impact on safety. The company manages these matters through a documented Management Of Change (MOC) process which also uses hazard identification, risk assessment and risk mitigation detailed in the MSM manual.

3.3.5 Continuous Improvement

As well as setting and reviewing safety targets and objectives, the airline works to improve its safety performance by: • Regularly evaluating performance of personnel directly involved in the management of safety; • Evaluating risk assessments against external and internal data from similar operations; • Evaluating its facilities, equipment, documentation, processes and procedures.

3.3.6 Safety Communication

FLT 1.4.1 Safety communication is delivered within flight operations to ensure safety critical information is conveyed. This is delivered via means as described below and shall ensure personnel maintain an awareness of the SMS. Where applicable, external service providers shall also be provided with information relevant to operations conducted. In addition to giving feedback on individual reports, Loganair regularly publishes safety critical information including report summaries, trends and areas of safety focus in the monthly Flight Safety Newsletter. This also includes an OFDM report, Air Traffic information and a monthly safety topic for crew. There are also safety updates produced by Engineering and the Ops Control departments. Also listed on the Loganair sharepoint server, https:// loganairuk.sharepoint.com under the Flight Safety department you will find: SAG and SRB minutes; a list of de-personalized ASRs and the NATS Quarterly statistics.

Part A General Chapter 3

3.4 Safety Training

FLT 1.4.1 All Company personnel attend both internal and external Safety training to help them to be effective participants in the Safety Management System.

3.5 Compliance Monitoring

FLT 1.10.1, 1.10.4 Loganair is required under UK CAA Ops to monitor its compliance with the legal requirements that govern its operational privileges. It also sets its own operational requirements, such as those required to fulfill particular contractual arrangements or safety objectives. To ensure this compliance, the airline undertakes a systematic and documented audit process as documented in the Management System Manual Section 5.1.3. Staff can expect auditors to observe the airline’s operations at any time. Audits are always depersonalized and are intended to examine the functioning of the airline’s processes and procedures and compliance with requirements. They do not record the actions of individually identified staff. Staff are asked to make every effort to assist in this valuable and legally required task and are encouraged to share insights and concerns with the company’s auditors during audits. Should the flight operations department need to address findings resulting from audits conducted under the quality assurance program, the process shall be followed in order to identify root cause(s) as well as develop and implement the appropriate corrective action plan. Full details of the Compliance Monitoring System can be found in the MSM Section5, on the Loganair sharepoint server https:// loganairuk.sharepoint.com.

3.6 Outsourced Operations and Products

FLT 1.11.1A All external service providers that conduct outsourced flight operations functions (when applicable), are subjected to a service provider selection process that is relevant to flight operations. This covers relevant established safety and security selection criteria that potential providers are then evaluated against prior to selection. On-going, flight operations shall ensure that a contract/agreement is in place which details specific documented requirements that the service provider shall be monitored against. This is to ensure that requirements

Part A General Chapter 3 that could affect the safety or security of flight operations are being fulfilled by the service provider are monitored in accordance with the requirements of the Management System Manual Section 5.1.3 and the local procedure in cabin Operations.

Part A General Chapter 3

Part A General Chapter 4 4 Crew Composition

Section 4: Flight Operations

4.1 General

FLT 3.3.1, 3.4.2, 3.4.6 Requirements for Crew Composition The following factors shall be taken into account in deciding the crew composition for every flight: 1. The minimum cabin and flight crew certified for the type of aircraft being used. The minimum flight crew to be carried shall never be less than is stipulated in the aeroplane’s Certificate of Airworthiness, the Aeroplane Flight Manual, and Company Operations Manual; the appropriate cabin crew complement shall be carried in any aeroplane with a maximum approved passenger seating capacity of more than 19, whenever one or more passengers are being carried; 2. Any restrictions imposed on the flight crew by medical certification or license; 3. The area and type of operation being undertaken for which the crew must hold the required qualifications; 4. The phase of the flight; 5. The flight duty period planned; 6. The experience (total and on type), recency and qualification of the crew members as laid down in Chapter5 of this manual; 7. The designation of the pilot-in-command/commander; 8. The designation of the senior cabin crew member; 9. Additional flight crew must be carried when required by the type of operation: When additional crew members are carried over and above the minimum required, they must be trained and proficient to perform their assigned duties; 10. All flight crew members must hold an applicable and valid licence and ratings, issued or accepted in accordance with UK CAA Aircrew Regulation, as amended and must be suitably qualified to conduct their assigned duties. 11. Flight and duty time limitations.

Part A General Chapter 4 Determination and Control of Crew Composition For each flight operated by the Company a crew is composed by the crewing and rostering department. The crewing and rostering department uses the NOC system to determine the composition of crews. The NOC database holds details of all crew qualifications, recency and restrictions and is programmed to ensure that each composed crew meets the requirements of this section. The NOC system has built in violation checks and notifications to ensure the requirements and restrictions for crew composition are met. All crew duty and flight times are recorded automatically in the NOC system and the training and qualifications area of the NOC database is updated and checked by the Aircrew Training Coordinator. The NOC system violations checks and notifications ensure that the requirements of this section and for Flight and Duty times Limitations laid down in Chapter7 of this manual are met. Chain of Command FLT 1.3.8 The normal chain of command on any Loganair aircraft is: a. Commander, b. Co-pilot (Captain or First Officer), c. Cabin Crew in order of seniority.

4.1.1 IFR Operations

FLT 3.3.2 Two-pilot Crew For IFR or night Operations, a two-pilot crew is to be carried on the following types and classes of aeroplanes: a. All turbo-jet aeroplanes; b. All turbo-propeller aeroplanes with a maximum approved passenger seating configuration of more than nine; c. All other aeroplanes not covered by sub-paras (a) and (b) above, unless the provisions of Single pilot crew requirements below apply. Pilot Experience Levels

Categories Minimum Experience Level
Captains
Cat 1 Training Captain
Part A General
Chapter 4
To ensure compliance with any restrictions that may be imposed in
respect of crew composition or aircraft handling all Loganair pilots are
categorised. Categorisation is used to indicate the level of experience or
ability of each pilot.
Inexperienced Flight Crew Members
Inexperienced flight crew members, defined below, must not be crewed
together (see note).
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 10 sectors within a consolidation period of 120
consecutive days; or
b. 150flying hours and 20 sectors (no time limit).
Note: The above restrictions may be alleviated, after consultation with
the Authority, when:
i. A new aeroplane is being introduced; or
ii. Flight crew members have previously completed a type
conversion course with the Company; or
iii. The aeroplane has a MTOM below 10,000kg or a Maximum
Approved Passenger Seating Configuration of less than 20.
Categorisation of Pilots
The use of categorisation is designed to ensure that inexperienced
errors of an inexperienced First Officer (i.e. No inexperienced First Officer
or Senior First Officer with less than 100 hours on line on type may be
rostered to fly with any Captain who has less than 100 hours on line on
type as Pilot-in-Command).
The crew rostering system automatically determines when the 100 hour
requirement has been met through the Duty Records System.
Categories Minimum Experience Level
Cat 2 2 successful OPCs as Pilot in Command (approx. 1year on line)
Cat 3 New Captain to type (less than 1 year on line)
First Officers
Senior First Officer (SFO) Completion of SFO course. LTC to confirm crosswind limit
Cat A First Officer with more than 6 months on line on type
Cat B First Officer with less than 6 months on line on type
Part A General
Chapter 4
(approx. 1year on line)
line)
crosswind limit
on type
on type
dependent on both the Category of the First Officer and the Category of
the Commander.
Re-categorisation will be in accordance with Operations Manual Part D,
Loganair/TRG/76.
Delegation of Aircraft Handling Duties
Aircraft Commanders may, at their discretion, delegate a take-off or
landing to a First Officer unless restricted according to the applicable table
located on Loganair form TRG/76a or 76b, a copy of which is required to
be held by all Loganair pilots (see Operations Manual Part D – AppendixA
for example). This includes a restriction to complete take-offs and
landings in Sumburgh (LSI).
Where no categorisation restriction applies, the Commander should use
their judgement, taking into account such considerations as weather
conditions, aerodrome minima, performance, aerodrome category,
aircraft serviceability, terrain and runway state, before delegating a
take-off or landing to a First Officer.
Single-pilot Crew

Part A General Chapter 4 A single-pilot crew may only be employed on IFR or night operations in aeroplanes covered by Two-pilot Crew (c), above provided that: a. The pilot has been specifically trained in the single-crew role and in accordance with ORO.FC.202. (single pilot operations under IFR or at night), as described in the Operations Manual Part D Section2.2.15 and with particular reference to cockpit management; b. All current proficiency checks have been conducted in the single-pilot role on the subject aeroplane type; c. The pilot must be suitably qualified (see Part A paragraph 5.1); d. Aircraft equipment includes a serviceable, certificated autopilot with at least altitude hold and heading mode; a headset and boom microphone with control column transmit button, and a conveniently placed, illuminated chart holder.

4.1.2 VFR Operations

A Commercial Pilot Licence (CPL) holder may not operate as a commander of an aeroplane, certificated in the AFM for single pilot operations, outside a radius of 50nm from an aerodrome of departure unless he has a minimum of 500hours total flight time on aeroplanes or holds a valid Instrument Rating.

4.1.3 Cabin Crew

If, for any reason, the Company wishes to allocate cabin crew members, or additional cabin crew members, to a flight where they are not specifically required then they are to be properly trained, and have passed the requisite proficiency checks in the knowledge and completion of their duties. On aeroplanes where the maximum operational passenger seating configuration is more than 19, and when one or more passengers are carried, cabin crew are required. The minimum number of cabin crew is to be the greater of: a. One cabin crew member for every 50, or fraction of 50, passenger seats installed on the same deck of the aeroplane; or

Part A General Chapter 4 b. The number of cabin crew who actively participated in the aeroplane cabin during the relevant emergency evacuation demonstration, or who were assumed to have taken part in the relevant analysis, except if the maximum approved passenger seating configuration is less than the number evacuated during the demonstration by at least 50 seats, or by a multiple of 50, the number of cabin crew may be reduced by 1 per 50 seats that the maximum approved passenger seating configuration is less than the certificated maximum capacity. Under exceptional circumstances the Authority may require the carriage of additional cabin crew members. In unforeseen circumstances the required minimum number of cabin crew may be reduced provided that: a. The number of passengers has been reduced in accordance with the procedures specified in the Cabin Crew Safety Manual; and b. A report is submitted to the Director of Flight Operations for onward transmission to the Authority after completion of the flight. A Senior Cabin Crew Member (SCCM) must be nominated whenever more than one cabin crew member is assigned.

Note: EMB 145/135 aircraft for all Commercial Air Transport flights. ATR 72 requires two Cabin Crew members. Full details of the requirements concerning cabin crew are contained in the Cabin Safety Training and Procedures Manual.

4.2 Designation of Aeroplane Commander

One pilot qualified to act as a pilot–in–command must be designated as the aeroplane commander for a particular flight or series of flights. The pilot designated as commander must have the experience levels required by the Operations Manual Part A Chapter5 and have the knowledge of route or area to be flown, as well as aerodromes, facilities and procedures to be used as specified in the Operations Manual Part C. The published roster specifies Captain or First Officer. Where two captains are rostered together the captain rostered to act as First Officer will have the duty annotated “L” indicating lower status for that flight.

Part A General Chapter 4

4.3 Flight Crew Incapacitation

Assuming that two pilots are carried, the recovery from a detected incapacitation of the handling pilot shall follow the sequence below: a. The fit pilot must assume control and return the aeroplane to a safe flight path. b. The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot cannot interfere with the handling of the aeroplane. These steps may include involving cabin crew and passengers to restrain the incapacitated pilot. c. The fit pilot must land the aeroplane as soon as practicable to ensure safety of the occupants. The “Two Communications” rule of thumb should be invoked to assist in detecting incapacitation. This states that a flight crew member should suspect the onset of incapacitation any time when a pilot does not respond appropriately to a second verbal communication associated with a significant deviation from a standard operating procedure of profile. For further information see PartA Section8.3.15.

4.4 Operations on More than One Type or Variant

For the purposes of both flight and cabin crew scheduling, the following Loganair aircraft are considered as individual types: • ATR 42/72, • DHC6 Twin Otter (-300 and -400 variants), • BN2 Islander, • EMB 135/145. When a flight crew member operates multi-pilot aeroplanes: a. The flight crew member shall not operate more than two aeroplane types or variants for which a separate type rating is required. b. Before exercising the privileges of two licence endorsements: 1. Flight crew members must have completed two consecutive OPCs and must have 500hours, in the relevant crew position, with the Company. 2. In the case of the pilot having experience with the Company and exercising the privileges of two licence endorsements and then being promoted to command within the Company on

Part A General Chapter 4 those types, the required minimum experience as commander is 6months and 300hours, and the pilot must have completed two OPCs before again being eligible to exercise the privileges of two licence endorsements. c. A minimum of three months and 150hours experience within the first type rating shall be achieved before the flight crew member commences the conversion course for the second type rating. d. 100 sectors or 50hours flying shall then be achieved exclusively on aeroplanes of the second type rating. e. The flight crew member will then undertake an emergency and systems re-familiarisation followed by a short re-familiarisation flight with a Training Captain on the first type before commencement of operations on that type. f. Multi-type operations will be restricted by rostering such that in any one duty period only aeroplanes within one type rating shall be flown. g. The rostering restriction outlined in Para f. above may be varied for DHC6/BN2 dual rated pilots in exceptional circumstances when specifically authorised by the Director of Flight Operations. In the case of all other aeroplanes, a flight crew member shall not operate more than: i. Three piston engine aeroplane types or variants; or ii. Three turbo-prop aeroplane types or variants; or iii. One turbo-prop or turbojet aeroplane and one piston engine aeroplane type or variant. In the case of a combination of SPA and MPA then paragraphs a to e above shall apply. If a flight crew member operates more than one type or variant, which are not within the same type or class rating, the following provisions shall be satisfied: a. The recent experience requirements given in paragraph 5.2.2 are satisfied and confirmed prior to commercial transport operations on any type. b. The minimum number of one flight per twenty eight days on each type. c. The requirements of Chapter8 paragraphs 8.5.1 to 8.5.7, recurrent checking, are maintained for each type.

Part A General Chapter 4

4.5 Self-employed, Freelance or Part-time Pilots

The Company must ensure that when engaging the services of flight crew members who are self-employed and/or are working on a freelance or part-time basis, the requirements of the Company Flight Time Limitations Scheme, as set out in Part A Chapter7 of the Operations Manual, are complied with. Similarly particular attention must be paid to ensure that the instructions in 4.4 concerning the total number of aeroplane types or variants that a flight crew member may fly for the purposes of Commercial Transport are not contravened.

Part A General Chapter 4

Part A General Chapter 5 5 Qualification Requirements

Section 5: Crew Qualifications & Recency

5.1 General Requirements

The following qualification and recency requirements and validity periods are applicable to all Company Flight and Cabin crew members, and other operations personnel. It is the responsibility of the individuals to ensure that the following requirements are met. All training and checking shall be carried out in accordance with the Operations Manual Part D.

5.1.1 Licence and Medical Requirements

FLT 3.3.4, 3.3.5, 3.12.1 Licence All Flight Crew shall be in possession of a valid licence appropriate to the type of aircraft flown and designation held, as listed in Section5.2.1. All Flight Crew licences must be signed by the holder, and contain valid endorsements, ratings and qualifications for the aeroplane types that the Company requires them to operate. All Flight Crew licences must be administered by the UK CAA within 12 months of employment. All Flight Crew shall hold a valid English language proficiency endorsement. Loganair Flight Crew shall achieve English Language Proficiency level 6 within 6 months of commencing employment, if not already endorsed as such on the holders licence. This requirement may be varied by the Director of Flight Operations but the minimum acceptable level for Company pilots with this variation should be considered as Level 5. Medical All Flight crew members shall hold a current valid Class 1 medical certificate in accordance with CAA requirements, not valid for more than 12 months. NOTE unless renewed early and preserving original expiry date. Any flight crew with an endorsement on their medical certificate for the requirement to wear corrective lenses are to ensure that a spare pair is available to them whilst on flying duty.

Part A General Chapter 5 Operational Multi-Crew Limitations (OML) When the holder of a CPL, ATPL or MPL does not fully meet the requirements for a Class 1 medical certificate and has been referred to the licensing authority, it shall be assessed whether the medical certificate may be issued with an OML ‘valid only as or with qualified co-pilot’. This assessment shall be performed by the licensing authority. The holder of a medical certificate with an OML shall only operate an aircraft in multi-pilot operations when the other pilot is fully qualified on the relevant type of aircraft, is not subject to an OML and has not attained the age of 60 years. The OML for Class 1 medical certificates may only be imposed and removed by the licensing authority. Curtailment of Privileges Licence holders aged 60 years or more in Commercial Air Transport: 1. Age 60–64 The holder of a pilot licence who has attained the age of 60 years shall not act as a pilot of an aircraft engaged in commercial air transport operations except as a member of a multi-pilot crew. 2. Age 65 The holder of a pilot licence who has attained the age of 65 years shall not act as a pilot of an aircraft engaged in commercial air transport. Recurrent and Checking Requirements All Flight Crew members shall, for the aeroplane types they operate, have a valid: 1. Licence Proficiency Check (LPC); 2. Operators Proficiency Check (OPC); 3. Line Check, except when completing training under the command of a training Captain. All Flight and Cabin crew members shall undergo recurrent training and checking where appropriate, in accordance with Operations Manual Part D, in the following: 1. Emergency and Safety equipment;

Specific Approvals Specification Remarks
Low Visibility Operations
Approach and Landing CATII: RVR 300m/DH 100ft Embraer 135/145 ATR42/72
Take-off RVR 125m Embraer 135/145 ATR42/72
Part A General
Chapter 5
2. Security conducted in accordance with Regulation (EC) and NASP;
3. Ground and refresher training;
4. Dangerous Goods,
5. CRM, including Fatigue management training.
Route and Aerodrome Knowledge
Company aircraft commanders are required to be certified as to their
knowledge of the routes and aerodromes to or over which they may be
required to operate. The Aerodrome Categorisation Procedure, including
Commanders Aerodrome and Route Certification is contained in
Operations Manual Part C, Section 16.
Recording and Monitoring of Expiries and Recency
The Company will monitor all licence, medical, qualification and recency
requirements and ensure that individuals are only rostered to fly when
these are valid.
Flight and cabin crew are responsible for ensuring that the Company is
informed of the latest information pertinent to the individual, such as
renewal/expiry dates, and that they only operate when:
1. All relevant checks are current and valid;
2. Medical certificate is valid; and
3. Certificates and licences are valid and signed as required.
Low Vis Ops
Operations;
100ft ATR42/72
ATR42/72

Part A General Chapter 5 Prior to conducting LVO (LVTO or CATII Operations) both Flight Crew members shall be suitably qualified in accordance with Operations Manual Part D, Chapter2. Recurrent training and checking of LVO qualifications is by appropriate simulator training and checking in accordance with Operations Manual Part D, Chapter2. CATII Operations Before commencing CATII operations, the flight crew member must have completed: 1. The flight simulator and/or flight training prescribed in Operations Manual Part D, sections 2.2.12.2 and 2.5.9. and Loganair/TRG/63. In addition to the above, before commencing CATII operations, the commander must: 1. During line flying under supervision for CATII operations, conduct a minimum of three manual landings from autopilot disconnect at CATII minima; 2. Have completed a minimum of 50 hours and 20 sectors on type (which may include Line flying under supervision/line training); 3. Add 100 metres to the applicable CATII RVR minima until the flight crew member has achieved 100 hours or 40 sectors on type (which may include line flying under supervision/line training). LVTO Before commencing LVTO operations, the flight crew member must have completed; 1. The flight simulator training prescribed in Operations Manual Part D, Section2.2.13.

Specific Approvals Specification Remarks
Navigation Specifications for PBN Operations BRNAV De Havilland DHC6
Part A General
Chapter 5
Steep Approaches
Loganair holds specific approval for the following:
BN2 RNP 1 1. RNAV based SIDs/STARS.
RNP APCH 2. LPV Approaches may be flown.
DH6 – 300 RNAV 5 1. RNAV based SIDs/STARS.
RNP 1 2. LPV Approaches may be flown.
RNP APCH
DH6 – 400 RNAV 5 1. RNAV based SIDs/STARS.
RNP 1 2. GNSS Approaches (LNAV only) may be flown.
RNP APCH 3. LPV Approaches.
Embraer 135/ RNAV 1 1. RNAV based SIDs/STARS.
145 RNAV 5 2. GNSS Approaches (LNAV only) may be flown.
RNP APCH
ATR 500/600 RNAV 1 1. RNAV based SIDs/STARS.
RNAV 5 2. Initial & Intermediate elements of FMS
traditional (radio aid) based approaches may
be flown.
3. GNSS Approaches not permitted.
4. VNAV Approaches not permitted.
Before commencing steep approach operations, the flight crew member
must have completed:
1. The flight simulator and/or flight training prescribed in the
Operations Manual Part D, Section2.2.14 and Loganair/TRG/62.
PBN (RNAV/RNP)
Loganair holds specific approval for the following PBN Operations:
for PBN Operations
Specific Approvals Specification Remarks
Others Non CDFA approaches De Havilland DHC6
Part A General
Chapter 5
Before commencing PBN operations, the flight crew member must have
completed:
1. The flight simulator and/or flight training prescribed in the
Operations Manual Part D, Section2.5.8 and Loganair/TRG/98 and
99.
Non CDFA Approaches
Loganair holds the following specific approval for Non-CDFA approaches:
Before commencing Non-CDFA approaches, the flight crew member must
have completed:
1. Specific training on the DHC6 Barra procedure as detailed in the
Operations Manual Part D, Chapter2 and Loganair/TRG/42c.
5.2 Flight Crew
All flight crew members must have completed:
a. The appropriate type rating course at an Approved Training
Organisation or Class Rating at an approved Flight Training
Organisation.
b. The Company conversion course before commencing unsupervised
line flying:
i. When converting to an aeroplane for which a new type or class
rating is required;
and
ii. When joining the Company.
Flight Crew members will not be assigned and should not
accept a duty unless suitably qualified in accordance with the
requirements below. The respective qualifications should be
integrated into the rostering system to alert rostering officers
to any expired qualifications, hence preventing the crew

Part A General Chapter 5 member from being rostered a flying duty without the required qualification or currency. The reqired qualifications are as follows: 1. Licenses/certification, including eligibility to exercise privileges of pilot license/certificate in international operations in accordance with FLT 3.3.5; 2. Specific pilot license/certification limitations (First Officer, relief pilot); 3. Specific qualifications (LVP, RVSM, ETOPS/EDTO); 4. Equipment qualifications (TCAS/ACAS, GPWS/ EGPWS, HGS, HUD/EVS, PBN, PBCS); 5. Recency-of-experience; 6. Medical status, including Medical Certificate; 7. Initial training and checking/line check/proficiency check/recurrent training and checking results; 8. Right seat qualification; 9. Type(s) qualification; 10. Airport and route competence (including special airports); 11. Instructor/evaluator/line check airman qualification; 12. CRM/Human Factors training; 13. Dangerous goods training; 14. Security training; 15. Accrued flight time, duty time, duty periods and completed rest periods for the purposes of fatigue risk management and compliance with operator or State flight and/or duty time limitations.

5.2.1 Minimum Qualifications/Experience Levels

FLT 1.5.4 The following qualifications and experience represent the normal requirements for Loganair pilots. In exceptional circumstances any of these may be varied by the Director of Flight Operations, in association with the Head of Training. Commander (SPA) 1. Valid UK CAA Part FCL CPL (A) or ATPL (A);

Part A General Chapter 5 2. Valid Instrument Rating; 3. Valid and appropriate type or class rating°; 4. A minimum of 1500total flying hours of which 100hours flight time should be under IFR; • 200hours should be on multi-engine aircraft, and • 1000hours should be as PIC*. 5. 50hours flight time on the appropriate class of aeroplane under IFR# of which; • 10hours shall be as PIC°. 6. 15hours flight time at night^. Note 1: * The 1000hours as pilot-in-command may be substituted by hours operating as co-pilot within an established multi-pilot system prescribed in the operations manual, on the basis of two hours of flight time as co-pilot for one hour of flight time as pilot-in-command. (ORO.FC.A.250(a)(2)) Note 2: ° Shortfalls in these requirements may be included as additional training items on the Operator Conversion Course, if not already held. These requirements must be achieved before operating as Commander of SPA on CAT operations. Draft Fri Nov 8 08:40:45 2019. Note 3: ^ Night requirements must be fulfilled prior to operating as Commander of CAT operations at night. Hours accrued during ‘North Ronaldsay Night Operations Training (BN2)’ may be counted towards this requirement. Upgrade to Commander (MPA) 1. Unfrozen UK Issued UK CAA Part FCL ATPL (A). 2. 2000hours total flying time (reduced at Promotion Board discretion), of which; • 1000hours should have been achieved within a multi crew system, and • 500hours should be on the applicable aircraft type or • 1000hours should have been achieved as PIC within a multi crew system 3. Hold the rank of SFO (omitted at Promotion Board discretion).

Part A General Chapter 5 4. Achieved a satisfactory1 performance level on most recent OPC, excluding completion of conversion training (i.e. not including LST/ initial LPC). 5. MCC training course completion certificate, or hold an exemption. 6. Successful performance review by Flight Operations Promotion Board. 7. Successfully pass a Command Assessment (all the above criteria must be met before commencing Command Assessment). By meeting the above requirements, a pilot will enter the Command Hold Pool for the fleet on which they hold a type rating and were assessed. When opportunity arises, promotion to Command will be dependent on successful completion of the command course as promulgated in the Operations Manual Part D. Senior First Officer 1. Successfully completed probationary period. 2. Unfrozen UK Issued UK CAA Part FCL ATPL (A). 3. 1500hours total flying time, of which; • 500hours shall have been achieved within a multi crew system, 4. Achieved a satisfactory1 performance level on most recent OPs, excluding completion of conversion training (i.e. not including LST/ initial LPC). 5. Recommendation from relevant Base/Fleet Manager (if applicable). 6. Successful performance review by Flight Operations Promotion Board. Note 1: Satisfactory meaning a minimum of all Technical Skill grades at Company Standard or above, and Non-Technical Skill grades at Good or above in the First Officer role. First Officer 1. Valid UK CAA Part or FCL CPL(A) – Frozen ATPL(A). 2. Valid Instrument Rating. 3. MCC course completion certificate. 4. Valid and appropriate type or class rating. Eligibility for voluntary Internal Fleet Transfer 1. Ended initial type bond duration.

Part A General Chapter 5 2. Achieved a satisfactory1 performance level on most recent OPC. 3. Successful performance review by Flight Operations. Note 1: Satisfactory meaning a minimum of all Technical Skill grades at Company Standard or above, and Non-Technical Skill grades at Good or above in the relevant role. On a case-by-case basis, when commercial requirements require, the DFO may consider a reduction in all the above requirements.

5.2.2 Recent Experience – ‘Recency’

A Pilot is not to be assigned a Company aircraft unless he has carried out: a. A minimum of three take-offs and three landings in the same type or class as pilot flying in the preceding 90 days. These may be carried out in a flight simulator for the type approved for the purpose by the Authority. b. For single pilot operations under IFR or at night a minimum of 5 IFR flights, including three instrument approaches, carried out in the preceding 90 days on the type or class of aeroplane in the single pilot role. Note 1: The 90 day period prescribed in 5.2.2 (a) above and Commander Recency – Multi-Pilot Aeroplanes below, may be extended up to a maximum of 120 days by line flying under the supervision of a Type Rating Instructor or Examiner. For periods beyond 120 days the recency requirement is satisfied by a training flight or use of an approved flight simulator for the aeroplane type to be used. Note 2: The requirement prescribed in paragraph 5.2.2 (b) above may be replaced by an IFR instrument approach check on the type or class of aeroplane. Commander Recency – Multi-Pilot Aeroplanes A pilot shall not operate a Loganair aeroplane on commercial transport operations as pilot-in-command unless he has carried out at least 1 take-off and 1 landing as pilot flying in an aeroplane or an approved flight simulator, of the type to be used, in the preceding 45days.

Part A General Chapter 5 When recency requirements have not been met, re-validation is to be carried out by a line training Captain. Captains are reminded that it is their personal responsibility to ensure all Company experience requirements are fully met before operating. Should any doubt arise they should contact crew control for clarification. Commander Recency – Single Pilot Aeroplanes A pilot shall not operate a Loganair aeroplane on commercial transport operations as pilot-in-command unless he has carried out at least 1 take-off and 1 landing as pilot flying in an aeroplane or an approved flight simulator, of the type to be used, in the preceding 28days. The 28day period may be extended up to a maximum of 35 on the specific authority of the Director of Flight Operations or his deputy that day. In addition to the requirements specified above a pilot shall not conduct single pilot operations under IFR or at night unless he has carried out 5 IFR flights, including three instrument approaches, during the preceding 90 days on the type or class of aeroplane in the single pilot role. This requirement may be replaced by an IFR instrument approach check on the type or class of aeroplane. For night operations to a grass or gravel strip the commander must have completed one night landing at a grass or gravel strip in the preceding 90 days. This requirement is type or class specific. For dual rated BN2/DHC6 Captains, they must meet these requirements on both aircraft. First Officer Recency A co-pilot shall not operate at the flight controls during take-off and landing unless he has operated the controls as a pilot for three take offs and landings in an aeroplane of the same type/class, or in a flight simulator of the aeroplane type to be used, within the preceding 90 days. The 90-day period may, exceptionally and with the approval of the Chief Operations Officer or his deputy on the day, be extended up to a maximum of 120 days by line flying under the supervision of a TRI/TRE. For periods in excess of 120 days the requirements specified in Operations Manual Part D Training apply.

Part A General Chapter 5

5.2.3 Turbulence and Windshear

FLT 3.11.39 It is Company policy that on all Commercial Transport flights, the take off and landing in conditions of windshear and turbulence will be made by the Captain.

5.2.4 Air Check Pilots

All Check Flights are to be conducted in accordance with Company Work Place Instruction CWG 12. The following within Loganair are authorised to conduct Check Flights: Periodic Check Flights, Elective Check Flights and Mandated Check Flights. BN2: Captains G Abernethy and S Linklater. DHC6: Captain G Abernethy. EMB Captain Fraser Johnston. ATR Captain Stuart Dickson. Note 1: In order to carry out a Mandated Check Flight the Commander must have completed a Mandated Check Flight in the previous 4years, or have been accepted by the UK CAA Flight Test Section (Aircraft Certification Department) in accordance with the procedures laid down in the CAA Check Flight Handbook. Note 2: Contract pilots may also be engaged in the completion of these Air Check flights. Maintenance Check Flights Scheduled Maintenance Check Flights BN2 – In flight adjustment of the autopilot system in accordance with Century Maintenance Manual 68S1026: • Line Captain Non Scheduled Maintenance Check Flights Non scheduled Maintenance check flights are check flights carried out after maintenance on an aircraft to provide reassurance of performance or establish the correct functioning of a system that cannot be fully established on the ground.

Part A General Chapter 5 Flights may only be carried out with the specific authorisation of the Chief Operations Officer or his nominated deputy. Normally the Fleet Technical Managers, a CRE or TRE will carry out such checks. Other pilots may be nominated at the discretion of the Chief Operations Officer or his nominated deputy depending on the requirement. UK(EU)2019/1384 as adopted by the UK codifies the conduct of check flights in terms of crew training and recency requirements. Any check flight that requires use of an Abnormal or Emergency checklist to fulfil the purpose of the flight shall have check flight pilots that meet the requirements of SPO.SPEC.MCF.100, found within UK(EU)2019/1384.

5.2.5 The Captain’s Brief

For all non-scheduled flights details of the Charter flight can be found at \Lgserverb\files\Public\RouteAssessments\Charter\Winter2013-2014wi ththe specific details of the tasked charter. The detail will be annotated on the WPI FO 37 proforma. Administrative information relating to the flight (e.g. handling agent) will also be provided. For scheduled flights the Captain’s brief should be prepared by the crew during flight planning.

5.3 Cabin Crew

A cabin crew member is required to meet the following requirements: a. Minimum age 18 years; b. Pass an initial Company medical examination by an approved Company medical practitioner; c. Pass a three yearly medical assessment check (Form 9007-AppendixK); d. Have completed the approved training course(s) as specified in Operations Manual Part D (Training).

5.3.1 Minimum Medical Requirements

  1. An initial medical examination or an assessment will be conducted by, or under the supervision of a medical practitioner, acceptable to Loganair.
  2. The Company will retain a medical record for each cabin crew member employed.
  3. The following medical requirements are applicable for each cabin crew member: i. Good Health;

Part A General Chapter 5 ii. Free from any physical illness which might lead to incapacitation or inability to perform cabin crew duties; iii. Normal cardiorespiratory function; iv. Normal central nervous system; v. Adequate visual acuity 6/9 with or without glasses; vi. Adequate hearing; and vii. Normal function of ear nose and throat. Senior Cabin Crew Member (Not applicable). Cabin Crew may not operate on more than three aircraft types.

5.4 Training, Checking and Supervisory Personnel

The following personnel have a training, checking and supervisory function with respect to operational staff. Their duties are detailed in the Operations Manual PartA Chapter1 for flight crew, Cabin Safety Procedures Manual for cabin crew and PartD – Operations Manual for other operations personnel. a. Flight Crew • Director of Flight Operations; • Head of Training; • Training Standards Captain; • TRI/TRE/CRI/CRE/SFI/SFE; • Line Training Captains; • Third Party Training Organisations; • Head of Technical Training. 2. Cabin Crew • Director of Flight Operations; • Head of Training; • Cabin Services Manager; • Cabin Safety Instructors;

Part A General Chapter 5 • Third Party Training Organisations. 3. Other Operations Personnel • Chief Operations Officer; • Director of Flight Operations; • Head of Technical Training; • Third Party Training Organisations.

Note: and Aberdeen Airport Fire Services and CRM Specialists, etc. The Company is responsible to ensure that all personnel assigned to, or directly involved in, ground and flight operations are properly instructed, have demonstrated their abilities in their particular duties and are aware of their responsibilities and the relationship of such duties to the operation as a whole.

5.5 Other Operations Personnel

5.5.1 General

Other operations personnel (including crew members other than flight and cabin) shall receive adequate training for the tasks to be performed. They shall demonstrate a sufficient level of knowledge and competence appropriate to their responsibilities and duties prior to assignment of duty or task.

5.5.2 Competence Assessment of Other Operations

Personnel Competence is defined as a measurable skill or standard of performance, knowledge and understanding, taking into consideration attitude and behaviour. More accurately, in the case of Flight Operations, the quality of being competent or capable of performing an allotted function. Competence shall be assessed by evaluation of: • On-the-job performance and/or testing of knowledge; • Qualifications held; and • Experience records.

Note: the organisation(s) that issued such document(s).

Grade Position Assessor
Director Chief Operations Officer Chief Executive
Heads of Department Director of Flight Operations COO
Head of Training COO
Intermediate Management Fleet Technical Managers Director of Flight Operations
Manager Flight Support Director of Flight Operations
Aircrew Training – Planning Manager Head of Training
Cabin Operations Manager Director of Flight Operations
Safety & Security Training Manager Head of Training
In-flight Standards Manager Head of Airports
Flight Crew Manager Director of Flight Operations
Other Flight Ops Personnel Fleet Training Support Captains Head of Training
Part A General
Chapter 5
5.5.3 Purpose of the Competence Assessment
The competence assessment should determine:
• What level of ongoing supervision would be required or whether
unsupervised work could be permitted; and/or
• Whether there is a need for additional training.
5.5.4 Persons to be Assessed
It is Company policy that all personnel holding the position of Manager
and above should undergo competence assessments. Further, it is Flight
Operations policy that all individuals with any operational function that
directly or indirectly impacts safety or regulatory compliance will undergo
competence assessment.
5.5.5 Responsibility to carry out Competence Assessments
In line with Company policy, the following persons are responsible for
conducting Flight Operations competence assessments;
Manager
Manager
Captains
Grade Position Assessor
Training Standards Captain Head of Training
Crew Liaison Officer Director of Flight Operations/ Head of Aircrew
Part A General
Chapter 5
Head of Aircrew
Note: Operational personnel are not exempt from assessment of their
competence. This is achieved routinely and frequently, as
described in Chapter5 and OM Part D, through proficiency
checking relevant to their position or grade, i.e. licence, operator
and instructor proficiency checks, as well as ground and line
assessment.
5.5.6 Recording of Competence
Flight Operations Form 9202 should be used to record the assessment of
competence.
5.5.7 Frequency of Competence Assessments
Competence assessments should be carried out no less frequently than
every 2 years. Each subsequent assessment should capture the
relevance of original experience and qualification with the passage of
time, and whether refresher/continuation training should be undertaken.
Personal Development Plan items from the previous assessment should
have been completed by the individual and there relevance/learning’s
recorded as additional competences from the previous assessment.

Part A General Chapter 5

Part A General Chapter 6 6 Crew Health Precautions FLT 3.4.2

Section 6: Employee Support

6.0 Employee Assistance Programme

To support the health and wellbeing of all our employees, we offer a 24/7 Employee Assistance Programme. Employees can contact the Employee Assistance Programme (EAP) themselves. It is a strictly confidential service, and no feedback is given to Loganair in terms of issues raised or even the number of employees who have made use of it. In some instances, line management may refer employees to the EAP. Telephone and online sources of support are available to employees without cost. Contact number: 0800 882 4102, quoting Loganair1 The online resource provides an immediate source of information on a range of issues form stress and anxiety to life stage events such as pregnancy, caring for others, separation and divorce.

Part A General Chapter 6

6.1 Current Requirements

Research has shown that ‘human factors’ may be involved in up to 75% of aircraft incidents. Indeed accidents and incidents have occurred as a result of pilots flying whilst medically unfit and some have been associated with what could be considered relatively trivial ailments. Although the symptoms of colds, sore throats, diarrhoea and other abdominal upsets may cause little or no problem whilst on the ground they may become a problem in the flying environment by distracting the sufferer and degrading his/her performance in the various flying tasks. The in-flight environment may also increase the severity of symptoms, which may be minor while on the ground. UK CAA FCL Part-MED requires that Licence holders shall not exercise the privileges of their licence and related ratings or certificates at any time when they: 1. Are aware of any decrease in their medical fitness which might render them unable to safely exercise those privileges; 2. Take or use any prescribed or non-prescribed medication which is likely to interfere with the safe exercise of the privileges of the applicable licence; 3. Receive any medical, surgical or other treatment that is likely to interfere with flight safety. Additionally, licence holders shall, without undue delay, seek aero-medical advice when they: 1. Have undergone a surgical operation or invasive procedure; 2. Have commenced the regular use of any medication; 3. Have suffered any significant personal injury involving incapacity to function as a member of the flight crew; 4. Have been suffering from any significant illness involving incapacity to function as a member of the flight crew; 5. Are pregnant; 6. Have been admitted to hospital or medical clinic; 7. First require correcting lenses. If in any doubt about their fitness to fly, use of medication or treatment: a. Holders of class 1 or class 2 medical certificates should seek the advice of an AeMC or AME;

Part A General Chapter 6 b. Suspension of exercise of privileges: holders of a medical certificate should seek the advice of an AeMC or AME when they have been suffering from any illness involving incapacity to function as a member of the flight crew for a period of at least 21 days. CAT.GEN.MPA.100 (c) and AMC; Part-MED MED.A.020 and AMC. These requirements are summarised on the medical certificate. UK CAA CAT.GEN.MPA.170 requires that an operator shall have an objective, transparent and nondiscriminatory procedure for the prevention and detection of cases of misuse of psychoactive substances by its flight crew members and cabin crew members. UK CAA CAT.GEN.MPA.215 requires that crew should have access to a proactive and no-punitive support programme for flight crew members and shall ensure the protection and confidentiality of personal data contained within it.

6.1.1 Gastroenteritis Prevention

Gastroenteritis is a common condition that can cause diarrhoea and vomiting and is the most common cause of in-flight impairment in crew. Most cases are caused by a viral or bacterial infection in contaminated food and drink or contact with an infected person or surface. The risk of contracting infection is greatest over the winter period and applies both at home and down-route. Incidents of in-flight gastroenteritis in aircrew can present a significant incapacitation risk resulting in a medical emergency and the need to divert an aircraft. Symptoms can include nausea, vomiting, fainting, sudden diarrhoea, stomach cramps, and a mild fever and can last several days. How to Avoid Wash your hands with soap after using the toilet and before handling food or drink (remember, alcohol hand gels are not always effective). Don’t eat high risk foods especially when down-route. These include: • Cold meat and fish dishes in warm climates • Shellfish, molluscs and oysters • Food that is under-cooked or not reheated thoroughly • Salads, including rice and pasta salads, and berries • Raw fruit and vegetables (these should be washed and peeled if eaten raw)

Part A General Chapter 6 • Foods which contain milk, cream or ice-cream • Any bottled or canned drink delivered with a broken seal • Ice • Freshly squeezed juices • Fresh herbs (including in drinks) Drink bottled water in high-risk areas and follow Loganair policy on eating crew meals. You must stay off work until at least 48 hours after your symptoms have resolved. If you are unsure, seek aeromedical advice from your AME or company health department.

6.1.2 Pilots with Diabetes

This procedure outlines the requirements and responsibilities of pilots with diabetes to ensure safe flight operations. It also details additional briefing requirements, pre-flight preparation, in-flight monitoring, and reporting protocols in compliance with UK Civil Aviation Authority (CAA) Diabetes Certification Guidance 03/2023 v6.1. Pre-Flight Preparation • Pilots with diabetes must adhere to their individual diabetes management plan as approved by the CAA. • Before each flight, the pilot must ensure they have sufficient glucose monitoring equipment, medication, and appropriate snacks to manage blood sugar levels. • The pilot must conduct a blood glucose test no more than 30 minutes before flight duty commencement and record the result. • The pilot must brief the operating crew regarding their diabetes status, planned management, and potential interventions in case of hypoglycemia or hyperglycemia. • The designated crew member must be aware of symptoms of hypoglycemia and hyperglycemia, response actions, and emergency procedures. In-Flight Monitoring & Crew Assistance • The pilot must perform blood glucose tests at regular intervals as per CAA requirements.

Part A General Chapter 6 • If at any point the pilot experiences symptoms of hypoglycemia (low blood sugar) or hyperglycemia (high blood sugar), they must take corrective action immediately. • If assistance is required to manage a low or high blood sugar episode, the assisting crew member must report the incident to the Pilot-in-Command. • If blood sugar levels fall outside the acceptable range prescribed by the CAA and do not recover after corrective action, the affected pilot must transfer control of the aircraft to the other pilot until stabilized. • If the pilot becomes incapacitated due to diabetes-related complications, standard incapacitation procedures must be followed. Reporting Requirements Any instance where a crew member is required to intervene to assist a pilot in controlling their blood sugar level must be reported as a Mandatory Occurrence Report (MOR). An MOR must also be raised if the pilot fails to comply with the prescribed blood glucose testing schedule. The pilot should also report any significant diabetes-related medical events to their Aviation Medical Examiner (AME) and the CAA.

6.2 The Impact of Modern Medical Practice

In recent years developments in medical practice have resulted in markedly reduced periods of hospitalisation and time off work for certain investigations and treatment. The increase in use of ‘over-the-counter’ medication is a further complicating development. In these circumstances, licence holders may not be aware of the possibility of serious flight safety implications when they have been affected by such medical events that have been rapidly investigated and/or treated. Some examples requiring advice from an Authorised Medical Examiner (AME) before returning to duty are given below: a. Any surgical operation; b. Any medical investigation with abnormal results; c. Any regular use of medication; d. Any loss of consciousness; e. Kidney stone treatment by ultrasound (lithotripsy); f. Coronary angiography (catheterisation of the heart); g. Transient Ischaemic Attack (TIA); h. Abnormal heart rhythms including atrial fibrillation/flutter.

Part A General Chapter 6 The above list is not exhaustive but illustrates some conditions, which may now, in certain circumstances, be dealt with over hours rather than days yet still have serious implications. It is worth emphasising that before agreeing to any medical intervention, licence holders must ensure that their doctor knows they are flight crew and that, if there is any possibility performance could be affected or risk of incapacitation increased, advice must be obtained from an AME before exercising any licence privileges. Furthermore, they must feel, and believe themselves to be, fully fit for operations before reporting for duty.

6.3 Medication

Many medications may have adverse effects on the nervous system, which may be more marked in flight than on the ground. If you are taking any medicine you should ask yourself the following three questions: a. Do I feel fit to fly? b. Do I really need to take medication at all? c. Have I given this particular medication a personal trial on the ground of at least 24hours before flight to ensure that it will not have any adverse effects on my ability to fly? Confirming the absence of adverse effects may well need expert advice and the assistance of Medical Examiners authorised by the Civil Aviation Authority, both in the United Kingdom and Overseas, Airline Medical Officers or Royal Air Force Medical Officers. The Aviation Health Unit Medical Department should be contacted if you are in any doubt. As a general rule, if a crew member finds it necessary to take, or has been prescribed some form of medication, his fitness to fly must be suspect, and he shall seek aero-medical advice before commencing or continuing with flying duties. The following are some widely used medicines with a description of their compatibility with flying duties: 1. Antibiotics. Antibiotics may have short-term or delayed side effects which can affect pilot or cabin crew performance. More significantly, however, their use usually indicates that an infection is present and, thus, the effects of this infection may mean that a pilot or cabin crew member is not fit to fly and should obtain expert aero-medical advice. 2. Anti-malaria drugs. The decision on the need for anti-malaria drugs depends on the geographical areas to be visited, and the risk that the pilot or cabin crew member has of being exposed to mosquitoes

Part A General Chapter 6 and of developing malaria. An expert medical opinion should be obtained to establish whether anti-malaria drugs are needed and what kind of drugs should be used. Most of the anti-malaria drugs (atovaquone plus proguanil, chloroquine, doxycycline) are compatible with flying duties. However, adverse effects associated with mefloquine include insomnia, strange dreams, mood changes, nausea, diarrhoea and headaches. In addition, mefloquine may cause spatial disorientation and lack of fine coordination and is, therefore, not compatible with flying duties. 3. Antihistamines. Antihistamines can cause drowsiness. They are widely used in ‘cold cures’ and in treatment of hay fever, asthma and allergic rashes. They may be in tablet form or a constituent of nose drops or sprays. In many cases, the condition itself may preclude flying, so that, if treatment is necessary, expert aero-medical advice should be sought so that so-called non-sedative antihistamines, which do not degrade human performance, can be prescribed. 4. Cough medicines. Antitussives often contain codeine, dextromethorfan or pseudoephedrine which are not compatible with flying duties. However, mucolytic agents (e.g. carbocysteine) are well-tolerated and are compatible with flying duties. 5. Decongestants. Nasal decongestants with no effect on alertness may be compatible with flying duties. However, as the underlying condition requiring the use of decongestants may be incompatible with flying duties, expert aero-medical advice should be sought. For example, oedema of the mucosal membranes causes difficulties in equalising the pressure in the ears or sinuses. 6. Nasal corticosteroids are commonly used to treat hay fever, and they are compatible with flying duties. 7. a. Common pain killers and antifebrile drugs. Non-Steroidal Anti-Inflammatory Drugs (NSAIDs) and paracetamol, commonly used to treat pain, fever or headaches, may be compatible with flying duties. However, the pilot or cabin crew member should give affirmative answers to the three basic questions listed in (b) before using the medication and carrying out flying duties. b. Strong analgesics. The more potent analgesics including codeine are opiate derivatives, and may produce a significant decrement in human performance and, therefore, are not compatible with flying duties.

Part A General Chapter 6 8. Anti-ulcer medicines. Gastric secretion inhibitors such as H2 antagonists (e.g. ranitidine, cimetidine) or proton pump inhibitors (e.g. omeprazole) may be acceptable after diagnosis of the pathological condition. It is important to seek for the medical diagnosis and not to only treat the dyspeptic symptoms. 9. Anti-diarrhoeal drugs. Loperamide is one of the more common anti-diarrhoeal drugs and is usually safe to take whilst flying. However, the diarrhoea itself often makes the pilot and cabin crew member unfit for flying duties. 10. Hormonal contraceptives and hormone replacement therapy usually have no adverse effects and are compatible with flying duties. 11. Erectile dysfunction medication. This medication may cause disturbances in colour vision and dizziness. There should be at least 6 hours between taking sildenafil and flying duty; and 36 hours between taking vardenafil or tadalafil and flying duty. 12. Smoking cessation. Nicotine replacement therapy may be acceptable. However, other medication affecting the central nervous system (buproprion, varenicline) is not acceptable for pilots. 13. High blood pressure medication. Most anti-hypertensive drugs are compatible with flying duties However, if the level of blood pressure is such that drug therapy is required, the pilot or cabin crew member should be monitored for any side effects before carrying out flying duties. Therefore, consultation with the AME, AeMC, GMP, OHMP or medical assessor as applicable, is needed. 14. Asthma medication. Asthma has to be clinically stable before a pilot or cabin crew member can return to flying duties. The use of respiratory aerosols or powders, such as corticosteroids, beta-2-agonists or chromoglycic acid may be compatible with flying duties. However, the use of oral steroids or theophylline derivatives is incompatible with flying duty. Pilots or cabin crew members using medication for asthma should consult the AME, AeMC, GMP, OHMP or medical assessor, as applicable. 15. Tranquillisers and sedatives. The inability to react, due to the use of this group of medicines, has been a contributory cause to fatal aircraft accidents. In addition, the underlying condition for which these medications have been prescribed will almost certainly mean that the mental state of a pilot or cabin crew member is not compatible with flying duties.

Part A General Chapter 6 16. Sleeping tablets. Sleeping tablets dull the senses, may cause confusion and slow reaction times. The duration of effect may vary from individual to individual and may be unduly prolonged. Expert aero-medical advice should be obtained before using sleeping tablets. 17. Melatonin. Melatonin is a hormone that is involved with the regulation of the circadian rhythm. In some countries it is a prescription medicine, whereas in most other countries it is regarded as a ‘dietary supplement’ and can be bought without any prescription. The results from the efficiency of melatonin in treatment of jet lag or sleep disorders have been contradictory. Expert aero-medical advice should be obtained. 18. Coffee and other caffeinated drinks may be acceptable, but excessive coffee drinking may have harmful effects, including disturbance of the heart’s rhythm. Other stimulants including caffeine pills, amphetamines, etc. (often known as ‘pep’ pills) used to maintain wakefulness or suppress appetite can be habit forming. Susceptibility to different stimulants varies from one individual to another, and all may cause dangerous overconfidence. Overdosage causes headaches, dizziness and mental disturbance. These other stimulants should not be used. 19. Anaesthetics. Following local, general, dental and other anaesthetics, a period of time should elapse before returning to flying. The period will vary considerably from individual to individual, but a pilot or cabin crew member should not fly for at least 12 hours after a local anaesthetic, and for at least 48 hours after a general, spinal or epidural anaesthetic (see MED.A.020). a. Many preparations on the market nowadays contain a combination of medicines. It is, therefore, essential that if there is any new medication or dosage, however slight, the effect should be observed by the pilot or the cabin crew member on the ground prior to flying. It should be noted that medication which would not normally affect pilot or cabin crew performance may do so in individuals who are ‘oversensitive’ to a particular preparation. Individuals are, therefore, advised not to take any medicines before or during flight unless they are completely familiar with their effects on their own bodies. In cases of doubt, pilots and cabin crew members should consult an AME, AeMC, GMP, OHMP or medical assessor, as applicable. b. Other treatments Alternative or complementary medicine, such as acupuncture, homeopathy, hypnotherapy and several other disciplines, is developing and gaining greater credibility.

Part A General Chapter 6 Such treatments are more acceptable in some States than others. There is a need to ensure that ‘other treatments’, as well as the underlying condition, are declared and considered by the AME, AeMC, GMP, OHMP or medical assessor, as applicable, for assessing fitness.

6.4 Narcotics and/or Drugs

The use of narcotics and/or drugs, which have not been prescribed by a medical practitioner, is expressly forbidden at any time. As in paragraph

6.3 above aero-medical advice shall be sought before commencing or continuing with flying duties whenever any narcotics and/or drugs have been prescribed.

6.4.1 Drugs of Addiction

Drugs in this group cover a wide field ranging from heroin and morphine to hypnotics, tranquillisers and so-called recreational drugs such as marijuana ‘crack’ and ‘ecstasy’. All have effects on the central nervous system and as such they are not compatible with the control of an aircraft. A person using them is not fit to be a member of flight crew.

6.4.2 Anaesthetics and Analgesics

Following local and general dental and other anaesthetics, a period of time should elapse before return to flying. The period will vary considerably from individual to individual, but a pilot should not fly for at least 12 hours after a local anaesthetic and for 48hours after a general anaesthetic. The more potent analgesics (painkillers) may produce a significant decrement in human performance. If such analgesics are required, the pain for which they are being taken generally indicates a condition, which precludes flying.

6.5 Alcohol

Also see Section6.13, Railways & Transport Safety Act 2003. Alcohol has been a contributory factor to a number of aircraft accidents. It is well established that even small amounts of alcohol in the blood produce a significant and measurable deterioration in the performance of skilled tasks. Research has shown that blood alcohol concentrations of 40milligrams per 100millilitres are associated with a highly significant increase in errors committed by both experienced and inexperienced pilots even in simple aircraft. This level is half the legal driving limit and may be produced after consuming two units of alcohol, e.g. one double

Part A General Chapter 6 whisky or one pint of beer. UK CAA Ops AMC1 CAT.GEN.MPA.100(c) (1) specifies a maximum blood alcohol limit of 20milligrams per 100millilitres of blood. Alcohol is removed from the body at a relatively constant rate (approximately 15milligrams per 100millilitres, or one unit each hour) regardless of the concentration present. Crew members should not fly for at least eight hours after taking small amounts of alcohol and proportionally longer if larger amounts are consumed. It should also be remembered that alcohol could have delayed effects on blood sugar levels and the balance mechanism of the inner ear. The effects on the inner ear can be prolonged and increase susceptibility to disorientation and even motion sickness. It would be prudent for crew members to abstain from alcohol for at least 24hours before flying. All employees are prohibited from entering Public Bars at Airports for the purpose of consuming alcohol during on duty hours, including meals breaks. An exception to this may be made for non-uniform staff in special circumstances, e.g. for entertaining purposes, with the knowledge and approval of their Department Head. Employees in uniform may not use Public Bars when on duty or off duty unless attending an official function. Non-uniform staff may order drinks if having a meal in a Public Restaurant at an airport. However, as they may be known as employees of the Company, discretion must be used. A serious view will be taken of any abuse of these regulations. A crew member shall not perform duties on an aeroplane if applicable medical requirements are not fulfilled, or if he/she is in any doubt of being able to accomplish his/her assigned duties. Crew members are subject to the following restrictions on the consumption of alcohol: 1. No alcohol shall be consumed less than eight hours prior to the specified reporting time for flight duty or the commencement of standby; 2. The blood alcohol level shall not exceed 0.2promille (20milligrams per 100millilitres of blood), at the start of a flight duty period. This level is one quarter of the United Kingdom legal driving limit; 3. No alcohol shall be consumed during the flight duty period or whilst on standby.

Part A General Chapter 6 Crew members prosecuted for drink driving offences en route to work or when wearing Company uniform are likely to be dismissed for gross misconduct

6.6 Immunisation

Medical advice is to be sought concerning the period to be observed before returning to flying duties following immunisation.

6.7 Blood and Bone Marrow Donation

Aircrew are advised that in order to prevent the very slight risk of post-transfusion faintness or syncope they must not donate blood or plasma if they are required to fly within twenty-four hours. After bone marrow donation, which involves a general anaesthetic, the minimum interval recommended before duty for aircrew is forty-eight hours. However, the individual response to this procedure varies and specialist medical opinion should thus be sought.

6.8 Deep Sea Diving

Crew members whose sporting activities include deep sea diving to a depth exceeding 10metres shall not fly within 48hours of completing such diving activity.

6.9 Meals

Pilots are reminded of the dangers associated with low blood sugar levels; where no facilities exist for the provision of crew meals, they are to make their own arrangements to ensure that they remain fit to complete any duty which they may be required to undertake. All flight crew should also be alert to the risk of food poisoning. To reduce the risk, of both Captain and First Officer being incapacitated in flight due to food poisoning, the following precautions are to be taken: a. In those occasions when crew meals are ordered by the Company for the Crew, the meal ordered for the Captain is to be different from those ordered for the crew. b. When eating in the same establishment within six hours of flight the Captain and First Officer should select different meals.

Part A General Chapter 6

6.10 Sleep and Rest

Although the controls on flight and duty periods are intended to ensure that adequate opportunities are provided for crew members to obtain rest and sleep, individuals should ensure that proper advantage is taken of such opportunities. A crew member shall not perform duties on an aeroplane if he knows or suspects that he is suffering from fatigue, or feels unfit to the extent that the flight may be endangered.

6.11 Fitness

No individual shall act as a member of the crew of a Company aeroplane if, for any reason, his physical or mental condition is such that it could endanger the safety of the aeroplane or its occupants.

6.12 Pregnancy

Loganair Policy is that female Cabin Crew members may not act as a member of the crew of an aircraft requiring one cabin crew member once they are aware that they are pregnant. Female Cabin Crew members on an aircraft requiring more than one cabin crew member may not act as part of the crew beyond the 14th week of pregnancy. Female Flight Crew may, with approval from their Doctor, Aeromedical Centre or Aeromedical Examiner, continue to fly up until the 26th week of their pregnancy. In either case, it is the responsibility of the individual to inform the Company at or before she reaches the 14th week of pregnancy.

Part A General Chapter 6

6.13 Railways & Transport Safety Act 2003

Attention is drawn to the following Sections in the Railways and Transport Safety Bill 2003: a. Section 92 – Being Unfit for Duty 1. A person commits an offence if: a. He performs an aviation function at a time when his ability to perform the function is impaired because of drink or drugs. 2. In this section ‘drug’ includes any intoxicant other than alcohol. b. Section 93 – Prescribed Limit 1. A person commits an offence if: a. He performs an aviation function at a time when the proportion of alcohol in his breath, blood or urine exceed the prescribed limit. 2. The prescribed limit of alcohol for flight and cabin crew is: a. In the case of breath, 9micrograms of alcohol in 100millilitres; b. In the case of blood, 20milligrams of alcohol in 100millilitres; and c. In the case of urine, 27milligrams of alcohol in 100millilitres.

6.14 Crew Exposure to Bright Lights or Lasers

6.14.1 Introduction

The incidence of aircraft being illuminated, particularly at night, by bright lights or laser-generated light appears to be on the increase. It has not been confined to the illumination of aircraft on normal flight paths, but includes the deliberate illumination of aircraft involved in police duties. Laser technology has improved over the years, and it is now possible to purchase high-power lasers that could cause serious problems to aircraft operation through the distraction and possible incapacitation of pilots.

Part A General Chapter 6

6.14.2 Crew Mitigation Strategies

The time and place of unauthorised illumination of an aircraft by a bright light or laser light are impossible to predict, although there is evidence that aircraft operating in certain locations, particularly around airports, are increasingly likely to be subject to unauthorised illumination. Whenever practicable, flights within areas of recently reported laser or bright light activity should be avoided. In the event that unauthorised illumination is encountered the following actions are recommended: • If exposed to a very bright light or to laser illumination, direct eye contact with the beam should be avoided and eyes should be shielded to the maximum extent possible consistent with aircraft control and safety. • Crews in contact with Air Traffic Control (ATC) should obtain authorisation before deviating from their cleared flight path, having first dealt with any immediate safety concerns. If absolutely necessary an emergency should be declared. • Crews manually flying aircraft fitted with modern autopilots and Flight Management Systems (FMS) might need to consider autopilot re-engagement, and for subsequent flight away from the illumination to be directed by the FMS. Consider conducting a missed approach if this occurs during the approach. • As soon as possible following an incident, crews should report the incident by radio to ATC. The report should include the position of the aircraft at the start of the event, altitude, colour of light or lights, originating direction and position, and any other information possible. This information could be used by ATC, police or other government agency in taking action necessary to protect the safety of UK aviation operations.

6.14.3 Follow-up Actions

Crews who have been subject to bright light or laser illumination can expect minor and transient visual impairment, e.g. a retinal after-image remaining visible for a short time, or short-lived flash-type blindness of the sort to be expected after a normal “flash” photograph has been taken. It is recommended that, following an illumination incident believed to be from a laser, affected crew members should seek medical evaluation, preferably by a qualified vision specialist, before returning to flying duties. An ASR shall be raised giving as much detail of the occurrence as possible and should include brief details of any immediate post-flight medical assistance needed or given to crew members.

Part A General Chapter 6 CAA Aviation Laser Exposure Self-Assessment (ALESA) In the event of a laser strike, it is important that affected crew members complete the CAA’s Aviation Laser Exposure Self-Assessment (ALESA). This tool helps evaluate the severity of the exposure and provides guidance on next steps. You can access the ALESA tool via the following link: alesa-card-web-2.pdf (caa.co.uk) BALPA Advisory Information The British Airline Pilots’ Association (BALPA) also provides an advisory information sheet that offers additional advice on dealing with laser strikes. It is highly recommended that all pilots familiarise themselves with this document. You can find it at the following link in the sixth para: Dealing with laser attacks ٭ BALPA ٭

6.15 Psychometric Assessment

Psychometric assessment is considered good practice in the recruitment, selection and development of pilots within Loganair. Psychometric assessment will be used during the recruitment, selection and development processes of all permanent, temporary & fixed term pilots within Loganair.

Part A General Chapter 7 7 Flight Time Limitiations FLT 3.4.3A, 3.4.4

Section 7: Flight Time Limitations (FTL)

7.1 General

This section contains the flight time specification scheme that is appropriate for the types of operation carried out by Loganair. The scheme complies with Regulation (EC) No 216/2008, UK CAA Part ORO Subpart FTL and other applicable regulations including the Civil Aviation (Working Time) Regulations (Directive 2000/79/EC). All relevant to Ops Approval Rev 20 dated January 2019. When considering all applicable regulations for the purposes of this scheme, the more restrictive of these regulations will be applied. The overriding purpose of the scheme is to establish the requirements to be met by the Company and its crew members with regard to flight time, flight duty period, duty period requirements and limitations and rest requirements for crew members. Only by ensuring efficient management of flight and duty periods, and rest requirements, through rostering and scheduling processes and procedures, can the risks associated with fatigue be mitigated.

7.1.1 Applicability

The contents of this section are applicable to flight and cabin crew members operating commercial air transport for scheduled and charter operations, including positioning, training and maintenance flights but excluding Single Pilot Operations. For clarity, this section is not applicable to Loganair Single Pilot Operations (BN2 Islander Operation). The Flight Time Limitations Scheme applicable to Loganair Single Pilot operations is located at Annex7.A.

7.2 Definitions

For the purposes of the scheme, the following definitions shall apply: Acclimatised means a state in which a crew member’s circadian biological clock is synchronised to the time zone where the crew member is. A crew member is considered to be acclimatised to a 2-hour wide time zone surrounding the local time at the point of departure.

Note: beyond time zones ± 2hours. It is therefore assumed that crew members are acclimatised for all duty periods.

Part A General Chapter 7 Reference Time means 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 acclimatised. Accommodation means, for the purpose of standby and split duty, a quiet and comfortable place not open to the public with the ability to 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. Adequate Furniture for crew member accommodation should include a seat that reclines at least 45° back angle to the vertical, has a seat width of at least 20 inches (50cm) and provides leg and foot support. Suitable Accommodation means, 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. Break means a period of time within an flight duty period, shorter than a rest period, counting as duty and during which a crew member is free of all tasks. Delayed Reporting means the postponement of a scheduled FDP by the operator before a crew member has left the place of rest. Disruptive Schedule means a crew member’s roster which disturbs 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 acclimatised. A schedule may be disruptive due to early starts, late finishes or night duties. For UK operator’s disruptive schedule means: 1. 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 acclimatised; and 2. 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 acclimatised.

Part A General Chapter 7 Night Duty means a duty period encroaching any portion of the period between 02:00 and 04:59 in the time zone to which the crew is acclimatised. Duty means any task that a crew member performs for the operator, including flight duty, administrative work, giving or receiving training and checking, positioning, and some elements of standby. Duty Period means a period which starts when a crew member is required by the Company to report for or to commence a duty and ends when that person is free of all duties, including post-flight duty. Flight Duty Period (FDP) means 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. Flight Time means 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 or propellers are shut down. HDR means self-drive positioning using a hire car 7.6.8.1. Home Base means the location assigned by the Company to the crew member, from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal conditions, the Company is not responsible for the accommodation .of the crew member concerned. The home base is a single airport location assigned with a high degree of permanence. Local Day means a 24-hour period commencing at 00:00 local time. Local Night means a period of 8 hours falling between 22:00 and 08:00 local time. Operating Crew Member means a crew member carrying out duties in an aircraft during a sector.

Note: passenger. If a crew member is not a passenger on board an aircraft they should be considered as ‘carrying out duties’.

Part A General Chapter 7 Positioning means the transferring of a non-operating crew member from one place to another, at the behest of the Company, 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. Rest Period means a continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a crew member is free of all duties, standby and reserve. Rotation means a duty or a series of duties, including at least one flight duty, and rest periods out of home base, starting at home base and ending when returning to home base for a rest period where the operator is no longer responsible for the accommodation of the crew member. SDR means self-drive positioning using own vehicle 7.6.8.1. Single day free of duty (Day off) means, for the purpose of complying with the provisions of Council Directive 2000/79/EC (Civil Aviation Working Time Regulations), a time free of all duties and standby consisting of one day and two local nights, which is notified in advance. A rest period may be included as part of the single day free of duty. Sector means 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. Standby means a pre-notified and defined period of time during which a crew member is required by the Company to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period. Airport Standby means a standby performed at the airport. Other Standby means a standby either at home or in a suitable accommodation. Travelling Time means the time of travel from a private place of rest to the designated reporting place at home base and vice versa; the time for local transfer from a place of rest to the commencement of duty and vice versa.

Part A General Chapter 7 Reporting Time means the local time at the reporting point where the crew member is to begin their duty. Window of Circadian Low (WOCL) means the period between 02:00 hours and 05:59 hours in the time zone to which a crew member is acclimatised. Fatigue means a physiological state of reduced mental or physical performance capability resulting from sleep loss or extended wakefulness, circadian phase, or workload (mental and/or physical activity) that can impair a crew member’s alertness and ability to safely operate an aircraft or perform safety related duties [as defined by ICAO in FRMS Manual Doc 9966].

7.3 Responsibilities

7.3.1 General

FLT 3.4.2 The effective management of fatigue requires responsibilities to be recognised and accepted by the Company, and the crew member when both on and off duty. The Company will ensure its responsibilities are upheld through the use of policies and procedures contained within the Operations Control Manual. Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper level of alertness. When developing a workable roster, Loganair will strike a fair balance between the commercial needs and the capacity of individual crew members to work effectively. Rosters will be developed in such a way that they will distribute the amount of work evenly among those that are involved. Schedules will allow for flights to be completed within the maximum permitted flight duty period and flight rosters will take into account the time needed for pre-flight duties, taxiing, the flight times and turnaround times. Other factors considered when planning duty periods will include; 1. The allocation of work patterns which avoid undesirable practices such as alternating day/night duties and positioning of crew members so that a serious disruption of established sleep/work patterns occurs; 2. Scheduling sufficient rest periods; 3. Preparation of duty rosters sufficiently in advance with planning of recurrent extended recovery rest periods and notification of the crew members well in advance to plan adequate pre-duty rest.

Part A General Chapter 7

7.3.2 Company Responsibilities

Loganair shall, through policies and procedures listed in the Operations Control Manual: 1. Publish duty rosters for a period of one calendar month at least 14 days in advance of the roster period start date to provide opportunity for crew members to plan adequate rest. The roster publication dates for the year will be available on the Company Doc Server; 2. 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; 3. Specify reporting times that allow sufficient time for ground duties; 4. 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; 5. Allocate duty patterns which avoid practices that cause a serious disruption of an established sleep/work pattern, such as alternating day/night rest periods; 6. Comply with the provisions concerning disruptive schedules as described in ‘Definitions’. 7. 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; 8. Plan recurrent extended recovery rest periods and notify crew members sufficiently in advance; 9. Plan flight duties in order to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the sector and turnaround times; 10. Change a schedule and/or crew arrangements if the actual operation exceeds the maximum flight duty period on more than 33% of the flight duties in that schedule during a scheduled seasonal period. 11. Establish and monitor performance indicators for operational robustness of rosters.

Part A General Chapter 7

7.3.3 Crew Member Responsibilities

Crew members shall: 1. Comply with all flight and duty limitations (FTL) and rest requirements applicable to their activities. 2. When undertaking duties for more than one operator: a. Maintain their individual records regarding flight and duty times and rest periods as referred to in applicable FTL requirements; and b. Provide each operator with the data needed to schedule activities in accordance with the applicable FTL requirements. 3. Not undertake flying as a member of flight crew in any aircraft not operated by the Company without the written permission of the DFO. 4. Not perform duties on an aircraft if they know or suspect that they are suffering from fatigue or feel otherwise unfit to the extent that the flight may be endangered. 5. Make optimum use of the opportunities and facilities for rest provided and plan and use their rest properly. 6. Ensure that they take adequate sustenance prior to a duty period as failing to do so could adversely affect their subsequent performance.

7.4 Fatigue Risk Management

Not Applicable

7.5 Home Base

All flight and cabin crew members will be assigned a home base which will be recorded in the RAIDO crew control system. Not all aircraft types operated by the Company are available at all bases.

7.5.1 Loganair Home Bases

Loganair will assign crew members with a home base at one of the following airports; Aberdeen Dundee Edinburgh Glasgow

Part A General Chapter 7 Inverness Kirkwall Londonderry Newcastle Isle of Man

7.5.2 Base Changes

In the event that the Company or crew member elects to change home base (as per the Base Transfer System) then the first recurrent extended recovery rest period prior to starting duty at the new home base will be increased to 72 hours, including 3 local nights. Travelling time between the former home base and the new home base is positioning. The base change, including the positioning, will be tracked in the crew control system.

7.5.3 Travelling Time

Lengthy commutes by crew members to home base are discouraged. Crew members shall make arrangements for temporary accommodation closer to their home base if the travelling time usually exceeds 60 minutes.

7.6 Flight Duty Periods

7.6.1 Reporting Times

Reporting times are calculated to provide sufficient time for ground duties to be carried out. Reporting times for each individual type of operation carried out by the Company are defined in the table below. When required, reporting times for non-standard duties will be promulgated by Flight Operations Management.

Fleet/Operation
Base SF34 (pax) ATR (pax) EMB DHC6 BN2 Charter # Cargo^ Royal Mail
ABZ 60min 60min 60min 60min 60min
DND 50min 50min 60min
EDI 60min 60min 60min
GLA 60min 60min 60mins 60min 60min
INV 50min 60min 60min 60min 75min 60min
IOM 60min 60min
KOI 35mins 60min
LDY 60min 60min
NCL 60min 60min
Standard Operations Report Time
--- ---
Positioning by air (non-operating crew) Airline published check-in times
Flight Crew Line Training (phase 1 and 2) 75mins
Flight Crew Line Training (other than phase 1 or 2) Standard
Flight Crew Line Check Standard +15mins
Flight Crew Base Training 75mins
Cabin Crew Line Training (week 1) 90mins
Cabin Crew Line Training (other than week 1) Standard
Cabin Crew Line Check 75mins
Reporting following rest period away from home base (Nightstop)* 50mins
Reporting following split duty rest period 25mins
Part A General
Chapter 7
Table7.6.1(1) Reporting Times for Individual Operations
SF34 ATR Royal
or 2)
home base (Nightstop)*
* When rostered to operate from a base other than home base, (rather than a scheduled
nightstop) the report times in Table7.6.1(1) should be used.
Start of FDP at reference time 1–2 Sector s 3 Sector s 4 Sector s 5 Sector s 6 Sector s 7 Sector s 8 Sector s 9 Sector s 10 Sector s
0600–1329 13:00 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00
1330–1359 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00
1400–1429 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00
1430–1459 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00
1500–1529 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00
1530–1559 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00
1600–1629 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00
1630–1659 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00 09:00
1700–0459 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00 09:00
0500–0514 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00
0515–0529 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00
0530–0544 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00
0545–0559 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00
Part A General
Chapter 7
7.6.2 Basic Maximum Daily FDP
The maximum daily FDP without the use of extensions for acclimatised
crew members shall be in accordance with the following table:
Table7.6.2(1) Maximum Daily FDP – Acclimatised Crew
Start of FDP 1–2 3 4 5 6 7 8 9 10
at reference Sector Sector Sector Sector Sector Sector Sector Sector Sector
time s s s s s s s s s
7.6.3 FDP with Different Reporting Time for Flight Crew and
Cabin Crew
Whenever cabin crew requires more time than the flight crew for their
pre-flight briefing for the same sector or series of sectors, the FDP of the
cabin crew may be extended by the difference in reporting time between
the cabin crew and the flight crew.
The difference shall not exceed 1 hour.
The maximum daily FDP for cabin crew shall be based on the time at
which the flight crew report for their FDP, but the FDP shall start at the
reporting time of the cabin crew.
Cabin crew reporting time will differ from that of flight crew as a result of
training and/or checking duties.
Start time of FDP 1–2 sectors (in hours) 3 sectors (in hours) 4 sectors (in hours) 5 sectors (in hours)
06:00 – 06:14 Not allowed Not allowed Not allowed Not allowed
06:15 – 06:29 13:15 12:45 12:15 11:45
06:30 – 06:44 13:30 13:00 12:30 12:00
Part A General
Chapter 7
7.6.4 Maximum Daily FDP with the Use of Extensions without
In-flight Rest
The extension of FDP without in-flight rest is limited to the values specified
in Table7.6.4(1), and the following provisions:
1. The maximum daily FDP may be extended in accordance with
Table7.6.4(1) not more than twice in any consecutive 7 days.
Where the maximum daily FDP from Table7.6.4(1) is used the
following will apply:
a. The minimum pre-flight and post-flight rest periods shall be
increased by 2 hours; or
b. The post-flight rest period shall be increased by 4 hours.
2. When extensions are used for consecutive FDPs, the additional pre-
and post-flight rest between the two extended FDPs required in 1
above, shall be provided consecutively.
3. The use of the extension shall be planned in advance.
Note: Planned in Advance means that the Company has planned
and nominated specific roster pairings that require the use of
an extension no later than the beginning of the season or
prior to the start of a new or revised operation.
Minimum notification that a crew member is required to operate an
extended duty would be prior to starting the rest period that
precedes the affected duty.
If a crew member is on standby then they could be expected to
operate any FDP including an extended FDP.
With the exception of a standby duty, a rostered FDP cannot be
changed to an extended FDP on the day.
4. Extension of the maximum basic daily FDP without in-flight rest shall
not be combined with extensions due to split duty in the same duty
period.
Table7.6.4(1) Maximum Daily FDP with Extensions
sectors (in 3 sectors 4 sectors 5 sectors
Start time of FDP 1–2 sectors (in hours) 3 sectors (in hours) 4 sectors (in hours) 5 sectors (in hours)
06:45 – 06:59 13:45 13:15 12:45 12:15
07:00 – 13:29 14:00 13:30 13:00 12:30
13:30 – 13:59 13:45 13:15 12:45 Not allowed
14:00 – 14:29 13:30 13:00 12:30 Not allowed
14:30 – 14:59 13:15 12:45 12:15 Not allowed
15:00 – 15:29 13:00 12:30 12:00 Not allowed
15:30 – 15:59 12:45 Not allowed Not allowed Not allowed
16:00 – 16:29 12:30 Not allowed Not allowed Not allowed
16:30 – 16:59 12:15 Not allowed Not allowed Not allowed
17:00 – 17:29 12:00 Not allowed Not allowed Not allowed
17:30 – 17:59 11:45 Not allowed Not allowed Not allowed
18:00 – 18:29 11:30 Not allowed Not allowed Not allowed
18:30 – 18:59 11:15 Not allowed Not allowed Not allowed
19:00 – 03:59 Not allowed Not allowed Not allowed Not allowed
04:00 – 04:14 Not allowed Not allowed Not allowed Not allowed
04:15 – 04:29 Not allowed Not allowed Not allowed Not allowed
04:30 – 04:44 Not allowed Not allowed Not allowed Not allowed
04:45 – 04:59 Not allowed Not allowed Not allowed Not allowed
05:00 – 05:14 Not allowed Not allowed Not allowed Not allowed
05:15 – 05:29 Not allowed Not allowed Not allowed Not allowed
05:30 – 05:44 Not allowed Not allowed Not allowed Not allowed
05:45 – 05:59 Not allowed Not allowed Not allowed Not allowed
Part A General
Chapter 7
sectors (in 3 sectors 4 sectors 5 sectors

Part A General Chapter 7

7.6.5 Unforeseen Circumstances

7.6.5.1 Unforeseen Circumstances in Flight Operations – Delayed

Reporting The Company may delay the reporting time in the event of unforeseen circumstances. Records of all delayed reports will be kept by the Company. The procedures associated with delayed reporting are contained within the Operations Procedure Manual. Crew members will be contacted for delayed report by phone 90–120 minutes before report time. The delayed reporting call will, where possible, avoid interfering with sleep patterns. Delayed reporting procedures establish a notification time allowing a crew member to remain in their suitable accommodation when the delayed reporting procedure is activated. In such a case, if the crew member is informed of the delayed reporting time, the FDP is calculated as follows: 1. One notification of a delay leads to the calculation of the maximum FDP according to (3) or (4); 2. If the reporting time is further amended, the FDP starts counting 1 hour after the second notification or at the original delayed reporting time if this is earlier; 3. When the delay is less than 4 hours, the maximum FDP is calculated based on the original reporting time and the FDP starts counting at the delayed reporting time; 4. When the delay is 4 hours or more, the maximum FDP is calculated based on the more limiting of the original or the delayed reporting time and the FDP starts counting at the delayed reporting time; 5. As an exception to (1) and (2), when the Company informs the crew member of a delay of 10 hours or more in reporting time and the crew member is not further disturbed by the Company, such delay of 10 hours or more counts as a rest period.

Part A General Chapter 7

7.6.5.2 Unforeseen Circumstances in Actual Flight Operations –

Commanders Discretion As a result of unforeseen circumstances during a duty, an aircraft commander may, on consultation with the entire operating crew, elect to extend a flight duty period beyond that in Table7.6.2(1), or reduce a period of rest. The use of commander’s discretion has shared responsibility with the management, flight and cabin crew. It should be considered as exceptional and should be avoided at home base and/or company hubs where standby crew members are available. The company will regularly assess any series of pairings where a trend in the use of commander’s discretion is identified to exist in order to identify and understand any possible inconsistencies with rostering. It is paramount when considering the use of commander’s discretion that the commercial need of the operation is not considered above the safety risks associated with extending the FDP or reducing rest. A balanced approach to the use of commanders discretion is required which considers fatigue, commercial/customer needs and personal objectives. When assessing the risk associated with the use of commanders discretion, the following factors that might decrease a crew members alertness levels should be considered; 1. WOCL encroachment 2. Weather conditions 3. Complexity of the operation and/or airport environment 4. Aeroplane malfunctions or specifications 5. Flight with training or supervisory duties 6. Increased number of sectors 7. Circadian disruption 8. Individual conditions of affected crew members (time awake, sleep-related factors, workload, etc.) Commanders shall have the right, having considered all factors and without penalty, to not exercise their discretion. Likewise the Company has the right to assess the situation, considering all possibilities and factors known to them, and instruct the commander that the use of discretion is not appropriate, with no repercussions on either the Operations staff or the crew involved.

Part A General Chapter 7

7.6.5.2.1 Conditions on the Use of Commander’s Discretion

  1. The conditions to modify the limits on flight duty, duty and rest periods by the commander in the case of unforeseen circumstances in flight operations which start at or after the reporting time, shall comply with the following: a. The maximum daily FDP which results after applying Table7.6.2(1) may not be increased by more than 2 hours. When discretion is incurred on an extended duty originally scheduled using Table7.6.4(1), Table7.6.2(1) shall be used as the basis to calculate the limits of Commanders Discretion and thus limiting the discretion to 1 hour only; b. If on the final sector within a FDP the allowed increase is exceeded because of unforeseen circumstances after take-off, the flight may continue to the planned destination or alternate aerodrome; and c. The rest period following the FDP may be reduced but can never be less than 10 hours.
  2. In case of unforeseen circumstances which could lead to severe fatigue, the commander shall reduce the actual flight duty period and/or increase the rest period in order to eliminate any detrimental effects on flight safety. A fatigue report must be submitted to the Company if the commander reduces the actual flight duty period and/or increases the rest period.
  3. The commander shall consult all crew members on their alertness levels before deciding the modifications under a) and b) above.
  4. The commander shall complete and submit a ‘Loganair Commanders Discretion report’ to the Company when an FDP is increased or rest period reduced at their discretion. The form is located at Section7.11.
  5. Where the increase of an FDP or reduction of a rest period exceeds 1 hour, a copy of the report, to which the Company will add its comments, shall be sent by the Company to the competent authority not later than 28 days after the event.
  6. Loganair has a non-punitive process for the use of the discretion under this provision.

Part A General Chapter 7

7.6.6 Other Duties

7.6.6.1 Night Duties

Night duties under the provisions of 7.6.2 and 7.6.4 (using Table7.6.2(1) and Table7.6.4(1)) will comply with the following: 1. When establishing the maximum FDP for consecutive night duties, the number of sectors is limited to 4 per duty; 2. Loganair actively manages the fatiguing effect of night duties of more than 10 hours in relation to the surrounding duties and rest periods through the processes contained within the Operations Control Manual.

7.6.6.2 Mixed Duties

For crew members assigned mixed duties (a duty period which contains a task other than a flying duty which precedes or follows a flying duty), the following shall apply: 1. The duty shall count in full as duty period for the purpose of 7.6.7 (Flight times and duty periods) and 7.7 (Rest); 2. Where the non flying duty precedes a flying duty then the FDP will commence at the reporting time of the non-flying duty (i.e. the time spent on that task shall be part of the subsequent FDP), and will comply with the provisions of 7.6.2 and 7.6.4 (using Table7.6.2(1) and Table7.6.4(1)); 3. Where the non-flying duty follows an FDP, the FDP will start at reporting time for the assigned flight or series of flights (the FDP) and finish 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. The duty time allocated to the non-flying duty will count as duty period.

7.6.6.3 Ground Duties

For crew members assigned ground duties (such as Admin, ground instruction, training etc), the following shall apply; 1. A crew member is considered on duty from the time they report at the reporting point for the ground duty; 2. The duty shall count in full as duty period for the purpose of 7.6.7 (Flight times and duty periods) and 7.7 (Rest).

Operation Post Flight Duty
Standard 20mins
Flight Crew post training/checking 60mins
Mid-duty split 15mins
Positioning following FDP 20mins post flight + positioning time
Part A General
Chapter 7
7.6.6.4 Home Based Learning
Task carried out at the behest of the company in lieu of classroom based
training/learning will be recognised and an appropriate period of duty be
added to the cumulative annual duty period in the crew control system.
7.6.7 Flight Times and Duty Periods
1. The total duty periods to which a crew member may be assigned
shall not exceed:
a. 60 duty hours in any 7 consecutive days;
b. 110 duty hours in any 14 consecutive days;
c. 190 duty hours in any 28 consecutive days, spread as evenly
as practicable throughout that period;
d. 2,000 hours during the period of 12 months expiring at the end
of the month before the month in question.
2. The total flight time of the sectors on which an individual crew
member is assigned as an operating crew member shall not exceed:
a. 100 hours of flight time in any 28 consecutive days;
b. 900 hours of flight time in any calendar year;
c. 900 hours of flight time during the period of 12 months expiring
at the end of the month before the month in question;
d. 1000 hours of flight time in any 12 consecutive calendar
months.
3. Post-flight duty shall count as duty period. The minimum time for
post-flight duties (excluding split duties) is 20 minutes.
Non-standard post flight duties are defined in Table7.6.7(1), below;

Part A General Chapter 7

7.6.8 Positioning

When a crew member positions at the behest of the Company, the following shall apply: 1. Positioning after reporting but prior to operating shall be counted as FDP but shall not count as a sector. 2. All time spent on positioning shall count as duty period. 3. Standard times for positioning by road are defined in Table7.6.8(1). For positioning sectors not included in Table7.6.8(1), the time defined by AA Route Planner + 10% rounded up to the nearest 5 minutes will be used. 4. Positioning other than by road will be as per the schedule times of the transportation used e.g. airline block times or train schedule.

TXE 01 srh11 03 srh01 01 srh9 srh9 02 srh8 50 srh8 03 srh6 03 srh6 05 srh4 02 srh4 02 rh1 04 srh5 52 srh3 05 srh2 02 srh4 04 srh4 03 srh3 A/N A/N A/N 52 srh2 srh4 53 srh4 04 srh3 54 srh5 01 srh5 02 srh2
LWC 05 rh01 50 rh01 05 srh8 04 srh8 srh8 54 srh7 01 srh6 01 srh6 50 srh4 55 srh3 03 rh1 53 srh5 03 srh3 55 srh2 01 srh4 51 srh4 50 srh3 A/N A/N A/N 54 srh2 srh4 04 srh4 03 srh3 03 srh5 54 srh4 02 srh2
YUH 51 srh8 03 srh7 50 srh6 55 srh5 51 srh5 srh5 52 srh3 54 srh2 54 srh2 01 srh2 01 srh4 50 srh3 02 srh4 04 srh3 04 srh3 03 srh2 02 rh1 A/N A/N A/N 52 srh4 50 srh3 01 srh4 01 srh3 01 srh2 54 srh4 01 srh5
EMM 04 srh6 05 srh5 52 srh4 02 srh4 52 srh3 03 srh3 05 rh1 rh1 srh3 02 srh2 srh5 04 srh4 01 srh5 53 srh4 54 srh4 54 srh2 03 srh2 A/N A/N A/N 51 srh5 01 srh4 50 srh5 50 srh4 01 srh2 03 srh5 54 srh5
NTL srh 01 02 srh9 55 srh7 05 srh7 01 srh7 05 srh6 51 srh5 54 srh4 53 srh3 01 srh3 05 srh2 02 srh2 02 rh1 04 rh0 01 rh1 03 srh3 04 rh1 A/N A/N A/N 04 rh1 rh1 03 rh1 50 srh4 01 srh3 03 srh3 04 srh3
NES srh11 52 srh01 50 srh9 55 srh8 51 srh8 55 srh7 53 srh6 55 srh5 srh5 03 srh4 54 srh3 03 srh2 02 rh1 03 rh1 55 srh0 srh5 55 srh2 A/N A/N A/N 53 srh2 rh1 03 rh1 50 srh5 01 srh4 04 srh4 53 srh4
NTS 51 srh01 03 srh9 50 srh8 55 rh7 51 srh7 srh7 52 srh5 05 srh4 01 srh4 54 srh3 02 srh3 05 rh1 02 rh1 01 rh1 54 rh0 50 srh4 51 srh2 A/N A/N A/N 01 srh2 rh1 rh1 01 srh4 50 srh3 srh4 srh4
UOS 05 srh01 51 srh01 05 srh8 53 srh8 srh8 04 srh7 01 srh6 50 srh6 02 srh4 srh4 01 srh2 05 srh3 03 rh1 50 rh1 01 srh2 02 srh4 55 srh2 A/N A/N A/N 01 srh2 53 srh2 04 rh1 51 srh5 52 srh4 54 srh2 52 srh2
DHB A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N 53 rh1 03 srh0 A/N A/N A/N A/N A/N A/N A/N A/N
SFB A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N 03 rh1 03 srh0 A/N A/N A/N A/N A/N A/N A/N A/N
YDL A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N A/N 03 rh1 53 rh1 A/N A/N A/N A/N A/N A/N A/N A/N
AME 52 srh8 55 srh7 52 srh6 51 srh6 53 srh5 02 srh5 54 srh3 51 srh3 50 srh2 04 rh1 53 srh2 01 srh3 54 srh2 01 srh2 53 srh2 srh2 A/N A/N A/N 55 srh2 51 srh2 55 srh2 04 rh1 03 srh2 02 rh1 50 srh3 03 srh3
LPL 02 srh7 54 srh6 51 srh5 50 srh5 52 srh4 50 srh4 03 srh2 02 srh3 54 rh0 04 rh0 04 srh3 srh5 02 srh4 04 srh3 52 srh4 srh2 A/N A/N A/N 02 srh4 50 srh4 srh5 03 srh3 54 srh2 03 srh2 51 srh4 04 srh4
YCL 05 srh01 01 srh01 05 srh8 04 srh8 srh8 04 srh7 50 srh6 03 srh5 53 srh4 01 srh4 03 srh3 52 srh2 01 rh1 51 rh1 52 srh4 53 srh2 A/N A/N A/N 01 srh2 54 rh0 55 srh0 01 rh1 54 srh4 04 srh3 01 srh4 02 srh4
RHL 51 srh01 04 srh9 51 srh8 srh8 02 srh7 50 srh7 03 srh5 51 srh5 54 srh3 02 srh3 51 srh2 54 rh2 04 rh0 51 rh1 04 srh3 01 srh2 A/N A/N A/N 50 rh1 01 rh1 03 rh1 04 rh0 53 srh4 04 srh3 55 srh2 05 srh2
WGL 55 srh01 52 srh01 srh9 05 srh8 01 srh8 05 srh7 02 srh6 50 srh6 03 srh4 50 srh4 05 srh2 srh3 04 rh0 01 rh1 02 srh4 54 srh2 A/N A/N A/N 03 rh1 02 rh1 02 rh1 02 rh1 01 srh5 02 srh4 03 srh3 52 srh3
IWN 04 srh01 05 srh9 53 srh8 03 srh8 04 srh7 03 srh7 55 srh5 02 srh5 01 srh5 53 srh4 srh5 srh3 54 rh2 52 srh2 srh5 01 srh3 A/N A/N A/N 05 srh3 05 rh1 03 srh2 02 srh2 04 srh4 50 srh3 53 srh5 04 srh5
SRB 51 srh01 04 srh9 51 srh8 50 srh8 52 srh7 50 srh7 53 srh5 05 srh5 54 srh3 02 srh3 srh5 05 srh2 51 srh2 03 srh3 04 srh3 53 srh2 A/N A/N A/N 01 srh2 02 srh3 54 srh3 05 srh2 srh5 01 srh4 03 rh1 02 rh1
NAM 01 srh7 03 srh6 01 srh5 srh5 51 rh4 srh4 02 srh2 srh3 05 rh0 02 srh3 53 srh4 50 srh4 02 srh3 01 srh4 04 rh0 04 rh1 A/N A/N A/N srh4 54 srh3 03 srh4 01 srh3 02 srh2 01 srh2 55 srh3 02 srh4
GEC 03 srh7 55 srh6 03 srh5 02 srh5 04 srh4 02 srh4 54 srh2 04 srh3 05 rh0 54 srh3 01 srh5 03 srh4 54 srh3 53 srh4 54 rh0 50 srh2 A/N A/N A/N 02 srh4 01 srh4 srh5 53 srh3 srh3 54 srh2 50 srh4 05 srh4
LCN 54 srh5 50 srh5 53 srh3 52 srh3 53 srh2 srh3 01 rh1 04 srh3 srh3 05 srh5 02 srh5 50 srh6 51 srh5 03 srh5 02 srh3 51 srh3 A/N A/N A/N 50 srh6 05 srh4 55 srh5 54 srh4 rh1 54 srh2 01 srh6 03 srh6
XAC 01 rh5 03 srh4 srh3 05 srh2 01 srh2 55 rh1 01 rh1 54 srh2 02 srh2 53 srh5 55 srh5 02 srh6 03 srh5 50 srh6 03 srh2 54 srh3 A/N A/N A/N 01 srh6 52 srh5 53 srh6 51 srh5 05 rh1 52 srh3 01 srh6 03 srh6
ALG 54 srh3 02 srh3 04 rh1 03 rh1 55 rh0 55 rh1 srh3 02 srh4 srh4 50 srh7 03 srh7 05 srh7 50 srh7 04 srh7 50 srh4 02 srh5 A/N A/N A/N 04 srh7 srh7 55 srh7 05 srh6 03 srh3 srh5 54 srh7 50 srh8
IDE 51 srh3 52 srh2 50 rh1 55 rh0 55 rh0 01 srh2 53 srh2 04 srh4 51 rh4 52 srh7 04 srh7 01 srh8 02 srh7 srh8 52 srh4 53 srh5 A/N A/N A/N srh8 51 srh7 51 srh8 01 srh7 52 srh3 51 srh5 srh8 02 srh8
LSP 54 srh2 04 rh1 52 rh0 55 rh0 03 rh1 05 srh2 52 srh3 02 srh5 srh5 50 srh8 03 srh8 05 srh8 srh8 04 srh8 50 srh5 51 srh6 A/N A/N A/N 53 srh8 55 rh7 55 srh8 05 srh7 02 srh4 55 srh5 04 srh8 srh9
DND 55 srh2 03 rh1 52 rh0 50 rh1 04 rh1 srh3 53 srh3 03 srh5 01 srh5 51 srh8 53 srh8 srh9 51 srh8 05 srh8 51 srh5 52 srh6 A/N A/N A/N 05 srh8 50 srh8 50 srh9 55 srh7 52 srh4 50 srh6 05 srh8 01 srh9
ZBA 02 srh2 03 rh1 04 rh1 52 srh2 02 srh3 03 srh4 50 srh5 55 srh6 03 srh6 04 srh9 05 srh9 52 srh01 04 srh9 01 srh01 54 srh6 55 srh7 A/N A/N A/N 51 srh01 03 srh9 52 srh01 02 srh9 05 srh5 03 srh7 50 rh01 03 srh01
VNI 02 srh2 55 srh2 54 srh2 51 srh3 54 srh3 01 rh5 54 srh5 03 srh7 01 srh7 51 srh01 04 srh01 55 srh01 51 srh01 05 srh01 02 srh7 52 srh8 A/N A/N A/N 05 srh01 51 srh01 srh11 srh 01 04 srh6 51 srh8 05 rh01 01 srh11
VNI ZBA DND LSP IDE ALG XAC LCN GEC NAM SRB IWN WGL RHL YCL LPL AME YDL SFB DHB UOS NTS NES NTL EMM YUH LWC TXE
Part A General
Chapter 7
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05 rh01
04 srh6
srh 01
51 srh01
05 srh01
A/N
A/N
A/N
05 srh01
51 srh01
55 srh01
04 srh01
51 srh01
01 rh5
VNI
03 srh01
50 rh01
52 srh01
51 srh01
A/N
A/N
A/N
54 srh6
01 srh01
52 srh01
03 srh6
55 srh6
04 rh1
03 rh1
ZBA
50 srh6
A/N
A/N
A/N
52 srh6
04 rh1
50 rh1
52 rh0
03 rh1
DND
55 rh7
A/N
A/N
A/N
51 srh6
03 rh1
55 rh0
52 rh0
04 rh1
LSP
A/N
A/N
A/N
51 rh4
55 rh0
55 rh0
50 rh1
IDE
05 srh6
A/N
A/N
A/N
55 rh1
55 rh0
03 rh1
04 rh1
ALG
03 srh6
01 srh6
05 rh1
53 srh6
01 srh6
A/N
A/N
A/N
50 srh6
02 srh6
01 rh1
55 rh1
01 rh5
XAC
03 srh6
01 srh6
rh1
50 srh6
A/N
A/N
A/N
50 srh6
01 rh1
LCN
A/N
A/N
A/N
54 rh0
05 rh0
55 srh6
GEC
A/N
A/N
A/N
04 rh1
04 rh0
05 rh0
51 rh4
03 srh6
NAM
02 rh1
03 rh1
A/N
A/N
A/N
51 srh01
SRB
05 rh1
A/N
A/N
A/N
54 rh2
04 srh01
IWN
02 rh1
02 rh1
02 rh1
03 rh1
A/N
A/N
A/N
01 rh1
04 rh0
50 srh6
02 srh6
52 srh01
55 srh01
WGL
04 rh0
03 rh1
01 rh1
50 rh1
A/N
A/N
A/N
51 rh1
04 rh0
54 rh2
51 srh01
RHL
01 rh1
55 srh0
54 rh0
A/N
A/N
A/N
51 rh1
01 rh1
50 srh6
01 srh01
05 srh01
YCL
A/N
A/N
A/N
04 rh0
54 rh0
54 srh6
LPL
02 rh1
04 rh1
A/N
A/N
A/N
04 rh1
51 srh6
52 srh6
AME
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
53 rh1
03 rh1
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
YDL
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
03 srh0
03 rh1
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
SFB
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
03 srh0
53 rh1
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
A/N
DHB
04 rh1
A/N
A/N
A/N
50 rh1
03 rh1
50 srh6
01 srh6
51 srh01
05 srh01
UOS
rh1
rh1
A/N
A/N
A/N
54 rh0
01 rh1
02 rh1
05 rh1
55 rh7
51 srh01
NTS
03 rh1
rh1
A/N
A/N
A/N
55 srh0
03 rh1
02 rh1
53 srh6
52 srh01
NES
03 rh1
rh1
04 rh1
A/N
A/N
A/N
04 rh1
01 rh1
04 rh0
02 rh1
05 srh6
srh 01
NTL
A/N
A/N
A/N
rh1
05 rh1
04 srh6
EMM
A/N
A/N
A/N
02 rh1
50 srh6
YUH
A/N
A/N
A/N
03 rh1
01 srh6
01 srh6
50 rh01
05 rh01
LWC
A/N
A/N
A/N
02 rh1
03 srh6
03 srh6
03 srh01
TXE
at 12/02/2026,
21:08

Part A General Chapter 7

7.6.8.1 Self Drive Positioning

Should a crew member elect or be required to self position using a vehicle either provided by the Company HDR (i.e. a hire car) or using their own private vehicle SDR then the following shall apply to the driver of the vehicle: 1. Self drive positioning time within an FDP will not be planned to exceed 2hrs and 30mins. 2. Self drive positioning within an FDP will constitute a sector for the purposes of calculating the maximum FDP; 3. Self drive positioning subsequent to an FDP or as a duty which does not involve an FDP is permitted, and is not governed by the constraints of (1) and (2).

7.6.9 Split Duty

The basic maximum FDP may be extended where a break on the ground is achieved. To increase the limits on flight duty by using a split duty, the following must be applied; 1. The break on the ground is counted in full as FDP; 2. A split duty shall not follow reduced rest; 3. The break on the ground within the FDP has a minimum duration of 3 consecutive hours; 4. The break excludes the time allowed for post and pre-flight duties and travelling. The minimum total time for post and pre-flight duties and travelling is 70 minutes (comprising 15 minutes post flight, 30 minutes total travelling time, and 25 minutes pre-flight). Where travelling time to the accommodation or suitable accommodation exceeds 15 minutes then the minimum total time will be increased by double the amount of time in excess of 15 minutes. 5. The maximum FDP specified in 7.6.2 (Table7.6.2(1)) may be increased by up to 50% of the break. 6. Suitable accommodation is provided either for a break of 6 hours or more, or for a break that encroaches the WOCL. 7. In all other cases: a. Accommodation is provided; and

Part A General Chapter 7 b. 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.

7.6.10 Standby

Standby duties are rostered in order to ensure maximum operational resilience and pliancy. Standby duties are not days off therefore crew members should prepare and expect to be utilised for any FDP (which may include an extended FDP), and plan their rest accordingly. The standby callout procedure is contained within the Operations Control Manual.

7.6.10.1 Airport Standby and Duties at the Airport

For crew members assigned airport standby or any duty at the airport, the following shall apply: 1. Airport standby and any duty at the airport shall be in the roster and the start and end time of standby shall be defined and notified in advance to the crew member to provide them with the opportunity to plan adequate rest; 2. A crew member is considered on airport standby from reporting at the reporting point until the end of the notified airport standby period; 3. Airport standby shall count in full as duty period for the purpose of

7.6.7 (Flight times and duty periods) and 7.7 (Rest);

  1. Any duty at the airport, regardless of whether an FDP is assigned or otherwise, shall count in full as duty period and the FDP shall count in full from the airport duty reporting time;
  2. If not leading to the assignment of an FDP, airport standby will be followed by a rest period as specified in 7.7 (Rest).
  3. The maximum combined duration of airport standby and assigned FDP from (Table7.6.2(1) and Table7.6.4(1)) is 16 hours.
  4. The maximum duration of airport standby duty is 12 hours;

7.6.10.2 Standby other than Airport Standby (Home Standby)

  1. The maximum duration of standby other than airport standby is 12 hours;

Part A General Chapter 7 2. A crew member on standby will not be assigned an FDP if the combination of standby and planned FDP will lead to more than 18 hours awake time, with awake time being calculated from the commencement of a standby duty to the planned off duty following an FDP; 3. When calculating duty time against 7, 14 and 28 day duty limits specified in 7.6.7 (Flight and duty periods), 25% of time spent on standby other than airport standby counts as duty time. 4. When calculating total annual duty time against annual limits specified in 7.6.7 (Flight and duty periods), 50% of time spent on standby other than airport standby counts as duty time providing either; a. The period of notice given by the Company prior to the crew member being required to report for duty is at least 2 hours and 15 minutes; or b. i. The standby period is spent at home, or alternative/ temporary accommodation provided by the crew member, or in accommodation provided by the Company away from where the crew member is next required to report for duty; and ii. The time spent on standby is between 2200hrs and 0800hrs local time, and during that time the crew member can take undisturbed rest and is not called upon to report for duty. For all other cases, 100% of the time on standby will count as duty time when calculating the total annual duty time. 5. Standby is followed by a rest period in accordance with 7.7 (Rest). 6. Standby ceases when the crew member reports at the designated reporting point. 7. If standby ceases within the first 6 hours, the maximum FDP from Table7.6.2(1) counts from the reporting time. 8. If standby ceases after the first 6 hours, the maximum FDP from Table7.6.2(1) is reduced by the amount of standby time exceeding 6 hours. 9. If standby starts between 23:00 and 07:00, the time between 23:00 and 07:00 does not count towards the reduction of the FDP under (7) and (8) above until the crew member is contacted by the Company.

Part A General Chapter 7 10. The response time between call and reporting time established by the Company allows the crew member to arrive from their place of rest to the designated reporting point within a reasonable time. This reasonable time will not be less than 60 minutes from the first contact by the Company.

7.6.10.3 Minimum Rest and Standby

  1. If airport or other standby initially assigned to a crew member is reduced by the Company during standby that does not lead to an assignment to a FDP, the minimum rest requirements in Section7.7 – Rest Periods, still apply.
  2. If a minimum rest period is provided before reporting for the duty assigned during the standby, this time should not count as standby duty.
  3. Standby other than airport standby counts (partly) as duty for the purpose of Section7.6.7 – Flight Times and Duty Periods (see also

7.6.10.2 (3) and (4))

If a crew member receives an assignment during standby other than airport standby, the actual reporting time at the designated reporting point should be used for the purpose of Section7.7 – Rest Periods.

7.7 Rest Periods (Flight Time Limitations, Crew Rest Requirements)

The following shall be considered as duty time for the purpose of determining required rest periods and calculating duty time limitations for operating crew members (flight and cabin): Entire duration of the flight; pre-operating deadhead time, training periods immediately prior to flight and any administrative or office time immediately prior to a flight (for those crew members who serve in a management function).

7.7.1 Minimum Rest Period at Home Base

  1. The minimum rest period 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. If the Company provides suitable accommodation to the crew member at home base then the minimum rest will be in accordance with 7.7.2 – Minimum Rest Period Away from Home Base.

Part A General Chapter 7

7.7.2 Minimum Rest Period Away from Home Base

The minimum rest period provided before undertaking an FDP starting away from home base shall be at least as long as the preceding duty period, or 10 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, and for travel time to and from the suitable accommodation is 1 hour (30 minutes in each direction). Consequently, if the travelling time to and from the suitable accommodation is more than the combined 1 hour then the rest period will be increased in correlation to the extra travelling time.

7.7.3 Recurrent Extended Recovery Rest Periods (Days Off)

Recurrent extended recovery rest periods, or days off, are used to compensate against cumulative fatigue. The following applies to recurrent extended recovery rest periods; 1. The minimum recurrent extended recovery rest period shall be 36 hours, including 2 local nights (single day off). 2. 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. 3. The recurrent extended recovery rest period shall be increased to 2 local days twice every month. 4. The number of recurrent extended recovery rest periods in one calendar month will not be less than 7. 5. The number of recurrent extended recovery rest periods in each calendar year will not be less than 96.

7.7.4 Rest Following 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 FDP’s includes 1 local night.
  2. If a crew member performs 4 or more night duties, early starts or late finishes between 2 extended recovery rest periods then the second extended recovery rest period will be extended to a minimum of 60 hours.
  3. Under its management system provisions, Loganair will monitor rotations and combinations of rotations in terms of their effect on crew member fatigue, and adapts the rosters as necessary.

Part A General Chapter 7

7.8 Nutrition

During an FDP there shall be the opportunity for a meal and drink in order to avoid any detriment to a crew member’s performance, especially when the FDP exceeds 6 hours. The Commander is responsible for ensuring that workload is managed so that nutritional needs are satisfied appropriately throughout the FDP. These nutrition breaks will be ensured by adhering to the following; 1. FDPs that encompass the following time frames will include nutrition break opportunities. The number of nutrition break opportunities will be equal to the number of time frames spanned by the FDP (i.e. if the FDP starts at 1100hrs and ends at 2200hrs, two nutrition break opportunities will be planned). • 0600-0900 (local) • 1200-1400 (local) • 1700-2000 (local) 2. Nutrition break opportunities will be planned as close as operationally possible to the time frames above. 3. Nutrition break opportunities may be included within longer breaks. 4. Nutrition break opportunities may be accounted for during periods of low workload. Flights with block times greater than or equal to 80mins are deemed to have sufficient periods of low workload to enable crew members to address, at least in part, their physiological needs. A maximum of 10mins per sector will be deemed low workload periods. 5. Loganair standard turnaround time is 25mins. Nutrition break opportunities will total no less than 10mins per break (as calculated in (1)). The total time shall include time calculated during low workload periods in (4). 6. For FDPs that report during a nutrition break time frame a nutrition break will not be planned as the crew member shall report for duty having satisfied their physiological needs for that period. 7. For FDPs that end during a nutrition break time frame a nutrition break will not be planned for that period. 8. Notwithstanding (6) and (7), FDPs exceeding 6 hours will include a nutrition break opportunity.

Part A General Chapter 7

7.9 Records

  1. The Company 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 and reduced rest periods.
  2. Upon request the Company shall provide copies of individual records of flight times, duty periods and rest periods to: a. The crew member concerned; and b. To another operator, in relation to a crew member who is or becomes a crew member of the operator concerned.
  3. Records in relation to crew members who undertake duties for more than one operator shall be kept for a period of 24 months.

7.10 Fatigue Management Training

  1. Loganair shall provide initial and recurrent fatigue management training to crew members, personnel responsible for preparation and maintenance of crew rosters and management personnel concerned.
  2. This training shall follow a training programme established by Loganair and described in the operations manual PartD Chapter2. The training syllabus shall cover the possible causes and effects of fatigue and fatigue countermeasure.

7.10.1 Training Syllabus Fatigue Management Training

  1. Applicable regulatory requirements for flight, duty and rest;
  2. The basics of fatigue including sleep fundamentals and the effects of disturbing the circadian rhythms;
  3. The causes of fatigue, including medical conditions that may lead to fatigue;
  4. The effect of fatigue on performance;
  5. Fatigue countermeasures;

Part A General Chapter 7 6. The influence of lifestyle, including nutrition, exercise, and family life, on fatigue; 7. Familiarity with sleep disorders and their possible treatments; 8. Where applicable, the effects of long range operations and heavy short range schedules on individuals; 9. The effect of operating through and within multiple time zones; and 10. The crew member responsibility for ensuring adequate rest and fitness for flight duty.

Schedule Actual
Place Time (Local) Place Time (Local)
Start FDP
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
Depart
Arrive
End FDP
Actual FDP
Part A General
Chapter 7
7.11 Loganair Commander’s Discretion Report
Loganair Commander’s Discretion Report:
Extension of(cid:3)Flying Duty Period/Reduced Rest(cid:3)(delete as appropriate)(cid:3)
Part A(cid:3) (to be completed for both Extension of FDP and Reduced Rest)
Flight Number Date Aircraft Type Commander
Part B Extension of Flying Duty Period(cid:3)(cid:177)(cid:3)Voyage Details
1. Crew Acclimatised: YES
2. Length of Preceding Rest: Under 18 hrs/18-30 hrs/Over 30 hrs
3. Allowable FDP (from tables): hrs mins
4. Split Duty: to
(Chock times)
Duty Period Credit: hrs mins
5. Revised Allowable FDP: hrs mins
7. Amount of Discretion Exercised: hrs mins
8. Maximum Flying Hours Permitted: in 28 days/1 Year Period
FDP Started (Local): Meal Break at Least: 1/1.5 Hrs
No of Sectors Flown: Allowable FDP: 9/10 Hrs
FDP Ended (Local): Actual FDP: Hrs Mins
Last duty started UTC/Local Next available UTC/Local
--- --- --- ---
Last duty ended UTC/Local Actual start next FDP UTC/Local
Rest earned Restreduced by Hrs Mins
Crew affected
Part A General
Chapter 7
Part B Extension of Flying Duty Period (Orkney Inter-Island Services only)
Part B Reduced Rest
Part C
Commander’s Report:
I certify that all crew were fit for: Extension Reduced Rest (*Delete as appropriate)
Signed: __ Date: _ / / ____
Operator’s Remarks:
Forwarded to CAA/Filed. Signed: __ Date: _ / / ____

Part A General Chapter 7 Annex 7.A: Flight Time Limitations – Single Pilot Aircraft Only 7.A.1 Flight and Duty Time Limitations and Rest Requirements The purpose of the scheme is to interpret the requirements of the ANO and CAP 371 (4th Edition) as they apply to the regulation of flight times and the avoidance of fatigue in crew members. Relevant to OPS approval Rev 19 dated June 2018. This section of the Operations Manual expresses the intent behind the published, relevant documents, thereby taking all reasonable precaution to ensure that flight crew members are adequately rested at the beginning of each flying duty period. To meet this aim, due note will be taken of length of duty cycles, periods of time off and cumulative duty hours. The scheme shall apply in relation to any duty carried out, at the behest of the Company, by flight crew operating Single Pilot Aircraft. 7.A.2 Company Responsibilities – Single Pilot Aircraft Only a. No person will be detailed to act as a crew member in a Loganair aircraft or an aircraft operated by Company if there is reason to believe that person is suffering from, or is likely to suffer from, fatigue while flying to an extent as may endanger the safety of the aircraft or its occupants. b. The Company will not cause or permit any person to fly as a member of the crew unless there is an accurate and up-to-date record of flight and duty times in respect of that person for the 28days immediately preceding the flight. c. Crew rosters will be published for a period of 28days and distributed to crews 14days prior to the start of that period so that operating crews can plan adequate pre-flight rest. Before the start of the roster year, the start and finish dates of each roster period plus the expected publication date, will be made available to crew members. d. A meal and drink opportunity will be provided for crew when the FDP exceeds five hours. 7.A.3 Crew Responsibilities – Single Pilot Aircraft Only a. Responsibility for the proper control of flight and duty times does not rest wholly with the Company. A person shall not act as a member of the crew of an aircraft if he knows or has reason to believe that he

Part A General Chapter 7 is suffering from, or having regard to the circumstances of the flight to be undertaken, is likely to suffer from such fatigue as may endanger the safety of the aircraft or its occupants. b. A person shall not act as a member of the flight crew unless he has ensured that the Company is aware of all his flight and duty times during the period of 28days preceding the flight. This rule requires that both professional and private flying is recorded with the exception of private flying aircraft below 1600kg maximum weight which are not flying for the purpose of public transport or aerial work. Aerial work includes remunerated flying instruction. It is also aerial work where valuable consideration is given specifically for flying instruction, even if the pilot received no reward. c. Crew members employed by the Company shall not undertake flying as a member of a flight crew in any aircraft not operated by the Company without the written permission of the Chief Operations Officer. d. It is the duty of all crew members to familiarise themselves thoroughly with these limitations and to comply with all the instructions contained therein. e. It is the responsibility of all crew members to make optimum use of the opportunities and facilities for rest provided, and to plan and use their rest periods properly so as to minimise risk or fatigue. f. Crews are reminded that under the ANO a person is not entitled to act as a member of a flight crew if he or she knows or suspects that his/her physical or mental condition renders him/her temporarily unfit to operate. Furthermore they may not fly if they know that they are, or are likely to be, in breach of this scheme. g. Crews should be aware that they should take adequate sustenance prior to a duty period as failing to do so could adversely affect their subsequent performance. 7.A.4 Definitions – Single Pilot Aircraft Only Unless otherwise defined below all words, phrases, definitions and abbreviations, have identical meanings to those described in Article 129 of the ANO, as amended 2006.

Part A General Chapter 7 Acclimatised When a crew member has spent three consecutive local nights on the ground within a time zone which is two hours wide, and is able to take uninterrupted nights sleep. The crew member will remain acclimatised thereafter until a duty period finishes at a place where local time differs by more than two hours from that at the point of departure. Contactable A short period of time during the day, other than on a ‘day-off’ during which the Company requires a crew member to be contactable for the purpose of giving notification of a duty period which will commence not less than ten hours ahead. The contactable period will be between 1700 and 1900 local time. Crew A member of the flight crew. Days Off Periods available for leisure and relaxation free from all duties. A single day off shall include two local nights. Consecutive days off shall include a further local night for each additional consecutive day off. A rest period may be included as part of a day off. Duty Any continuous period during which a crew member is required to carry out any task associated with the business of the Company. Early Start Duty A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local time. Flight Crew Those members of the crew of an aircraft who act as a pilot. Flying Duty Period (FDP) Any time during which a person operates in an aircraft as a member of its crew. It starts when the crew member is required by the Company to report for a flight, and finishes at on chocks or engines off on the final sector. Late Finish Duty A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours’ local time.

Part A General Chapter 7 Local Night A period of 8hours falling between 2200 hours and 0800 hours local time. Night Duty A duty is a Night Duty if any part of the duty falls within the period 0200 to 0459 hours’ local time. Positioning The practice of transferring crews from place to place as passengers in surface or air transport at the behest of the Company. Reporting Time The time at which a crew member is required by the Company to report for any duty. Rest Period A period of time before starting a flying duty period which is designed to give crew members adequate opportunity to rest before a flight. Rostered/Planned Duty A duty period, or series of duty periods, with stipulated start and finish times, notified by the Company to crews in advance. Rostering Period Four consecutive weeks. Scheduled Duty The allocation of a specific flight or flights or other duties within the pre-notified rostered/planned series of duty periods, excepting that during conditions of operational difficulties once that duty has commenced, notification of the change to the content of a flying duty period and finish time of that duty may be made. Sector The time between an aeroplane first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are stopped. Split Duty A flying duty period, which consists of two or more sectors, separated by less than a minimum rest period.

Part A General Chapter 7 Standby Duty A period during which the Company places restraints on a crew member who would otherwise be off duty. However, it shall not include any time during which the crew member is contactable, for the purpose of giving notification of a duty, which is due to start 10 hours or more ahead. 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. Travelling All time spent by a crew member transiting between the place of rest, and the place of reporting for duty. Week A period of seven consecutive days starting at 0001GMT Monday. 7.A.5 Calculation of a Flying Duty Period – Single Pilot Aircraft Only The maximum FDP, in hours and fractions of hours, will be in accordance with Table A or Table B in this section. The times extracted from the tables may be extended by use of split duty or commander’s discretion under the terms of 7.A.15 and 7.A.17. 7.A.6 Additional Limits on Flying – Single Pilot Aircraft Only 7.A.6.1 Late Finishes/Early Starts – Single Pilot Aircraft Only This paragraph only applies to crew members who are acclimatised. Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is required to report early for a duty on a number of consecutive days. Therefore, not more than three consecutive duties that occur in any part of the period 0100 to 0659 hours local time can be undertaken, nor will there be more than four such duties in any seven consecutive days. Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be broken by a period of not less than 34 consecutive hours free from such duties. This 34 consecutive hours may include a duty that is not an Early, Late or Night duty.

Part A General Chapter 7 However, crew members who are employed on a regular early morning duty for a maximum of five consecutive duties will work to the following: a. The minimum rest period before the start of such a series of duties will be 24hours. b. The duty will not exceed nine hours, irrespective of the sectors flown. c. At the finish of such a series of duties, crew members will have a minimum of 63hours free of all duties. 7.A.6.2 Night Duties – Single Pilot Aircraft Only 7.A.6.2.1 Two or Three Consecutive Night Duties Crew members may be rostered for either two or three consecutive night duties, but must ensure that the duty preceding this series of duties finishes by 2359 hours local time (two nights) or 2100 hours local time (three nights) as appropriate. Option A – Three Consecutive Night Duties Should any duty be scheduled to be carried out within any part of the period 0200 and 0459 hours local time, for three consecutive nights, then crew members will finish the duty preceding this series of duties by 2100 hours local time before commencing the block of consecutive night duties, such that the crew members can take a rest period during a local night. If the duty immediately prior to the three consecutive night duties extends beyond 2100 hours local time and the individual crew member is willing to continue with the planned roster, (i.e. three consecutive night duties then provided that duty preceding this series of duties finishes no later than 2359 hours local time, the schedule may continue. Note 1: Under this option, if the crew member chooses not to continue the planned roster (after finishing duty between 2100 and 2359 hours local time) then only the planned first and second night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. Note 2: Under this option, if the duty finishes after 2359 hours local time, then only the first of the three consecutive night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. Option B – Two Consecutive Night Duties Should any duties be scheduled to be carried out within any part of the period 0200 and 0459 hours local time, for two consecutive nights, then the crew members will finish the duty preceding this series of duties by

Part A General Chapter 7 2359 hours local time before commencing the block of two consecutive night duties, such that the crew members can take a rest period during the local night.

Note: only the first of the two planned consecutive night duties that impinge on any part of the period 0200 to 0459 hours local time may be undertaken. Up to Five Consecutive Night Duties Crew members who are employed on a regular night duty for a maximum of five consecutive nights will work to the following: a. The minimum rest period before the start of such a series of duties will be 24hours. b. The duty will not exceed eight hours irrespective of the sectors flown. c. At the finish of such a series of duties crew members will have a minimum of 54hours free of all duties. 7.A.6.3 Night Operations – Single Pilot Aircraft Only If five consecutive night duties are rostered, then the criteria laid down in paragraph 7.A.6.2.1 must be complied with and normal day off requirements must be met (54hours off between two blocks of five nights is only one proper day off). However, when crew are employed on duty for a total of more than 20 hours but not more than 40 hours between five consecutive night duties, the first 54hours (between week 1 and week 2) may be counted as two “Days Off”. For the 28consecutive day period that starts on the first night of duty, crew must be given a minimum of a further five “Days Off” (average of a further six days). Any positioning flights must be completed within the 40 hours of duty. General Rules a. The exercise of “Commander’s Discretion” is limited to 1 hour per night with a total of two hours allowed during any five consecutive night cycle. Any duty worked in excess of 40 hours by use of “Commander’s Discretion” must also be added to the subsequent 54hours rest, which may not be reduced.

Part A General Chapter 7 b. The absolute maximum duty permitted during a block of five consecutive night duties is 45hours (40 hours, plus three hours positioning, plus two hour “Commander’s Discretion”). c. Crew cannot be rostered for more than eight hours per night. d. Split duties and extension of FDP by in-flight rest are not permitted. e. “Commander’s Discretion” to reduce rest is not permitted.

Note: applies (i.e. Maximum 1 hour discretion per day and a total of two hours in the five-day cycle). 7.A.7 Mixed Duties – Single Pilot Aircraft Only When a crew member is required to report for duty in advance of the stipulated report time for a scheduled flight, to carry out a task at the behest of the Company, then the time spent on that task shall be part of the subsequent FDP. When a crew member flies in a simulator, either on a check or training flight, or as a Training Captain or Instructor, and then within the same duty period flies as a crew member on a Public Transport flight, all the time spent in the simulator is counted in full towards the subsequent FDP. Simulator flying does not count as a sector, but the FDP allowable is calculated from the report time of the simulator detail. In one duty period a pilot may fly as a single flight crew up to the point where the total flying and duty hours reach the single flight crew FDP limit. During this time the pilot may fly either in command or as a co-pilot on a two-flight crew aeroplane. The pilot may then continue beyond the single flight crew FDP limit in a two-crew operation up to the two-flight crew FDP and flying hour maxima, but may only fly as co-pilot. 7.A.8 Travelling Time – Single Pilot Aircraft Only Only travel time spent on positioning counts as duty. Crew members are contracted to reside within either a 25mile radius of their Normal Base or within 60 minutes travelling time of both Normal and Alternate bases if “Dual Based”. Travel time prior to a duty can be another factor in the onset of fatigue. Crew members should arrange for their journey time not to exceed 90 minutes prior to a duty if not travelling from home or other local temporary accommodation.

Part A General Chapter 7 Should a crew member be required to travel from home, or a hotel provided by the Company to an aerodrome other than their Normal (or Alternate if “Dual Based”) Base, the travel time over and above 90 minutes will count as positioning and be part of the FDP. The crewing department will specify an appropriate positioning time. Crew members will be assigned a Normal as follows Normal Base Kirkwall When an FDP finishes at other than the airport notified for report, the Company shall provide transport to, and the end of duty will be on arrival at, the airport notified for report. 7.A.9 Delayed Reporting Time in a Single FDP – Single Pilot Aircraft Only 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 4hours the maximum FDP allowed will be based on the original report time and the FDP shall start at the actual reporting time. When any delay is 4hours or more, the maximum FDP shall be based on the more limiting time band of the planned and the actual report times, and the FDP starts 4hours after the original report time. When the Company informs a crew member before leaving the place of rest of a delay in reporting time of ten hours or more ahead, and that crew member is not further disturbed by the Company until a mutually agreed hour, then that elapsed time is classed as a rest period. If, upon the resumption of duty, further delays occur then the appropriate criteria in this paragraph will be applied to the re-arranged reporting time. 7.A.10 Positioning – Single Pilot Aircraft Only All time spent on positioning at the behest of the Company shall count as duty, but positioning does not count as a sector when calculating the FDP. In these circumstances the FDP commences not later than the time at which the crew member reports for the positioning journey or positions in accordance with Annex7.A.8. If, after a positioning journey, the crew member spends less than a minimum rest period at suitable accommodation provided by the Company, and then carries out an FDP, the positioning will be counted as a sector if a split duty is claimed when calculating the allowable FDP. If it is not, a split duty FDP will not be used.

Part A General Chapter 7 On occasion, due to exceptional circumstances such as weather, industrial action or recurrent simulator training and associated travel a crew may be positioned back to base on the eighth consecutive day of duty (see Days Off requirements Annex7.A.20 for further additional restrictions). 7.A.11 Standby Duty – Single Pilot Aircraft Only The time of start, end and nature of standby duty will be defined and notified to crew members. The time a standby duty starts determines the allowable FDP, except that when the actual FDP starts in a more limiting time band then that FDP limit will apply. However, when a standby duty is undertaken at home, or in suitable accommodation provided by the Company, during the period 2200 to 0800 hours local time and a crew member is given two hours or less notice of a report time, then the allowable FDP starts at the report time at the designated reporting place. When a crew member is on standby duty on immediate readiness at an 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 the crew member reports at the designated reporting point. Standby Duty Day: When pilots are placed on Standby at home it is understood that they are available throughout the standby period and, if called out, will report at the place of duty within 60 minutes. The start and finish times of Standby will be clearly defined on the roster. The following limits apply: Duty Maximum Duration Standby Duty (all cases) 12 hours Standby followed by FDP As in Case A and B below 7.A.12 Case A If a crew member is called out from standby to conduct an FDP before completing six hours standby duty then the total duty period allowed is the sum of the time spent on standby and the following FDP obtained from paragraph 7.A.14.

Local Time of Start Sectors
Up to 4 5 6 7 8+
0600-0659 10 9¼ 8½ 8 8
0700-1259 11 10¼ 9½ 8¾ 8
1300-1759 10 9¼ 8½ 8 8
1800-2159 9 8¼ 8 8 8
2200-0559 8 8 8 8 8
Part A General
Chapter 7
7.A.13 Case B
If a crew member is called out from standby to conduct an FDP after
completing six hours or more standby duty, then the total duty period
allowable is the sum of all the time spent on standby and the FDP obtained
from paragraph 7.A.14, reduced by the amount of standby worked in
excess of 6hours.
Note: 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, and for cumulative duty totals purposes,
the total duty achieved will be standby time achieved + FDP
achieved + post flight duties + any positioning.
7.A.14 Maximum Flying Duty Period
Table7.A.14(1) – Maximum FDP – Single Flight Crew
Start
Northern Isles-based Operations
The standard reporting time prior to flight is 35 minutes for all Orkney
inter-island flights. Pilots based at Kirkwall may be scheduled, regardless
of the number of sectors, for a maximum FDP of ten hours with at least
one meal break of 1½ hours or nine hours with at least one meal break of
one hour, provided that:
a. The FDP is contained within 0700-2300 hours local time, and
b. Flights are within the Orkney Isles (including Fair Isle) and in this
context, the route Kirkwall-Wick.
A split duty may not be used to extend the maximum permitted FDP of
nine or ten hours.
Note: Discretion may be exercised as per Annex7.A.17 or 7.A.18 of this
manual when the Single Flight Crew table or the extended FDP is
used.
Consecutive Hours Rest Maximum Extension of the FDP
Less than 3 Nil
3-10 A period equal to half the consecutive hours rest taken.
Part A General
Chapter 7
7.A.15 Extension of Flying Duty Period by Split Duty – Single
Pilot Aircraft Only
When an FDP consists of two or more sectors, of which one can be a
positioning journey counted as a sector (see para 7.A.10) but separated
by less than a minimum rest period, then the FDP may be extended by the
amounts indicated below.
taken.
The rest period shall not include the time allowed for immediate post flight
(15minutes) and pre-flight (30 minutes) duties. When the rest period is
six hours or less it will suffice if a quiet and comfortable place, not open to
the public, is available. If the rest is taken in the aircraft on the ground, the
crew must have adequate control of the temperature and ventilation within
the aircraft, either by use of a ground power unit or the aircraft internal
power units. The passengers must not be on board. If the rest period is
more than 6 consecutive hours, then suitable accommodation will be
provided by the Company.
7.A.16 Rest Periods – Single Pilot Aircraft Only
a. Crew members will be notified in good time of a flying duty period so
that sufficient and uninterrupted pre-flight rest can be obtained.
When away from base opportunities and facilities for adequate
pre-flight rest will be provided by the Company in suitable
accommodation. When flights are carried out at such short notice
that it is impracticable for the Company to arrange suitable
accommodation, then this responsibility devolves to the aircraft
commander.
b. The minimum rest period which must be taken before undertaking a
flying duty period shall be:
• At least as long as the preceding duty period, or
• 12 hours, whichever is the greater.

Part A General Chapter 7 Exceptionally, at Home Base, individual crew members may be asked to exercise their discretion to reduce rest by up to a maximum of one hour but only to a minimum of 12 hours for flight crew. If discretion is used, it is the responsibility of the operator and the crew member to inform the Commander, of the flight immediately following the rest period that a reduced rest has been taken. c. Away from base, when the rest period earned by a crew member is 12 hours and suitable accommodation is provided by the operator, then that rest period may be reduced by one hour. In such circumstances, if the travelling time between the aerodrome and the accommodation is more than 30 minutes each way, then the rest period must be increased by the amount the total time exceeds 1 hour. The room allocated to the crew member must be available for occupation for a minimum of ten hours. This sub-paragraph does not apply to earned rest periods that exceed 12 hours. d. If the preceding duty period, which includes any time spent on positioning, exceeded 18hours, then the ensuing rest period must include a local night. e. Following a sequence of reduced rest and an extended FDP the subsequent rest period cannot be reduced. f. After being called out from a standby duty the length of the minimum rest period will be determined by the length of standby duty, plus any time spent on positioning, and any FDP completed. g. Crew members who have difficulty in achieving adequate pre-flight rest shall inform their manager, and then will be given the opportunity to consult an aviation medical specialist. 7.A.17 Aircraft Commanders Discretion to Extend Flying Duty Period – Single Pilot Aircraft Only a. An aircraft commander may, at his discretion, and after taking note of the circumstances of other members of the crew, extend an FDP beyond that permitted in paragraph 7.A.14 provided he is satisfied that the flight can be made safely. The extension shall be calculated according to what actually happens, not on what was planned to happen. An extension of three hours is the maximum permitted, except in cases of emergency (see Note:). b. A commander is authorised to exercise his discretion in the following circumstances and to the limits set.

Part A General Chapter 7 c. In a Flying Duty Period involving two or more sectors, up to a maximum of two hours discretion may be exercised prior to the first and subsequent sectors. However, discretion of up to 3 hours may be exercised prior to the start of a single sector flight, or, immediately prior to the last sector on a multi-sector flight. d. Only exceptionally, may a commander exercise discretion to extend an FDP following a reduced rest period and then only to the extent necessary to allow for unforeseen circumstances that become apparent during the last sector.

Note: a situation, which in the judgement of the commander presents a serious risk to the health or safety of crew and passengers, or endangers the lives of others. 7.A.18 Aircraft Commanders Discretion to Reduce Rest Period – Single Pilot Aircraft Only a. An aeroplane commander may, at his discretion, and after taking note of the circumstances of other members of the crew, reduce a rest period, but only insofar as the room allocated to the crew member must be available for occupation for a minimum of ten hours. b. The exercise of such discretion shall be considered exceptional and must not be used to reduce successive rest periods. If the preceding FDP was extended, the rest period may be reduced, provided that the subsequent allowable FDP is also reduced by the same amount. In no circumstances may a commander exercise discretion to reduce a rest period below ten hours at accommodation. c. When away from base and where an individual crew member separates from the crew, or the crew as a whole splits up, then any use of discretion to reduce rest becomes a decision for an individual crew member. The decision to continue with the next flight and the submission of an associated discretion report is the responsibility of the relevant Aeroplane Commander after the crew member and operator if in a position to do so has informed the commander that reduced rest has been taken. 7.A.19 Reporting Exercise of Discretion – Single Pilot Aircraft Only a. Whenever a commander extends an FDP it shall be reported to Director of Flight Operations on a Discretion Report Form. If the extension is greater than two hours, or discretion is exercised after any reduced rest period, then the Company will submit the

Part A General Chapter 7 commander’s written report, together with the Company’s comments, to the Authority, within 14 days of the aircraft’s return to base. b. Whenever a commander reduces a rest period, it shall be reported to Director of Flight Operations on a Discretion Report Form. If the reduction is more than 1 hour, then the Company will submit the commander’s written report together with comments by the Company to the Authority, within 14 days of the aircraft’s return to base. 7.A.20 Days Off – Single Pilot Aircraft Only 1. Wherever possible, and if required by the crew member, days off will be allocated so that they can be taken in the home environment. 2. A single day off will include two local nights, and cover at least 34 hours. 3. A planned rest period may be included as part of a day off. 4. Crew members shall: i. Not be on duty more than seven consecutive days between days off, but may be positioned to the usual operating base on the next day after which they will have two consecutive days off. ii. Have two consecutive days off in any consecutive 14 days following the previous two consecutive days off, and iii. Have a minimum of seven days off in any consecutive four weeks, and iv. Have an average of at least 8 days off in each consecutive four week period, averaged over three such periods. 7.A.21 Absolute Limits on Flying Hours – Single Pilot Aircraft Only 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 28consecutive days expiring at the end of the day on which the flight begins exceeds 100hours; or b. During the period of 12months, expiring at the end of the previous month exceeds 900hours.

Part A General Chapter 7 7.A.22 Cumulative Duty Hours – Single Pilot Aircraft Only The maximum duty hours for flight crew shall not exceed: a. 55hours in any seven consecutive days, but may be increased to 60hours when a rostered duty covering a series of duty periods, has commenced, is subject to unforeseen delays, b. 95hours in any 14consecutive days, c. 190hours in any 28consecutive days, d. 2000hours in any one year (Civil Aviation {Working Time} regulations 2004 & EU Directive 2000/79EC). When a crew member is not rostered for either standby or flying duties for 28 or more consecutive days then any duty hours worked need not be added to cumulative totals. However, when a crew member is anticipated to return to either standby or flying duties the duty hours worked in the 28days preceding that duty must be recorded. Those hours worked will be used to ensure that the crew member complies with the requirements of this scheme. Calculation of Cumulative Duty Hours Duty hours will be added to cumulative totals in accordance with the following: a. To count in full: a. Duty Periods and flying duty periods, plus subsequent post-flight duties. b. All standby duty, except that specified in paragraph 7.22. b. below. c. The time spent on positioning. b. To count as half the time on duty: i. The standby duty, when the period of notice given to the crew member by the Company before reporting for duty is 3hours or more. ii. The standby duty when undertaken at home, or in suitable accommodation provided by the Company, takes place during the period 2200 to 0800 local time, and the crew member can take undisturbed rest and is not called out for duty.

Part A General Chapter 7 7.A.23 Records to be Maintained – Single Pilot Aircraft Only Records for duty and rest periods of all flying staff shall include: a. 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. Weekly totals of duty. b. For each flight crew member: Daily and weekly flying hours. Records shall be preserved for at least 24 calendar months from the date of the last relevant entry. Additionally, copies of all aircraft commanders’ discretion reports of extended flying duty periods, extended flying hours, and reduced rest periods will be retained for a period of at least six months after the event.

Part A General Chapter 8 8 Operating Procedures

Section 8: Flight Operations Procedures

8.1 Flight Preparation Instructions

FLT 3.5.1, 3.7.8 All Company aeroplanes are to be operated in compliance with the terms of their respective Certificates of Airworthiness and within the approved limitations contained within their Aeroplane Flight Manuals. Planning should also take into account the relevant expected conditions on the route to be followed and at the aerodromes concerned. a. An Operational Flight Plan must be completed for each intended flight unless it is intended to take-off and land at the same aerodrome for such purposes as check flights, training or local area pleasure flights under VFR. The original OFP must be accepted and signed by the PIC. b. The Commander shall not commence a flight unless he is satisfied that: i. The aeroplane is airworthy; ii. The instruments and equipment required for the flight to be conducted, are fitted to the aeroplane in accordance with Part CAT; iii. The instruments and equipment are in operable condition except as provided in the MEL; iv. Those parts of the operations manual which are required for the conduct of the flight are available; v. The documents, additional information and forms required to be available by Section8.1.13 are on board; vi. Current maps, charts and associated documents or equivalent data are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected; vii. Ground facilities and services required for the planned flight are available and adequate for the type of operation; viii. All NOTAMS and NOTACS are checked and can be adhered to.

Part A General Chapter 8 ix. The provisions specified in the operations manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and availability of alternate aerodromes, where required, can be complied with for the planned flight; x. The load is properly distributed and safely secured; xi. The mass of the aeroplane, at the commencement of the take-off roll, will be such that the flight can be conducted in compliance with The whole of Section8.1.2 and Part B Section 4,6 and 7 and; xii. Any operational limitation in addition to those covered by sub-paragraphs (x) and (xi) above can be complied with. xiii. The airspace containing the intended route from the airport of departure to the airport of arrival, including the intended take-off, destination and en route alternate airports, can be safely used for the planned operation; c. Prior to departure at the start of a duty, Commanders are to have read and disseminated information to their crew members from the Commanders Brief, which is available electronically on the L drive. The Commanders Brief includes: • The latest NOTAC Numbers. • The latest Navblue issue state. • The current validity of Operations Manuals. • Operational information from the Fleet Office, Movement Control, Crew Control and Line Maintenance Controller. Aircraft Commanders are to ensure that: a. The Commanders Brief is dated with the current date and they are to inform Movement Control if the Brief has not been received or is out of date. b. All crew members are fully conversant with the contents of the latest NOTACs. c. Aircraft Commanders are to inform the Flight Admin Officer and Base Captain if NOTACs are not received within three days of issue date. d. Routing. It is Company Policy, that wherever possible, Loganair Commercial Transport flights should be routed along airways and within controlled airspace. Routings other than along

Part A General Chapter 8 airways is acceptable if the Commander considers it safe to do so, all the relevant circumstances having been considered, in the following situations: i. Where a more direct routing can be made with provision for radar service en route. ii. Where the nature of the operation and or the area to be served is devoid of an airway, network or radar service. iii. Where, having regard to terrain clearance and VFR limits, a safe and expeditious flight can be made by a more direct route.

8.1.1 Cabin Crew Liaison, Pre-flight Briefing

The commander shall ensure a pre-flight briefing takes place with the operating crew. The briefing must be carried out prior to departure in a suitable location. Please remember to ensure that the allocated briefing time is not exceeded so that OTP is not compromised, however, the commander should be satisfied that the crew is adequately briefed. The pre-flight briefing must include an interactive safety discussion which can be initiated by the SCCM when operating with more than one cabin crew member. All crew should have a meaningful input to the discussion, which demonstrates their knowledge and understanding of procedures. The discussion can be used to refresh crew members’ knowledge in areas where they may need further focus. If the cabin crew have initiated the discussion before pilots are able to join, pilots should ask what was discussed so they can add the pilot element to the scenario. This is important as it serves to improve CRM by increasing awareness across the crew on what both the flight deck and the cabin may experience. Recent events, NOTAC’s, weather conditions and security threats are all good topics for discussion, but they are most effective when they are relevant to the duty ahead. The following points should also be covered; although this list is not exhaustive, anything identified as relevant to the duty should be reviewed. • Pre- or post-duty travel for Voyage Report. • Aircraft registration and planned aircraft swap. • Single cabin crew operation if applicable. • Booked loads. • Expected weather.

Part A General Chapter 8 • Sector times. • Air traffic slot restrictions. • Establish where catering is to be uplifted and number of trolleys. • Refuelling required on turn around and use of mobile phones. • Reminder to cabin crew that if they think the slightest thing may be wrong with the aircraft to tell the flight crew. • Check all crew members EFB device to ensure functionality and battery charge. The following apps should be checked to ensure that all crew have the correct database version: – Navblue Charts+ – Vistair Docunet – IFS EFBOne • Check Cabin Crew Passport and Attestation. • Any questions.

8.1.2 Minimum Flight Altitudes

FLT 3.11.4 General When an aeroplane is operated for the purpose of commercial 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 the need to maintain a safe height margin above any significant terrain or obstacle en route. Whichever of these requirements produces the highest altitude/flight level for a particular route will determine the minimum flight altitude for that route and the Commander shall not fly below this minimum altitude except when necessary for take-off and landing or when descending in accordance with procedures approved by the competent authority. Except when visual separation from obstacles is permitted, no flight shall be operated: • Below MEA or MTCA, when flying along routes published in RFCs (Route Facility Charts) or in terminal area charts (SIDs/STARs); • Below MGA or MSA, when flying outside published routes;

Part A General Chapter 8 • Below MVA, when being radar vectored.

Note: lower than the applicable non-radar minimum safe altitudes. An updated QNH must be used to comply with minimum IFR altitudes. On route segments where both MEA (in black letters) and MTCA (in red letters) are published, the higher of the two should be applied. In case of emergency, should an MTCA lower than the MEA be applied, ATC must be informed accordingly.

Note: segment not considering ground-based navigation aid reception or any restricted altitude. When following SIDs, STARs, and instrument approach procedures, the prescribed altitudes must be strictly adhered to. Climb/descent to the next higher/lower Minimum Flight Altitude must only be made after passing the relevant fix and provided the aeroplane is following the track specified in the procedure. The MSA shall be appropriately considered before each departure and arrival. The applicability of the MSA must be positively confirmed in terms of aircraft distance from the point which the MSA is based on (≤25NM, or published distance if different); • The applicable sector must be clearly identified. In case of doubt, the highest MSA of the two confining sectors shall be applied; • Whenever the a/c is proceeding outside a published route without radar vectors, the applicable MSA must be considered and the aircraft shall not be operated below FAF/FAP/FAWP published altitude, if higher (for arrivals only); • The MSA may be considered to shorten an instrument approach procedure, provided the aircraft is not flown below FAF/FAP/FAWP published altitude, if higher. CAT.OP.MPA.270 (b) (additional rule). 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. Minimum Obstacle Clearance Altitude (MOCA)

Part A General Chapter 8 MOCA is the sum of: a. The maximum terrain or obstacle elevation, whichever is the higher, plus b. 1000ft for elevations up to and including 6000ft, or c. 2000ft for elevations exceeding 6000ft, rounded up to the next 100ft. The lowest MOCA shall not be less than 2000ft except for specific routes approved by the competent authority and promulgated in PartC. In relation to a VOR station, the corridor width within which terrain/ obstacles must be considered is defined as: a. Starting 5nm either side of the VOR, diverging 4degrees from the centreline until a width of 20nm is reached at 70nm out; b. A constant width of 20nm from 70nm out until 140nm out; c. Diverging 4degrees from 140nm out until a width of 40nm is reached at 280nm out, then remaining constant at 40nm. Figure8.1 In relation to an NDB, the corridor width is: a. Starting 5nm either side of the station, diverging 7degrees until a width of 20nm is reached 40nm out; b. A constant width of 20nm from 40nm out until 80nm out; c. Diverging 7degrees from 80nm out until a width of 60nm is reached 245nm out, then remaining constant at 60nm.

Terrain Elevation Wind Speed in Knots
0 – 30 31 – 50 51 – 70 More than 70
2000 – 8000feet + 500ft +1000ft +1500ft +2000ft
More than 8000feet +1000ft +1500ft +2000ft +2500ft
Part A General
Chapter 8
Figure8.2
Minimum Off-Route Altitude (MORA)
MORA is calculated for an area bounded by every Lat/Long square on the
Radio Facility Chart/Topographical Aeronautical Map, and for each
square is the sum of:
a. The maximum terrain or obstacle elevation, whichever is the
higher, plus:
b. 1000feet for elevations up to and including 6000 feet, or
c. 2000feet for elevations above 6000feet
Allowance for Wind Speed
When operating within 20nm of terrain whose maximum elevation
exceeds 2000feet a.m.s.l., commanders are to increase the standard
MOCA/MORA by the amounts given in the following table, according to
the wind speed over the route:
Temperature Correction
When the surface ambient temperature en route is well below the ISA
value, MSAs must additionally be corrected as follows:
Surface Temperature Correction to MOCA/MORA
ISA –16ºC to ISA –30ºC MOCA/MORA plus 10%
ISA –31ºC to ISA –50ºC MOCA/MORA plus 20%
ISA –51ºC or below MOCA/MORA plus 25%
Part A General
Chapter 8
Performance Class A Aeroplanes
In addition to meeting the minimum flight altitude requirements already
discussed, aeroplanes operated to Performance Class A standards must
be capable of meeting the following performance requirements.
One Engine Inoperative En-Route Net Flight Path
In the event of loss of one engine at the most critical point along the route,
and in the meteorological conditions expected for the flight:
a. The gradient of the net flight path must be positive at least 1000feet
above all terrain and obstructions along the route within 5nm
(9.3km) on either side of the intended track,
or
b. The net flight path must permit the aeroplane to continue flight from
the cruising altitude, clearing vertically by at least 2000ft all terrain
and obstacles along the route within 5nm (9.3km) on either side of
the intended track, to an aerodrome where a landing can be made.
The effect of the operation of ice protection systems on the net flight
path and the wind must be taken into account if and when relevant.
Performance Class B Aeroplanes
Multi-Engined Aeroplanes
In the event of an engine failure en route, in the meteorological conditions
expected for the flight and with the remaining engines operating within the
specified maximum continuous power conditions, a Performance Class B
aeroplane must be capable of continuing the flight at or above the relevant
minimum altitude for safe flight to a point 1000ft above an aerodrome at
which the performance requirements can be met. The aeroplane must not
be assumed to be flying, with all engines operating within the specified
maximum continuous power conditions, at an altitude exceeding that at
which the rate of climb equals 300ft per minute, and the assumed
en-route gradient with one engine inoperative shall be the gross gradient
minus a gradient of 0.5%.

Part A General Chapter 8

8.1.3 Selection of Aerodromes

FLT 3.6.2, 3.7.8 The Aircraft Commander will select and specify in the operational flight plan a take-off alternate aerodrome if it becomes necessary to land shortly after take-off and it would not be possible to return to the departure aerodrome. The take-off alternate aerodrome, in relation to the departure aerodrome, shall be located within: a. For two-engined aeroplanes, one hour flight time at a one-engine-inoperative cruising speed according to the AFM in still air standard conditions based on the actual take-off mass; or b. If the AFM does not contain a one-engine-inoperative cruising speed, the speed to be used for calculation must be that which is achieved with the remaining engine(s) set at maximum continuous power. The Aircraft Commander must select at least one destination alternate for each IFR flight. c. The Aircraft Commander will select two destination alternate aerodromes when: i. The appropriate weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that during a period commencing one hour before and ending one hour after the estimated time of arrival, the weather conditions will be below the applicable planning minima (see UK CAA Ops CAT.OP.MPA.185); ii. No meteorological information is available. d. Any required alternate aerodrome(s) must be specified in the operational flight plan. Company Aircraft Commanders will be certified as to their knowledge of the airfields and routes to, or over which, they may be required to operate. Commanders must not operate unsupervised flights to airfields or on routes for which they have not been certified. Air Traffic Control Facilities The Regulations describe the Air Traffic Control facilities required for the approach to land and landing of aircraft on scheduled passenger services, or non-scheduled passenger services for aircraft with a maximum total authorised weight of more than 5700kg, at destination and alternate aerodromes.

Part A General Chapter 8 The aerodromes are required to be manned and equipped as follows: a. Have an Air Traffic Control service which is also competent to observe and report the current meteorological conditions. b. Have VHF radiotelephony. c. Have at least one of the following radio navigation aids located at the aerodrome or elsewhere to assist the pilot to locate the aerodrome and to make an approach to landing there: i. VOR ii. NDB iii. RADAR It shall be sufficient if the equipment is provided even if for the time being it is not in operation. However the approach and landing must be carried out in accordance with instructions and procedures appropriate to the circumstances and included in the Operations Manual. d. Have the prescribed level of crash rescue and fire services available. Exemptions Loganair does not currently hold any exemptions to the requirements for Commercial Air Transport Operations to Licensed airfields. Out of Hours Use of HIA Ltd Airports Highlands and Islands Airports may grant permission on an ad hoc basis for aircraft with a MTOW of less than 5700kg to operate out of published aerodrome operating hours to: 1. Benbecula. 2. Inverness. 3. Islay. 4. Kirkwall. 5. Stornoway. 6. Tiree. 7. Wick. Conditions and Restrictions

Part A General Chapter 8 Flights must be for purposes other than: a. Commercial Air Transport. b. Instructional Flying. Prior Permission Prior permission must be obtained from the person in charge of the airfield either by telephone or in writing before the flight may operate. All local regulations are to be observed and NOTAMs (Class I and II) consulted before departure. Aerodrome Information Information about the Out-of-Hours use of HIAL Airfields is held in Loganair Operations. Communications Pilots are required to call the destination aerodrome from a range of at least 10 miles on the notified frequency to check if the aerodrome is manned. If no reply is received the pilot is to continue to make normal RT calls on the proper frequency to make his presence known to any other aircraft in the vicinity. Additionally, pilots are to inform Scottish Control on the appropriate frequency when they are taking-off or landing at an unmanned airfield. Approaches The use of published aerodrome instrument approach procedures is prohibited while ATC is not manned and the appropriate clearances are not obtainable. VFR minima are therefore to be employed when approaching or departing an airfield to which this section applies and the relevant instructions contained in this Manual (Aerodrome Operating Minima) are to be observed. Discrete Approach Procedures Certain airfields (Islay, Barra, Campbeltown and Tiree) operate FISO service only at all times of opening and letdowns are to be achieved at these airfields using the Discrete Approach Procedures as described in the Discrete Approaches folder.

Part A General Chapter 8 Ancillary Services Ancillary services, including ATS, appropriate aerodrome lighting, communications, navaids, weather reporting and emergency services as appropriate to the maximum total weight authorised and/or maximum passenger seating configuration of the particular aeroplane type are to be available. For an aerodrome to be used for CAT II or III operations, it must be approved for these operations by its own regulating authority. Low visibility procedures must be confirmed to be available at any aerodrome where low visibility operations are to be conducted. IFR Operations For operations under Instrument Flight Rules, an approved approach procedure must be available for each destination and alternate aerodrome, with up-to-date copies of the approach plates available to each pilot. Specific aerodrome operating minima are similarly to be made available to the flight crew. These may be contained in the Navblue en-route guide, or be the subject of an entry in the commander’s flight brief for ‘one off’ aerodromes which Navblue does not mention. Where departure and approach procedures are published they must be followed unless deviation is specifically authorised by ATC. When deviating from a published route full account must be taken of operating conditions and minimum flight altitudes must be observed. If procedures different to those published by the State are to be used, these will be detailed in the commander’s brief. VFR Operations When arrival at/departure from a particular aerodrome is intended to be carried out under Visual Flight Rules, minimum operating visibilities and cloud ceilings are to be clearly stated on the commanders flight brief. It is not acceptable for the brief simply to state ‘VFR’. Any particular hazards such as gliding activities at the aerodrome, or ‘free lane’ entries to an aerodrome surrounded by controlled airspace, are to be included in the brief. Aerodrome Categorisation Procedure Aerodrome categorisation procedure and listings for flight crew competence qualifications is to be found in the Operations Manual Part C Route Guide where a list of Category B and C aerodromes is to be found. Written aerodrome operating briefs are also to be found in the Operations Manual Operations Manual Part C Route Guide the Route Guide. Take-off Alternates

Part A General Chapter 8 The operational flight plan will specify a take-off alternate if meteorological and/or performance considerations preclude return to the departure aerodrome. This take-off alternate shall be located within: 1. One hour still air flight time at the AFM one-engine-inoperative cruising speed in ISA calculated on the actual take-off mass; or 2. If the AFM does not contain a one-engine-inoperative cruising speed the speed to be used for calculation must be the remaining engine max continuous power speed. These speeds are as follows: Destination Alternates At least one destination alternate must be selected for each IFR flight unless: a. Both: i. The planned duration of the flight from take-off to landing does not exceed six hours; and ii. Two separate runways are available at the destination and the meteorological conditions will support a VMC approach and landing from the minimum sector altitude for one hour before and after the Estimated Time of Arrival (ETA) of the aeroplane. Note: Runways on the same aerodrome are considered to be separate runways when: i. They are separate landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway; and ii. Each of the landing surfaces has a separate approach procedure based on a separate aid. or b. The destination is isolated and no adequate destination alternate exists. | Action | Value | | --- | --- | | i. BN2 Islander | 95kts | | ii. DHC6 Twin Otter | 100kts | | iii. ATR 42 | 218kts | | iv. ATR 72 | 199kts | | v. EMB 135/145 | 275 Kts |

Part A General Chapter 8 Two destination alternates must be selected when the appropriate weather reports or forecasts or any combination of these for the destination indicate that: 1. From one hour before to one hour after the aeroplanes ETA the weather conditions will be below the applicable planning minima; or 2. When no meteorological information is available. Flight Plan Requirements All required alternates must be specified in the operational flight plan.

8.1.4 Methods for the Determination of Aerodrome Operating

Minima FLT 3.6.2, 3.6.3, 3.6.4, 3.6.5, 3.10.6, 3.11.3, 3.11.58, 3.11.62, 3.11.66 Planning Requirements for IFR Flights Take-off Alternates For selection as a take-off alternate, an aerodrome must satisfy the following conditions: a. The appropriate weather reports or forecasts or any combination thereof must 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 landing minima. b. The ceiling must be taken into account when the only approaches available are non-precision and/or circling approaches. c. Any limitation related to one-engine-inoperative operations must be taken into account. Destination Aerodrome

Type of Approach Planning Minima
Cat II and III Cat I (Note 1)
Cat I and LPV (Note 5) Non-Precision (Notes 1 & 2)
Non-precision and LNAV Non-Precision (Notes 1 & 2) plus 200ft/ 1000m
Circling Circling
Part A General
Chapter 8
For selection as a destination, an aerodrome must satisfy the following
conditions:
a. The appropriate weather reports or forecasts, or any combination
thereof, must 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.
b. For a non-precision approach or a circling approach, the ceiling
must be at or above MDH, or
c. Two destination alternate aerodromes are selected under
Section8.1.3.
Destination Alternate or En-route Alternate Aerodromes
For a selection as a destination alternate or en route alternate, an
aerodrome must satisfy the following conditions:
The appropriate weather reports or forecasts, or any combination thereof,
must 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 in Table 1
below.
Isolated Aerodrome, Fuel En-route Alternate (Fuel ERA)
Aerodrome, En-route Alternate (ERA) Aerodrome
1000m
Notes:
1. RVR.
2. The ceiling must be at or above the MDH.
3. If destination planning minima is based on a GNSS approach the destination alternate
minima and en-route alternate minima must be based on a non GNSS approach.
4. If the destination alternate or en-route alternate planning minima are based on a GNSS
approach, the destination planning minima must be based on a non GNSS approach.
5. Where available following UK EGNOS departure.
Aeroplane Category VAT
A Less than 91kt
B From 91 to 120kt
C From 121 to 140kt
D From 141 to 165kt
E From 166 to 210kt
Part A General
Chapter 8
Classification of Aeroplanes
a. For minima purposes, aeroplanes are divided into five speed
categories based on their nominal threshold speed. The criteria
taken into consideration for the classification of aeroplanes by
categories is the indicated airspeed at threshold (VAT) which is
equal to the stalling speed (VSO) multiplied by 1.3 or VS1G
multiplied by 1.23 in the landing configuration at the maximum
certificated landing mass. If both VSO and VS1G are available, the
higher resulting VAT shall be used. The aeroplane categories
corresponding to VAT values are in the Table below: The particular
category for each Company aeroplane type is stated in the Part B
for each type.
b. Permanent change of category (maximum landing mass).
i. For the purposes of the above table, if a lower landing mass
than the maximum certificated landing mass has been
approved by the Authority, detail will be found in the limitations
section of the appropriate Part B.
ii. The category defined for a given aeroplane shall be a
permanent value and thus independent of the changing
conditions of day-to-day operations.
Specific minima for particular combinations of approach aid, runway and
lighting will normally be contained in the Navblue route guide for the
aerodrome concerned or, if required, as stated in the commander’s flight
brief.
Take-off Minima (for RVRs at or above 400m.)
1. General
i. Take-off minima are expressed as visibility or RVR limits,
taking into account all relevant factors for each aerodrome
planned to be used and the aeroplane characteristics. Where

Part A General Chapter 8 there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, will be specified in the PartC. ii. 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 takeoff alternate aerodrome is available. iii. When the reported meteorological visibility (VIS) 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. iv. When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. 2. Visual Reference The take-off minima reflect the need to ensure sufficient guidance to control the aeroplane in the event of both a discontinued take-off in adverse circumstances and a continued take-off after failure of the critical power unit. For night operations, ground lights should be available to illuminate the runway and any obstacles. 3. Required RVR/Visibility i. For multi-engined aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during take-off, the aeroplane can either stop or continue the take-off to a height of 1500ft above the aerodrome while clearing obstacles by the required margins, the take-off minima may not be less than those given in Table8.1.4(4) ii. For multi-engined aeroplanes whose performance is such that they cannot comply with the performance conditions in subparagraph 3.(i.) above in the event of a critical power unit failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. This height may not be lower than the height from which the one engine inoperative net take-off flight path can be constructed. The RVR minima used may not be lower than either of the values given in Table8.1.4(3) or Table8.1.4(4).

Take-off RVR/Visibility
Assumed engine failure height above the take-off runway RVR/Visibility (m) (Note 2)
< 50ft 400m (200m with LVTO approval)
51 – 100ft 400m (300m with LVTO approval)
101 – 150ft 400m
151 – 200ft 500m
201 – 300ft 1000m
> 300ft 1500m (Note 1)
Part A General
Chapter 8
iii. When RVR or meteorological visibility is not available, the
commander should not commence take-off unless he/she can
determine that the actual conditions satisfy the applicable
take-off minima.
Table8.1.4(2) Take-off – Aeroplanes (Without an Approval for Low
Visibility Take-off (LVTO)) RVR/VIS
Facilities RVR/Visibility (m)
(Note 1)
markings
Night: at least runway edge lights and runway end
lights or runway centreline lights and runway end
lights
Note 1: The reported RVR/VIS value representative of the initial part of the take-off run can
be replaced by pilot assessment.
Note 2: The pilot is able to continuously identify the take-off surface and maintain directional
control.
Table8.1.4(3) Assumed Engine Failure Height Above the Runway
Versus RVR/Visibility
Assumed engine failure height above the RVR/Visibility (m)
take-off runway (Note 2)
approval)
approval)
Note 2: The reported RVR/Visibility value representative of the initial part of the take-off run
can be replaced by pilot assessment.

Part A General Chapter 8 Table8.1.4(4) For Use Only When RVR is Below 400m and Low Vis Take-Off Operations are Approved – Aeroplanes RVR vs. Facilities Take-off RVR/Visibility Facilities RVR/Visibility (m) (Note 1 and 2) Day: Runway edge lights and runway centre line 300 markings Night: Runway edge lights and runway end lights or runway centre line lights and runway end lights Runway edge lights and runway centre line lights 200 Runway edge lights and runway centre line lights TDZ, MID, rollout 150 (Note 3) High intensity runway centre line lights spaced 15m or less TDZ, MID, rollout and high intensity edge lights spaced 60m or less are in 125 (Note 3) operation Runway protection and facilities equivalent to CAT III TDZ, MID, rollout landing operations are available and the aircraft is 75 equipped either with an approved lateral guidance system or an approved HUD/HUDLS for take-off Note 1: The reported RVR value representative of the initial part of the take-off run can be replaced by pilot assessment. Note 2: Multi-engined aeroplanes that in the event of an engine failure at any point during take-off can either stop or continue the take-off to a height of 1500ft above the aerodrome while clearing obstacles by the required margins. Note 3: The required RVR value to be achieved for all relevant RVRs. TDZ: touchdown zone, equivalent to the initial part of the take-off run. MID: midpoint. iv. When reported RVR, or meteorological visibility is not available, the commander shall not commence take-off unless he can determine that the actual conditions satisfy the applicable take-off minima. Category I and Non-precision Approach Operations 1. A ‘categoryI (CATI) approach operation’ means a precision instrument approach and landing using an instrument landing system (ILS), microwave landing system (MLS), GLS (ground-based augmented global navigation satellite system (GNSS/GBAS) landing system), precision approach radar (PAR) or

Part A General Chapter 8 GNSS using a satellite-based augmentation system (SBAS) with a decision height (DH) not lower than 200ft and with a runway visual range (RVR) not less than 550m. 2. A ‘non-precision approach (NPA) operation’ means an instrument approach with a minimum descent height (MDH), or DH when flying a CDFA technique, not lower than 250ft and an RVR/CMV of not less than 750m. 3. Approach procedure with vertical guidance (APV). An approach and landing which utilizes lateral and vertical guidance based on basic GNSS/baro or SBAS but does not meet the requirements established for precision approach and landing operations. 4. Localiser performance with vertical guidance (LPV). A form of APV which uses GNSS/SBAS guidance. 5. Decision Height (DH). The decision height to be used for a Category 1 approach must not be lower than the highest of: i. The minimum height to which the approach aid can be used without the required visual reference; or ii. The OCH for the category of aeroplane; or iii. The published approach procedure decision height where applicable; or iv. 200ft; or v. The system minimum in Table8.1.4(5) ; or vi. The lowest decision height specified in the Aeroplane Flight Manual (AFM) or equivalent document, if stated; 6. Minimum Descent Height (MDH). The minimum descent height for an approach must not be lower than the highest of: i. The OCH for the category of aeroplane; or ii. The system minimum in Table8.1.4(5) ; or iii. The minimum descent height specified in the Aeroplane Flight Manual (AFM) if stated; 7. 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

Part A General Chapter 8 threshold or the point where the flare manoeuvre should begin for the type of aeroplane flown. Full details are given in the type-specific Part B.

Note: Descent Altitude, in order to provide for a Decision Altitude when conducting a continuous descent non-precision approach is type specific and is shown in Part B. 8. Stabilised Approach (SAp). 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 50feet above the threshold or the point where the flare manoeuvre is initiated if higher. Full details are given in the type-specific Part B. 9. 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: a. Non-Precision Approach (NPA), Approach Procedure with vertical guidance (APV) and CAT I operations. i. Elements of the approach light system; ii. The threshold; iii. The threshold markings; iv. The threshold lights; v. The threshold identification lights; vi. The visual glide slope indicator; vii. The touchdown zone or touchdown zone markings; viii. The touchdown zone lights; ix. Runway edge lights; or x. Other visual references specified in the Operations Manual. b. Lower than standard category I (LTS CAT I) operations. At DH, the visual references specified below should be distinctly visible and identifiable to the pilot: i. A segment of at least three consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these;

System Minima
Facility Lowest DH/MDH (ft)
ILS/MLS/GLS 200
GNSS/SBAS (LPV) 200
GNSS (LNAV) 250
GNSS/Baro - VNAV (LNAV/VNAV) 250
LOC with or without DME 250
SRA (terminatiing at ½NM) 250
SRA (terminating at 1NM) 300
SRA (terminating at 2NM or more) 350
VOR 300
VOR/DME 250
NDB 350
NDB/DME 300
VDF 350
Part A General
Chapter 8
ii. This visual reference should include a lateral element of
the ground pattern, such as an approach light crossbar
or the landing threshold or a barrette of the touchdown
zone light.
c. CAT II or OTS CAT II operations.
At DH, the visual references specified below should be
distinctly visible and identifiable to the pilot:
i. A segment of at least three consecutive lights being the
centreline of the approach lights, or touchdown zone
lights, or runway centreline lights, or runway edge lights,
or a combination of these;
ii. This visual reference should include a lateral element of
the ground pattern, such as an approach light crossbar
or the landing threshold or a barrette of the touchdown
zone light.
VOR 300
NDB 350
VDF 350

Part A General Chapter 8 Criteria for Establishing RVR/Converted Met Visibility (Ref Table8.1.4(8) ) 1. In order to qualify for the lowest allowable values of RVR/CMV detailed in Table8.1.4(8) (applicable to each approach grouping) the instrument approach shall meet at least the following facility requirements and associated conditions: i. Instrument approaches with designated vertical profile up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, unless other approach angles are approved by the Authority, where the facilities are ILS/MLS/GLS/PAR: Where the final approach track is offset by not more than 15degrees for Category A and B aeroplanes or by not more than 5degrees for Category C and D aeroplanes. ii. Instrument approaches flown using the CDFA technique with a nominal vertical profile, up to and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C and D aeroplanes, unless other approach angles are approved by the Authority where the facilities are NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or GNSS/LNAV, with a final-approach segment of at least 3nm, which also fulfil the following criteria: A. The final approach track is offset by not more than 15degrees for Category A and B aeroplanes or by not more than 5degrees for Category C and D aeroplanes; and B. The FAF or another appropriate fix where descent is initiated is available, or distance to THR is available by FMS/RNAV or DME; and C. If the MAPt is determined by timing, the distance from FAF to THR is < 8nm. iii. Instrument approaches where the facilities are NDB, NDB/ DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA or RNAV/ LNAV, not fulfilling the criteria in paragraph (1)(ii). above, or with an MDH≥ 1200ft. 2. The missed approach, after an approach has been flown using the CDFA technique, shall be executed when reaching the decision altitude (height) or the MAPt, whichever occurs first. The lateral part of the missed approach procedure must be flown via the MAPt unless otherwise stated on the approach chart.

Part A General Chapter 8 Determination of RVR/CMV/Visibility Minima for Category I, and Non-Precision Approach Operations. 1. The minimum RVR/CMV/Visibility shall be the highest of the values derived from Table8.1.4(7) or Table8.1.4(8) , but not greater than the maximum values shown in Table8.1.4(8) where applicable. 2. The values in Table8.1.4(7) are derived from the formula below. Required RVR/Visibility (m) = [(DH/MDH (ft) × 0.3048)/tan α] - length of approach lights (m)

Note: degrees increasing in steps. 3. With the approval of the Authority, the formula may be used with the actual approach slope and/or the actual length of the approach lights for a particular runway. 4. If the approach is flown with a level flight segment at or above MDA/ H, 200metres shall be added for Cat A and B aeroplane and 400metres for Cat C and D aeroplane to the minimum RVR/CMV value resulting from the application of Table8.1.4(7) and Table8.1.4(8).

Note: to establish the aeroplane on the final descent. 5. An RVR of less than 750metres as indicated in Table8.1.4(7) may be used: i. For Category I approach operations to runways with FALS (see below), Runway Touchdown Zone Lights (RTZL) and Runway Centreline Lights (RCLL) provided that the DH is not more than 200ft; or ii. For Category I approach operations to runways without RTZL and RCLL when conducting a coupled approach or flight-director-flown approach to a DH equal to or greater than 200ft. The ILS must not be promulgated as a restricted facility; or 6. The visual aids comprise standard runway day markings and approach and runway lighting (runway edge lights, threshold lights, runway end lights and in some cases also touch-down zone and/or runway centre line lights). The approach light configurations acceptable are classified and listed in Table8.1.4(6) below.

Part A General Chapter 8 7. Notwithstanding the requirements in paragraph (6) above, the authority may approve that RVR values relevant to a Basic Approach Lighting System (BALS) are used on runways where the approach lights are restricted in length below 210m due to terrain or water, but where at least one cross-bar is available. 8. For night operations or for any operation where credit for runway and approach lights is required, the lights must be on and serviceable except as provided for in Table8.1.4(9) . Table8.1.4(6) Approach Light System Length, configuration and intensity of OPS Class of Facility approach lights ICAO: Precision Approach CAT I Lighting FALS (Full Approach Light System) System (HIALS > 720m) Distance Coded Centreline, Barrette Centreline ICAO: Simple Approach Lighting System IALS (Intermediate Approach Light (HIALS 420 – 719m) Single Source, System) Barrette BALS (Basic Approach Light Any other Approach Lighting System System) (HIALS, MIALS or ALS 210 – 419m) Any other Approach Lighting System NALS (No Approach Light System) (HIALS, MIALS or ALS < 210m) or No Approach Lights

DH or MDH Class or Lighting Facility
FALS IALS BALS NALS
See Item (5) above, about RVR < 750m
Feet Metres
200 - 210 550 750 1000 1200
211 - 220 550 800 1000 1200
221 - 230 550 800 1000 1200
231 - 240 550 800 1000 1200
241 - 250 550 800 1000 1300
251 - 260 600 800 1100 1300
261 - 280 600 900 1100 1300
281 - 300 650 900 1200 1400
301 - 320 700 1000 1200 1400
321 - 340 800 1100 1300 1500
341 - 360 900 1200 1400 1600
361 - 380 1000 1300 1500 1700
381 - 400 1100 1400 1600 1800
401 - 420 1200 1500 1700 1900
421 - 440 1300 1600 1800 2000
441 - 460 1400 1700 1900 2100
461 - 480 1500 1800 2000 2200
481 - 500 1500 1800 2100 2300
501 - 520 1600 1900 2100 2400
521 - 540 1700 2000 2200 2400
541 - 560 1800 2100 2300 2500
561 - 580 1900 2200 2400 2600
581 - 600 2000 2300 2500 2700
601 - 620 2100 2400 2600 2800
621 - 640 2200 2500 2700 2900
641 - 660 2300 2600 2800 3000
661 - 680 2400 2700 2900 3100
681 - 700 2500 2800 3000 3200
701 - 720 2600 2900 3100 3300
721 - 740 2700 3000 3200 3400
741 - 760 2700 3000 3300 3500
761 - 800 2900 3200 3400 3600
801 - 850 3100 3400 3600 3800
851 - 900 3300 3600 3800 4000
901 - 950 3600 3900 4100 4300
951 - 1000 3800 4100 4300 4500
1001 - 1100 4100 4400 4600 4900
1101 - 1200 4600 4900 5000 5000
1201 and above 5000 5000 5000 5000
Part A General
Chapter 8
Table8.1.4(7) RVR/CMV (See Table8.1.4(12)) vs DH/MDH
See Item (5) above, about
RVR < 750m

Part A General Chapter 8 Table8.1.4(8) Minimum and Maximum Applicable RVR/Converted Met Visibility (See Table8.1.4(12)) for all Instrument Approaches Down to CAT I Minima (Lower and Upper Cut-off Limits) Facility/Conditions RVR/CMV Aeroplane Category (m) A B C D ILS, MLS, GLS, PAR, Min According to Table8.1.4(7) GNSS/SBAS, Max 1500 1500 2400 2400 GNSS/VNAV NDB, NDB/DME, VOR, Min 750 750 750 750 VOR/DME, LOC, Max 1500 1500 2400 2400 LOC/DME, VDF, SRA, GNSS/LNAV with a procedure that fulfils the criteria in AMC4 CAT.OP.MPA.110, (a)(1)(ii) For Min 1000 1000 1200 1200 NDB, NDB/DME, VOR, Max According to Table8.1.4(7) if flown using the VOR/DME, LOC, LOC/ CDFA technique, otherwise an add-on of 200m for DME, VDF, SRA, Category A and B aeroplanes and 400m for GNSS/LNAV: Category C and D aeroplanes applies to the values • not fulfilling the in Table8.1.4(7) but not to result in a value criteria in in AMC4 exceeding 5000m. CAT.OP.MPA.110, (a)(1)(ii), or • with a DH or MDH ≥ 1200ft

Part A General Chapter 8 Table8.1.4(9) Failed or Downgraded Equipment – Effect on Landing Minima Operations without a Low Visibility Operations (LVO) Approval Failed or Downgraded Effect of Landing Minima Equipment CAT I APV, NPA ILS/MLS stand-by No effect transmitter APV – not applicable NPA with FAF: no effect unless Not allowed except if used as FAF Outer marker replaced by height If the FAF cannot be identified (e.g. check at 1 000ft no method available for timing of descent), non-precision operations cannot be conducted Middle marker No effect No effect unless used as MAPt RVR Assessment Systems No effect Approach lights Minima as for NALS Approach lights except the Minima as for BALS last 210m Approach lights except the Minima as for IALS last 420m Standby power for No effect approach lights Day: no effect; Edge lights, threshold lights and runway end lights Night: not allowed No effect if F/D, HUDLS Centreline lights or auto-land; No effect otherwise RVR 750m Centreline lights spacing No effect increased to 30m No effect if F/D, HUDLS Touchdown zone lights or auto-land; No effect otherwise RVR 750m Taxiway lighting system No effect FLT 3.11.9

Part A General Chapter 8 Table8.1.4(10) Failed or Downgraded Equipment – Effect on Landing Minima Operations with an LVO Approval Failed or Effect of Landing Minima Downgraded CAT IIIB Equipment CAT IIIB CAT IIIA CAT II (no DH) ILS/MLS stand-by Not allowed RVR 200m No effect transmitter Outer marker No effect if replaced by height check at 1000ft Middle marker No effect At least one RVR Assessment RVR value to On runways equipped with two or more RVR Systems be available on assessment units, one may be inoperative the aerodrome Not allowed for operations with Approach lights No effect Not allowed DH >50ft Approach lights except No effect Not allowed the last 210m Approach lights except No effect the last 420m Standby power for No effect approach lights Edge lights, threshold Day: no effect Day: no effect lights and runway end No effect Night: RVR Night: not lights 550m allowed Day: RVR Day: RVR 300 Day: RVR 350 200m m m Centreline lights Not allowed Night: RVR Night: not Night: RVR 550m (400 m allowed 400m with HUDLS or auto-land) Centreline lights spacing increased to RVR 150m No effect 30m Day: RVR Day: RVR 300m 200m Touchdown zone lights No effect Night: RVR Night: RVR 550m, 350m with 300m HUDLS or auto-land Taxiway lighting No effect system

Lighting Elements in Operation RVR/CMV = Reported Met. Visibility ×
Day Night
HI approach and runway lighting 1•5 2•0
Any type of lighting installation other than above 1•0 1•5
No lighting 1•0 Not applicable
Part A General
Chapter 8
Note: Conditions applicable to Table8.1.4(9) and Table8.1.4(10) :
1. Multiple failures of runway/FATO lights other than indicated in Table8.1.4(10)
are not acceptable;
2. Deficiencies of approach and runway/FATO lights are treated separately;
3. For CAT II and CAT III operations, a combination of deficiencies in runway/FATO
lights and RVR assessment equipment are not permitted; and
4. Failures other than ILS and MLS affect RVR only and not DH.
Visual Approach
FLT 3.6.5
The minimum RVR for a visual approach is 800metres.
Conversion of Reported Meteorological Visibility to RVR/CMV
1. Conversion of meteorological visibility to RVR/CMV conversion
must not be used for take-off, for calculating any other required RVR
minimum less than 800m, or when reported RVR is available.
Note: If the RVR is reported as being above the maximum value
assessed by the aerodrome operator, e.g. “RVR more than
1500metres”, it is not considered to be a reported value for
the purpose of this paragraph.
2. When converting meteorological visibility to RVR in all other
circumstances than those in subparagraph (1) above, the following
Table is used:
Table8.1.4(11) Conversion of Met Visibility to RVR/CMV
Any type of lighting installation
1•0 1•5
other than above
Single-Pilot Operation
For precision approaches involving single-pilot operations, the minimum
RVR may not be less than 800metres unless a suitable autopilot, coupled
to an ILS, or MLS is in use in which case the RVR in Table8.1.4(7) may
be used. In this case, the DH must be not less than 1.25× the minimum
use height for the autopilot. (In the case of the BN2 the DH is therefore
250ft i.e. AFM 200ft coupled minimum ×1.25).

Part A General Chapter 8 Commencement and Continuations of an Approach Procedure Before commencement or continuation of an approach to make a safe landing and prevent runway excursion the crew shall determine that: • The crew is qualified for the approach, for e.g., CAT II or if an RNP. • On-board equipment serviceable as required for the approach, see OM A/B for reference. • Approach performance assessment with runway surface condition info available does indicate that a safe landing can be made. If not fulfilled, approach shall not be continued below 1000’ AGL. • Ground based equipment serviceable as required; refer to NOTAMs and ATIS etc. • The weather at the aerodrome intended to be used should not prevent a safe approach, landing or missed approach. 1. The crew may commence an instrument approach regardless of the reported RVR/VIS. 2. If the reported RVR/VIS is less than the applicable minimum the approach shall not be continued: • below 1000ft above the aerodrome; or • into the final approach segment in the case where the DA/H or MDA/H is more than 1000ft above the aerodrome. 3. Where the RVR is not available, RVR values may be derived by converting the reported visibility. 4. If, after passing 1000ft above the aerodrome, the reported RVR/VIS falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. 5. The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the visual reference adequate for the type of approach operation and for the intended runway is established at the DA/H or MDA/H and is maintained. 6. The touchdown RVR shall always be controlling. If reported and relevant, the midpoint and stop end RVR shall also be controlling. The minimum RVR value for the midpoint shall be 125m or the RVR

Aeroplane Category
A B C D
MDH (ft) 400 500 600 700
Minimum Meteorological Visibility (m) 1500 1600 2400 3600
Part A General
Chapter 8
required for the touchdown zone if less, and 75m for the stop end.
If touchdown RVR is not reported, then the midpoint RVR shall be
the controlling RVR.
Note: “Relevant”, in this context, means that part of the runway
used during the high-speed phase of the landing down to a
speed of approximately 60 knots.
Visual Manoeuvring (Circling)
Visual manoeuvring (circling) is the term used to describe the visual phase
of an instrument approach required to position an aeroplane for landing on
a runway which is not suitably located for a straight-in approach. The
minimum MDH and visibility which are required for visual manoeuvring are
as given in Table8.1.4(12) below.
Table8.1.4(12) Minimum Visibility and MDH for Circling vs
A B C D
Circling with prescribed tracks is an accepted procedure within the
meaning of this paragraph.
a. Circling
i. Minimum Descent Height (MDH). The MDH for circling shall
be the highest of:
a. The published circling OCH for the aeroplane category;
or
b. The minimum circling height derived from
Table8.1.4(12) above; or
c. The DH/MDH of the preceding instrument approach
procedure.

Part A General Chapter 8 ii. Minimum Descent Altitude (MDA). The MDA for circling shall be calculated by adding the published aerodrome elevation to the MDH, as determined by (i) above.

Note: Minimum Descent Altitude, in order to provide for a Decision Altitude when conducting a continuous descent non-precision approach is type specific and is shown in Part B. iii. Visibility. The minimum visibility for circling shall be the highest of; a. The circling visibility for the aeroplane category, if published; or b. The minimum visibility derived from Table8.1.4(12) above; or c. The RVR/CMV derived from Table8.1.4(7) and Table8.1.4(8) for the preceding instrument approach procedure. b. Visual Approach The minimum RVR for a visual approach is 800metres. Loganair minimum In Flight Visibility for a visual approach is 3km. c. Missed Approach The missed approach procedure to be carried out is the one applicable to the instrument approach runway unless another procedure is prescribed. Once the aeroplane has left the instrument procedure and commenced circling, an initial climbing turn towards the runway and overhead the aerodrome will be made, where the aeroplane will then establish in a climb on the missed approach track of the instrument approach runway. Because of the variability of circling procedures other patterns may be needed at different stages in order to keep the aeroplane in a safe area and to establish the missed approach track. If the instrument approach procedure is carried out with the aid of an ILS, the Missed Approach Point (MAPt) associated with an ILS procedure without glide path (GP out procedure) should be taken into account.

Part A General Chapter 8 d. Instrument Approach followed by Visual Manoeuvring (Circling) without prescribed Tracks i. Before visual reference is established, but not below Company circling DA (Normally MDA + 50' for a non precision approach). The flight must follow the corresponding instrument approach procedure. ii. Visual Reference must be obtained at the Company Circling DA otherwise a missed approach must be flown. Once visual reference has been obtained the approach should not continue unless: a. The commander estimates that, in all probability, visual contact with the runway or runway environment will be maintained during the entire procedure. b. The commander estimates that his aircraft is within the circling area before commencing circling; and c. The commander is able to determine his aircraft’s position in relation to the runway with the aid of the external references. iii. If the conditions in paragraph (d)(ii) above are not met, a missed approach must be carried out in accordance with the instrument approach procedure. iv. After the aeroplane has left the track of the corresponding instrument approach procedure, the flight phase outbound from the runway should be limited to the distance, which is required to align the aeroplane for the final approach. Flight manoeuvres should be conducted within the circling area and in such a way that visual contact with the runway or runway environment is maintained at all times. v. Flight manoeuvres must be carried out at an altitude/height, which is not less than the circling minimum descent altitude (MDA). vi. Descent below MDA must not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone.

Part A General Chapter 8 e. Instrument Approach followed by a Visual Manoeuvring (Circling) with prescribed Track i. Before visual reference is established, but not below Company circling DA (Normally MDA + 50' for a non precision approach). The flight must follow the corresponding instrument approach procedure. ii. Visual Reference Must be obtained at the Company Circling DA otherwise a missed approach must be flown. iii. The aeroplane must be established visually in level flight at MDA and the instrument approach track determined by the radio navigation aids maintained. At the divergence point, the aeroplane should leave the instrument approach track and the published routing and heights must be followed. iv. If the divergence point is reached before the necessary visual reference is acquired, a missed approach procedure should be initiated not later than the MAPT and carried out in accordance with the instrument approach procedure. v. The instrument approach track determined by radio navigation aids should only be left at the prescribed divergence point when only the published routing and heights should be followed. vi. Unless otherwise specified in the procedure, final descent must not be initiated until the threshold of the runway to be used has been identified and the aeroplane is in a position to continue with a normal rate of descent and land within the touchdown zone. Collision Avoidance – Limitations of See and Avoid Principles Company operations should always make full use of the Air Traffic Services available. When operating Outside Controlled Airspace a Deconfliction or Traffic Service should always be requested when the ATS provider is radar equipped. Maximum use must be made of onboard TCAS and Transponder systems where fitted. When operating in Visual Flight Conditions (VMC) crews must maintain an adequate lookout in order to take early action in the event of a potential conflict with other traffic. Guidance is given below on the principles of See and Avoid and its limitations. • See and avoid is of particular significance when manoeuvring and operating in busy airspace especially where no radar service is available.

Part A General Chapter 8 • Lookout must be carried out in a disciplined, consistent and effective manner. • A system of ‘block searching’ where the scan is broken into segments of approximately 10 degrees, involving a pause to allow proper eye focusing, is most successful as the fixation periods are more likely to detect targets in the scan area. This technique also helps pick up moving targets in the peripheral areas of vision. • If a target is picked up it will require to be brought into focus to determine its movement relative to your aircraft. Targets which maintain a constant bearing are liable to present a collision threat and appropriate evasive action must be decided upon and initiated. • Particular care should be taken when initiating turns to ensure the area being turned into does not contain any potential conflicts. • A balance will have to be sought between internal and external scanning especially during manoeuvring to ensure aircraft performance does not stray outside parameters. This ability to scan between the external and internal environment is itself a key piloting skill when flying visually. A suitable division of labour between PF and PM can assist with this. • ‘Selective’ listening to ATC transmissions to other traffic can assist in building a suitable mental picture of where other traffic is located.

Part A General Chapter 8 Limitations of See and Avoid Factors such as flight deck workload, physical and environmental conditions as well as limitations on the human visual system can all affect the ability to carry out effective use of see and avoid principles above. Individual quality of vision will depend on distribution of light sensitive cells, cones and rods within the central and peripheral retina. Ambient light levels will affect which area of the retina has the best sharpness of vision (acuity). During the day the central part of the retina (fovea) has the greatest acuity while at night it is the peripheral retina which has the best acuity. Objects are generally detected first in peripheral retina and identified following fixation on the fovea. Each eye has a normal blind spot where the optic nerve exits the eyeball. This is normally countered by the visual range of the other eye but where this is obstructed, for instance by a window post, then objects in the blind spot will not be visible. Bearing in mind that a potential conflict remains stationary in the visual field the danger of remaining focused on any particular area where the blind spot is a factor could potentially mask a conflicting aircraft. Lack of visual stimulus can cause ‘empty field myopia’ where the eye muscles relax and the lens fails to focus on distant objects. Without constant scanning of the field of vision the eyes may fail to sense distant object motion. Dirty or contaminated windscreens and available field of view will obviously result in reduction in see and avoid as will distractions and ineffective scan patterns. Trials in the USA have indicated that even when two pilots are actively looking for traffic they can fail to sight potential conflicts. Pilots also need to be aware of assuming that ATC are providing separation when they may not be. Ambient light levels and weather conditions such as mist haze or drizzle and aircraft colouring in relation to background can all contribute to difficulty seeing other traffic. In summary: • Be aware of the limitations of see and avoid. • Remember to fly the aircraft, watch power, speed and altitude. • Scan in short segments, pausing to allow focusing on objects of interest. • Be aware of peripheral moving objects. • Objects which appear to be stationary may be potential conflicts. • Use ATC inputs to help build situational awareness of other traffic. Class F and G Airspace Considerations

Part A General Chapter 8 Much of the Loganair operating network involves flight in UK Class F and G Airspace and that Air Traffic provisions fall under the auspices of Air Traffic Services Outside Controlled Airspace (ATSOCAS). Further details of ATSOCAS and the service levels available can be found in the Loganair Operations Manual PartC Section11.9. It is important to note that outside of Controlled Airspace there are a range of other users including Military and General Aviation and that there is no requirement for these to receive or participate in any Air Traffic Service (ATS) within Class F or G airspace. This means that other users may be encountered unannounced at any time in IMC or VMC, including when operating on Class F Advisory Routes (ADR’s) as these are not airways and are therefore not Controlled Airspace. It is vital that pilots operating on the Company route structure understand this limitation and maintain a high level of awareness either through visual scanning or use of TCAS (ACAS II) to improve situational awareness. These should be used together for active scanning particularly in areas where there are known high levels of Military or General Aviation traffic which may not be participating in any ATS. See and avoid and the use of TCAS is discussed in Collision avoidance and 8.3.7 of this manual respectively. The action to be taken in the event of any ‘Avoiding Action’ being required is detailed in Section 8.3.9 of this manual. Pilots must also familiarise themselves with the expanded information contained within PartC Section11.9 (Air Traffic Services Outside Controlled Airspace) and PartC Section11.10 (Military Flying and the Highlands Restricted Area) of the Loganair Operations Manual Part C Route Guide as part of their Company Conversion Course during General Ground School and Command Upgrade Training.

Part A General Chapter 8

8.1.5 En-route Operating Minima for VFR Flights or VFR

Portions of a Flight FLT 3.11.64 Aeroplanes in Categories A and B, may be operated under VFR in visibilities of less than 5km, but not less than 3km, in Class G airspace provided that the IAS is 140 knots or less. Special VFR flights shall not be commenced when the visibility is less than 3km and not otherwise conducted when the visibility is less than 1.5km. All flights are to be conducted in accordance with Rules 24 to 27 inclusive, as appropriate, of the Rules of the Air Regulations currently in force. Airspace A B C D E FG class (Note 1) Above 900 At and below 900m (3000ft) AMSL or (3000ft) AMSL or above 300m 300m (1000ft) above (1000ft) above terrain, whichever is the terrain, whichever higher is the higher Distance 1500m horizontally Clear of cloud and in from cloud 300m (1000ft) vertically sight of the surface Flight 8km at and above 3050m (10,000ft) 5km (Note 3) visibility AMSL. (Note 2) 5km below 3050m (10,000ft) 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, FL 100 should be used in lieu of 10000ft. Note 3: Cat A and B aeroplanes may be operated in flight visibilities down to 3000m, provided the appropriate ATS authority permits use of a flight visibility less than 5km, and the circumstances are such, that the probability of encounters with other traffic is low, and the IAS is 140kts or less. Night Visual Approaches Visual approaches at night carry a considerably higher risk than during daylight hours. There have been numerous instances of Controlled Flight into Terrain accidents during night visual approaches. Disorientation, optical illusions and sensory upsets can all lead to undesirable aircraft states. In order to ensure safety margins are not compromised, while still achieving some commercial and operating flexibility the following considerations must be applied to Night Visual Approaches.

Part A General Chapter 8 Night approaches should be avoided unless required for practical reasons. Visual Approach at airfields without radar services Aircraft must not descend below MSA until within the prescribed circling area. (Cat B = 2.66nm, Cat C = 4.2 nm, Cat D = 5.28nm) Aircraft must not descend below published Circling Minima until within 15degrees of centreline and able to follow the visual approach guidance (PAPI/VASIs). Visual Approach at airfields with radar services When radar vectoring is taking place aircraft may be descended, by ATC only, in accordance with the relevant airfield radar vectoring chart. This may involve descent below MSA. If the aircraft subsequently becomes visual then the above criteria must be applied i.e. further descent below the cleared level or altitude can only be carried out within the prescribed circling area to circling minima and below circling minima when established within 15degrees of final approach track and able to follow the visual approach guidance.

8.1.6 Presentation and Application of Aerodrome and

En-route Operating Minima Presentation Specific minima for a given aerodrome is shown in Navblue and in the discrete approach folder. If Navblue does not contain such information for a particular aerodrome, the details will be included in the commanders flight brief. For precision approaches, minima are listed in terms of Decision Altitude and RVR. For non-precision approaches, minima are listed in terms of Minimum Descent Altitude and RVR. For circling approaches, the Minimum Descent Altitude will be shown together with a minimum In-Flight Visibility (IFV). Application A commander is not permitted to operate to minima which are lower than those published in Navblue, calculated in accordance with paragraphs

8.1.4 and 8.1.5, above, or notified by the state which controls the aerodrome in question. Before commencing take-off a commander must satisfy himself that the RVR or visibility required for take-off is equal to or exceeds the applicable minima. (Detail of long term increments will be found in PartC, for short-term increments NOTAMS must be consulted). A commander may nevertheless elect to operate to higher minima than

Part A General Chapter 8 those established by any of these means if he considers that under the circumstances of the flight to do otherwise might compromise the safety of his aeroplane or its passengers. Once the flight has started, the commander must be prepared to amend the intended minima for any aerodrome he is scheduled to use, in order to take account of any change in status of the relevant approach aids or aircraft systems which occur during the flight. The minima used must be in accord with aeroplane performance criteria and crew qualification. (See also Parts B and D.) Altitude Correction Chart Pressure altimeters are calibrated to indicate true altitude under ISA conditions. In the case where the temperature is higher than ISA the true altitude will be higher than the figure indicated by the altimeter and the true altitude will be lower when the temperature is lower than ISA. The altimeter error may be significant under conditions of extremely low temperatures. Maximum Distance from an Adequate Aerodrome for 2 Engined Aircraft without ETOPs Approval (UK CAA Ops CAT.OP.MPA.140) Performance A aircraft, such as the ATR and EMB, are not to be operated over a route which contains a point further than 60 minutes at the one engined inoperative cruise speed (TAS). Performance A aircraft, such as the DHC 6 (<19pax), are not to be operated over a route which contains a point further than 120 minutes at the one engined inoperative cruise speed (TAS). Performance B aircraft, such as the BN2 Islander are not to be operated over a route which contains a point further than 120 minutes at the one engined inoperative cruise speed (TAS) or 300nm whichever is the less. The one engined inoperative speed (TAS) is based upon the true airspeed that the aeroplane can maintain with one-engine-inoperative but not exceeding VMO. Speeds for individual types are listed in the respective Part B.

Part A General Chapter 8

8.1.7 Methods for Interpretation of Meteorological

Information All flight crew members are required to develop and maintain a sound working knowledge of the system used for reporting aerodrome actual and forecast weather conditions and of the codes associated with it. Some of the codes (e.g. for wind velocity) use the same figures as the values being reported; thus, a wind blowing from 280° at 15knots is reported as 28015KT. Some of the more important codes, however, use lettered abbreviations which can become particularly significant when flight crews are attempting to assess whether conditions at a particular destination or alternate will be above Company minima at the planned time of arrival. The various codes are discussed briefly in the following paragraphs. Routine actual weather reports (METARs) are compiled half-hourly or hourly at fixed times while the aeronautical meteorological station is open. They may include the following terms to clarify the codes used in reporting the various elements: a. Prevailing Visibility ‘Prevailing visibility is the visibility value that is reached or exceeded within at least half the horizon circle or within at least half of the surface of the aerodrome. These areas could comprise contiguous or non-contiguous sectors’. i. The prevailing visibility will be reported; • If the visibility in one direction, which is not the prevailing visibility, is less than 1500m or less than 50% of the prevailing visibility, the lowest visibility observed will be reported and its general direction in relation to the aerodrome indicated by reference to one of the eight points of the compass. If the lowest visibility is observed in more than one direction, then the most operationally significant direction will be reported. • When the visibility is fluctuating rapidly and the prevailing visibility cannot be determined, only the lowest visibility is reported, with no indication of direction. ii. Forecasters will forecast the prevailing visibility in TREND forecasts and TAFs. However, when the visibility is forecast to vary in different directions and the prevailing visibility cannot be forecast, only the lowest forecast visibility will be included.

Part A General Chapter 8 iii. When assessing prevailing visibility it is necessary to mentally divide the horizon circle into as many sectors of equal visibility as needed to measure the differing visibilities, as in the following example: Good visibility in this sector. Visibility affected by smoke in 12km 4km the distance in this sector. 8km 6km Visibility affected by low sun in this sector. Prevailing visibility = 8 kilometres iv. Prevailing visibility is the visibility value which is reached or exceeded within at least half the horizon circle or within at least half of the surface of the aerodrome; in the above example, the visibility value which is reached within at least half the horizon circle is 8km (the area covered by the 8km and 12km visibility sectors). v. The lowest visibility is also reported in the METAR when it is less than 1500m (providing it is not the prevailing visibility) or less than 50% of the prevailing visibility, along with its general direction. In the above case, the lowest visibility (4km) is not reported, as it is not less than 50% of the prevailing visibility. vi. Note: • RVR is included in the METAR whenever the lowest visibility is less than 1500m; • Present weather phenomena such as smoke, mist and fog should be included in the METAR report if the prevailing visibility (or minimum visibility, if reported) reaches the criteria for inclusion of that particular weather group (i.e. 5000m or less for smoke, mist, haze and less than 1000m for fog and freezing fog). Note that present weather codes for fog patches (BCFG), fog covering a partial part of the aerodrome (PRFG) and fog in the vicinity of the aerodrome (VCFG) may be reported whatever the visibility reported. vii. Operational Implications Prevailing Visibility – Verbal reports of visibility will be passed without reference to the term ‘prevailing visibility’.

Part A General Chapter 8 b. Runway Visual Range (RVR) The maximum upper limit of runway visual range that may be reported in the METAR is 2000m. An RVR group has the prefix R followed by the runway designator, then an oblique stroke followed by the touchdown zone RVR in metres. If the RVR is assessed simultaneously on two or more runways, the RVR group will be repeated; parallel runways will be distinguished by the addition of L, C or R after the runway designator to indicate the left, central or right parallel runway respectively, e.g. ‘R24L/1100 R24R/1150’. When the RVR is greater than the maximum value, which can be assessed, or more than 2000metres, the group will be preceded by the letter P, followed by the lesser of these two values, e.g. ‘R24/ P1500’. When the RVR is less than the minimum value which can be assessed, the RVR will be reported as ‘M’ followed by the minimum value that can be assessed, e.g. ‘R24/M0050’. c. Cloud Up to four cloud groups may be included, in ascending order of their bases. Each group consists of three letters to indicate the amount (FEW = 1to 2oktas, SCT, or scattered = 3to4oktas; BKN, or broken, = 5to7oktas, and OVC, or overcast = 8oktas) and three figures indicating the height of the base of the cloud layer in hundreds of feet above aerodrome level. Apart from significant convective clouds (CB = cumulo-nimbus; TCU = towering cumulus) cloud types are not indicated. Cloud layers or masses are reported such that the first group represents the lowest individual layer of any amount; the second group is the next individual layer of more than 2oktas; the third group is the next higher layer of more than 4oktas, and the additional group, if any, represents significant convective cloud, if not already reported, e.g. ‘SCT010 SCT015 SCT018CB BKN025’. Cloud information in the METAR will be limited to cloud operational significance i.e. cloud below 5000ft or the highest minimum sector altitude (whichever is the greater) and towering cumulus and cumulonimbus (TCU or CB) at any height. If there are no clouds of operational significance, no TCU or CB and the abbreviation CAVOK is not appropriate, the abbreviation NSC (no significant cloud) will be used.

Part A General Chapter 8 d. CAVOK and SKC ‘CAVOK’ will replace the visibility, RVR, weather and cloud groups when the visibility is 10km or more; there is no cloud below 5000ft or below the highest MSA, whichever is the greater, and no cumulo-nimbus; and there is no precipitation, thunderstorm, shallow fog or low, drifting snow. If any of these conditions are not met, but there is no cloud to report, then the cloud group is replaced by ‘SKC’ (sky clear). e. Air Temperature and Dewpoint The air temperature and dewpoint are shown in degrees Celsius, separated by an oblique stroke. A negative value is indicated by an ‘M’ in front of the appropriate digits, e.g. 10/03 or ‘01/M01’. f. Pressure Setting The QNH is rounded down to the next whole hectopascal and reported as a four-figure group preceded by the letter ‘Q’. If the QNH value is less than 1000hPa, the first digit will be ‘0’, e.g. ‘Q0993’. g. Recent Weather Operationally significant weather which has been observed since the previous observation, but which was not current at the time of the present observation, will be reported using the standard present weather code preceded by the indicator ‘RE’, e.g. ‘RETS’. Only RESHGS, RESHGR, REPL may be used to report recent small hail/snow pellets, recent hail and recent ice pellets respectively. h. Windshear A windshear group may be included if windshear is reported along the take-off or approach paths in the lowest 1600ft with reference to the runway in use. ‘WS’ is used to begin the group as in the examples: ‘WS TKOF RWY20’, ‘WS LDG RWY20’. i. Runway State When snow or other runway contamination is present, an eight- figure group may be added at the end of the METAR. Details of the codes are included as AppendixD to this Part.

Part A General Chapter 8 j. Trend A trend group is added when significant changes in conditions are forecast to occur during the two hours following the time of observation. The codes ‘BECMG’ (becoming) or ‘TEMPO’ (temporarily) are used, and may be followed by a time group (in hours and minutes UTC) preceded by one of the indicators ‘FM’ (from), ‘TL’ (until) or ‘AT’ (at). These are followed by the expected change using the standard codes, e.g. ‘BECMG FM 1100 250/ 35G5OKT’ or ‘TEMPO FM 0630 TL0830 3000 SHRA’. Where no such significant changes are expected, the trend group will be replaced by the word ‘NOSIG’. k. Corrections to METAR Will be indicated by the use of METAR COR before the ICAO location indicator in the body of METAR message. l. Automatic Observations Fully automated METAR reports from automatic observing systems may be produced and disseminated (with the prior permission of the Met Authority), when an aerodrome is closed or, at H24aerodromes, when the accredited meteorological observer is on a duty break overnight. The limitations of the observing equipment used for such observations shall be indicated through the use of additional codes: i. The code ‘AUTO’ shall be inserted between the date/time of the report group and the wind group. ii. ‘NDV’ (no directional variation reported) shall indicated that no visibility variations will be reported in the automatic observation. iii. If the present weather sensor is unable to determine the state or form of the precipitation, ‘UP’ (unidentified precipitation) or ‘FZUP’ (freezing unidentified precipitation), together with any intensity qualifiers, shall be reported as appropriate. iv. The inability of the system to detect towering cumulus or cumulonimbus shall be indicated by three slashes (///) after each cloud group of cloud amount and height. v. The letters ‘NCD’ (no cloud detected) shall be used to indicate that the observing system has determined that there are no clouds below 5000ft.

Part A General Chapter 8 m. Unserviceable Automatic Observing Equipment Unserviceable automatic observing equipment shall be indicated by an appropriate number of slashes (/) in the AUTO METAR. If present weather cannot be detected due to unserviceable or missing present weather sensors, the lack of present weather information should be indicated by two slashes (//). However, if the present weather sensor is serviceable but not detecting any present weather, then no present weather group should be reported in the METAR. n. Non Routine Special Met Report A non-routine special met report shall be issued when the air temperature changes by 2.0degrees from that given in the last report. Aerodrome Weather Forecasts (TAFs) Aerodrome weather forecasts (TAFs) are usually issued to describe the forecast conditions at an aerodrome covering a period of 9 to 24hours. The validity periods of many of the longer forecasts may not start for up to 8hours after the time of origin and the forecast details only cover the last 18hours. The 9-hour TAFs are updated and re-issued every 3hours, and those valid for 12 and 24hours, every 6hours. Amendments are issued as and when necessary. A TAF may be sub-divided into two or more self-contained parts by the use of the abbreviation FM (from) followed by the time UTC to the nearest hour, expressed as two figures. Many of the groups used for METARs are also used in the TAFs, but differences are noted below: a. Validity Period. Whereas a METAR is a report of conditions at a specific time, the TAF contains the date and time of origin, followed by the start and finish times of the validity period in whole hours UTC. E.g. TAF EGLL 130600Z (date and time of issue) 0716 (period of validity 0700 to 1600 hours UTC). b. Horizontal Visibility. The minimum visibility only is forecast; RVR is not included. c. Weather. If no significant weather is expected, the group is omitted. After a change group, however, if the weather ceases to be significant, the abbreviation NSW (no significant weather) will be inserted.

Part A General Chapter 8 d. Cloud. Cloud forecasts in the TAF will be limited to cloud of operational significance i.e. cloud below 5000ft or the highest minimum sector altitude (whichever is the greater) and towering cumulus and cumulonimbus (TCU of CB) at any height. If the abbreviation CAVOK is not appropriate and there are no clouds of operational significance and no TCU or CB expected, the abbreviation NSC (no significant cloud) will be used. e. Significant Changes. In addition to FM and the time (see TAF’s above) significant changes may be indicated by the abbreviation BECMG (becoming) or TEMPO (temporarily). BECMG is followed by a four-figure group indicating the beginning and ending of the period in which the change is expected to occur. The change in the forecast conditions is expected to be permanent, and to occur at an unspecified time within this period. ‘TEMPO’ will similarly be followed by a four figure time group; it indicates a period of temporary fluctuations in the forecast conditions which may occur at any time within the stated period. The ‘TEMPO’ conditions are expected to last less than one hour in each instance, and in aggregate, less than half the period indicated. f. Probability. The probability of a significant change occurring will be given as a percentage, but only 30% and 40% will be used. The abbreviation PROB will precede the percentage, which will be followed by a time group, or a change and time group. E.g. ‘PROB’ 30 0507 0800FG BKN004’, or PROB40 TEMPO 1416 TSRA BKN010CB’. g. Amendment of a TAF. Will be indicated by the use of TAF AMD before the ICAO location indicator in the body of the TAF. The amendment will cover the remainder of the validity period of the original forecast. h. Correction to a TAF. Will be indicated by the use of TAF COR before the ICAO location indicator in the body of the TAF. i. Cancellation of a TAF. If a gap of more than one hour between METAR reports occurs, or if key elements are missing from the report, the TAF will be cancelled. The aerodrome meteorological forecaster will issue the TAF cancellation message. An example is given below: TAF AMD EGZZ 021420Z 021322 CNL Sources of Meteorological Information Normally meteorological information is provided in the United Kingdom by AIS at most airfields. In certain cases meteorological information is not available from AIS due to airfields not being manned at the Flight Planning

Part A General Chapter 8 stage, or in the case of the Republic of Ireland meteorological information is not always available via AIS. Normally Operations staff will provide the required meteorological information not available via AIS. Automated Reports (United Kingdom Airfields Only) Automated weather reports are available when airfields are closed or unmanned by a Met Observer. These reports are available on the Met Office Website www.metoffice.gov.uk or via automated telephone lines for: Airfield Telephone Number Benbecula 01870 604818 Campbeltown 01224 407560 (Aberdeen Met Office) Edinburgh 0131 339 2823 Glasgow 0141 887 7449 Inverness 01667 464255 Islay 01224 407560 (Aberdeen Met Office) Kirkwall 01856 878476 Sumburgh 01950 461037 Stornoway 01851 707444 Wick 01955 607596

Note: BYTRON or AVBRIEF services. Republic of Ireland Local Area Forecasts (LAFs) are available from Shannon Met Office for: Galway Carrickfin Kerry Sligo Waterford Shannon Met Office will fax the Local Area forecasts for the above airfields on request. The contact number for Shannon Met office is 00 353 61 712 950.

Part A General Chapter 8 Meteorological Reports – Special Aircraft Observations Crews should be aware that Special Aircraft Observations are required whenever: a. Severe turbulence or severe icing is encountered; or b. Other meteorological conditions are encountered which, in the opinion of the pilot-in-command, might affect the safety or markedly affect the efficiency of other aircraft operations, for example, other en-route weather phenomena specified for SIGMET messages, or adverse conditions during the climb-out or approach not previously forecast or reported to the pilot-in-command; or c. Exceptionally, they are requested by the meteorological office providing meteorological service for the flight; in which event the observation should be specifically addressed to that meteorological office; or d. Exceptionally, there is an agreement to do so between the Meteorological Authority and Loganair.

8.1.8 Determination of the Quantities of Fuel & Oil to be

carried FLT 3.7.1, 3.7.2, 3.7.9, 3.7.10 Fuel and Oil Supply A Commander shall only commence a flight or continue in the event of in-flight re-planning when he/she is satisfied that the aeroplane carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions. Based on the appropriate consumption figures for the stage of flight as contained in Part B of the manual for the specific aeroplane type, the fuel on board at the start of each flight must be sufficient to cover the elements listed in the following paragraphs. Basic Procedure The usable fuel to be on board for departure must be the sum of: a. Taxi fuel, which shall not be less than the amount, expected to be used prior to take-off. Local conditions at the departure aerodrome shall be taken into account.

Part A General Chapter 8 b. Trip fuel, which shall include: i. Fuel for take-off and climb from aerodrome elevation to initial cruising level/altitude, taking into account the expected departure routing; and ii. Fuel from top of climb to top of descent, including any step climb/descent; and iii. Fuel from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and iv. Fuel for approach and landing at the destination aerodrome. c. Contingency fuel which shall be the higher of (i) or (ii) below: i. Either: a. 5% of the planned trip fuel or, in the event of in-flight re-planning, 5% of the trip fuel for the remainder of the flight; or b. Not less than 3% of the planned trip fuel or, in the event of in-flight re-planning, 3% of the trip fuel for the remainder of the flight, provided that an en-route alternate aerodrome is available. The en route alternate shall be located within a circle having a radius equal to 20% of the total flight plan distance, the centre of which lies on the flight planned route at a distance from the destination of 25% of the total flight planned distance, or at least 20% of the total flight planned distance plus 50nm, whichever is greater. All distances are to be calculated in still air conditions (see Figure8.3). ii. An amount to fly for five minutes at holding speed at 1500ft (450m), above the destination aerodrome in Standard Conditions.

Note: influence on the fuel used to the destination aerodrome can be foreseen. Consequently contingency fuel is carried to compensate for items such as: • Deviations of an individual aeroplane from the expected fuel consumption data; • Deviations from forecast meteorological conditions; and • Deviations from planned routings and/or cruising levels/ altitudes.

Part A General Chapter 8 d. Alternate fuel which shall include: a. Fuel for a missed approach from the applicable MDA/DA at the destination aerodrome to missed approach altitude, taking into account the complete missed approach procedure; and b. Fuel for climb from missed approach altitude to cruising level/ altitude, taking into account the expected departure routing; and c. Fuel for cruise from top of climb to top of descent, taking into account the expected routing; and d. Fuel for descent from top of descent to the point where the approach is initiated, taking into account the expected arrival procedure; and e. Fuel for executing an approach and landing at the destination alternate aerodrome. Note 1: If, two destination alternates are required, alternate fuel must be sufficient to cover the case of the alternate requiring the greater amount of fuel. Note 2: The departure aerodrome may be selected as a destination alternate. e. Final reserve fuel, which shall be: i. For aeroplanes with reciprocating engines, fuel to fly for 45minutes; or ii. For aeroplanes with turbine engines, fuel to fly for 30 minutes at holding speed at 1500ft (450m) above aerodrome elevation in standard conditions, on arrival at the destination alternate aerodrome or the destination aerodrome, when no destination alternate aerodrome is required. f. Extra fuel, which shall be at the discretion of the commander. Reduced Contingency Fuel (RCF) Procedure If pre-flight planning is to a destination 1 aerodrome (commercial destination) with an RCF procedure using a decision point along the route and a destination 2 aerodrome (optional refuel destination), the amount of usable fuel, on board for departure, should be the greater of 1. or 2. below: 1. The sum of: a. Taxi fuel.

Part A General Chapter 8 b. Trip fuel to the destination 1 aerodrome, via the decision point. c. Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision point to the destination 1 aerodrome. d. Alternate fuel or no alternate fuel if the decision point is at less than six hours from the destination 1 aerodrome and the requirements of CAT.OP.MPA.180(b)(2), are fulfilled. e. Final reserve fuel. f. Additional fuel; and g. Extra fuel if required by the commander. 2. The sum of: a. Taxi fuel. b. Trip fuel to the destination 2 aerodrome, via the decision point. c. Contingency fuel equal to not less than the amount calculated in accordance with (a)(3) above from departure aerodrome to the destination 2 aerodrome. d. Alternate fuel, if a destination 2 alternate aerodrome is required. e. Final reserve fuel. f. Additional fuel; and g. Extra fuel if required by the commander. Predetermined Point (PDP) Procedure If the flight is being planned to a destination alternate aerodrome where the distance between the destination aerodrome and the destination alternate aerodrome is such that a flight can only be routed via a predetermined point to one of these aerodromes, the amount of usable fuel, on board for departure, should be the greater of 1. or 2. below: 1. The sum of: a. Taxi fuel. b. Trip fuel from the departure aerodrome to the destination aerodrome, via the predetermined point. c. Contingency fuel calculated in accordance with (c) above.

Part A General Chapter 8 d. Additional fuel if required, but not less than fuel to fly for 30minutes at holding speed at 1500ft (450m) above the destination alternate aerodrome elevation in standard conditions, this should not be less than final reserve fuel; and e. Extra fuel if required by the commander. Isolated Aerodrome Procedure 1. Use of an isolated aerodrome as destination aerodrome with aeroplanes requires the prior approval by the Authority. 2. An isolated aerodrome is one for which the alternate and final fuel reserve required to the nearest adequate destination alternate aerodrome is more than: a. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel. 3. If the flight is being planned to an isolated aerodrome, the last possible point of diversion to any available En-route Alternate (ERA) aerodrome should be used as the predetermined point. Oil While the engine oil contents must obviously be sufficient to cover the same elements as those for the fuel. The commander is to ensure before flight that the engine oil contents are acceptable for the intended flight and between flights that no excess oil consumption has taken place.

Part A General Chapter 8 Figure8.3 Location of the 3% En-Route Alternate (3% ERA) aerodrome for the purposes of reducing contingency fuel to 3% Water Methanol (Not applicable)

Part A General Chapter 8 Maintenance of Fuel and Oil Carriage and Consumption Records a. Fuel consumption is recorded on sector record pages, which are passed to the airworthiness records section while fuel receipts are passed directly to accounts for reconciliation. b. Oil carriage and consumption will be recorded in the technical log and preserved with same.

8.1.9 Mass and Centre of Gravity

Definitions a. Dry Operating Mass (DOM) The total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as: i. Crew and crew baggage; ii. Catering and removable passenger service equipment; and iii. Portable water and lavatory chemicals. b. Maximum Zero Fuel Mass The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the Aeroplane Flight Manual limitations. c. Maximum Structural Landing Mass The maximum permissible total aeroplane mass upon landing under normal circumstances. d. Maximum Structural Take-off Mass The maximum permissible total aeroplane mass at the start of the take-off run. e. Passenger Classification i. Adults, male and female – persons of an age of 12 years and above. ii. Children – persons of two years and above but less than 12 years of age. iii. Infants – persons who are less than two years of age.

Part A General Chapter 8 f. Traffic Load The total mass of passengers, baggage and cargo, and carry-on specialist equipment, including any ballast. g. Holiday Charter A ‘charter flight solely intended as an element of a holiday travel package’ is a flight where the entire passenger capacity is hired by one or more charter(s) for the carriage of passengers who are travelling, all or in part by air, on a round – or circle – trip basis for holiday purposes. Categories of passengers such as Company personnel, tour operators’ staff, representatives of the press, JAA/ Authority officials etc can be included within the 5% alleviation without negating the use of holiday charter mass values. h. Verbal Statement A passenger mass established by a verbal statement by or on behalf of each passenger. This mass must then have added to it a specific constant, which accounts for hand baggage and clothing. These constants have been developed by route analysis and are included in the commander’s brief and will never be less than 4kg for clothing and 6kg for hand baggage (if carried). The Mass and Centre of Gravity of each Company aeroplane must be established before it is used for Commercial Air Transport, and all aircraft are to be reweighed after a period of not more than four years. A basic aircraft Mass and Centre of Gravity is to be recorded on the weighing report or Mass and Centre of Gravity schedule. These will be used to calculate the DOM and C of G for each aeroplane. Details of the weighings, together with appropriate role equipment and modifications, are to be found in the relevant Operations Manual Part B Type Specific. New aeroplanes are normally weighed at the factory and are eligible to be placed into operation without reweighing if the mass and balance records have been adjusted for alterations or modifications to the aeroplane. Aeroplanes transferred from one operator with an approved mass control programme to another operator with an approved programme need not be weighed prior to use by the receiving operator unless more than four years have elapsed since the last weighing. The individual mass and centre of gravity (CG) position of each aeroplane shall be re-established periodically. Unless specifically exempted by the CAA, the maximum interval of four years between weighings is defined by the requirements of UK CAA Ops CAT.POL.MAB.100.

Part A General Chapter 8 In addition, the mass and the CG of each aeroplane shall be re-established either by: a. Weighing; or b. Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen, whenever the cumulative changes to the dry operating mass exceed + 0.5% of the maximum landing mass or the cumulative change in CG position exceeds 0.5% of the mean aerodynamic chord. The mass of crew members and crew baggage to be included in the aeroplane DOM may be achieved using either standard masses or actual masses. Actual masses must be used for all other operating items to be included in the DOM. If the mass of engine oil has not been included in the calculation of basic aeroplane mass it must be included in the DOM. The effect of all the above items on the aeroplane C of G must be determined and taken into account. Standard masses may be used for passengers only when determining the aeroplane traffic load. Actual masses must always be used for baggage and cargo. Company policy is that standard masses for passengers will be utilised except when: a. There are instructions in the Commander’s Brief to use actual masses. b. It is expected that the passenger and baggage mass on the aeroplane will be significantly less than standard e.g. school trips. c. If a significant number of passengers on any flight is expected to exceed the standard mass, then actual mass must be used. d. The aircraft is contracted to BP on oil related charter work, in which case actual passenger masses must be used. Whenever the actual mass of passengers and or baggage is more than the standard mass then the actual masses must be used. Standard masses are shown in the Part B for each aircraft type. These standard masses include hand baggage and infants under two carried on laps. Actual mass must be used when taking freight or ballast in to account. The mass of the fuel load must be calculated using either actual density or standard density values of: | Action | Value | | --- | --- | | Gasoline | 0.71 | | Jet Fuel, Jet A-1 | 0.80 |

Maarten.Vanheuverswyn 21:08 UTC | N | 72° | 045° | 40° | 045° | | --- | --- | --- | --- | --- | | N | 35° | 037° | 30° | 006° | | N | 27° | 009° | 27° | 030° | | N | 67° | 030° | 72° | 010° | | N | 72° | 045° | | | | A | Company | mass | is | raised | | each | | carried | commercial | transport. | | is | to | | | as | | commander, | | must | the | for | | Part | | | | a | | balance | | | | | | standard | | | | are | | with | | | | of |

N 35° 037° 30° 006°
N 27° 009° 27° 030°
N 67° 030° 72° 010°
N 72° 045°
A Company mass is raised
each carried commercial transport.
is to as
commander, must the at
Part a
balance Where
standard are
with of
N 27° 009° 27° 030°
N 67° 030° 72° 010°
N 72° 045°
A Company mass is raised
each commercial transport.
is to as
commander, must the at
Part a
balance Where
standard plan are
with of
N 67° 030° 72° 010°
N 72° 045°
A Company mass is raised
each commercial transport.
is to as
commander, must the at
Part a
balance Where
standard plan are
with of
Jet Fuel, JP1....................................................................................0.79
Jet Fuel, JP4....................................................................................0.76
Oil.....................................................................................................0.88

Part A General Chapter 8 which the standard plan is based. Irrespective of whether a drop-line mass and balance document, a standard plan, a load calculator, or a computer programme is used in establishing the aeroplanes mass and C of G position, the final mass and balance document must contain details of the disposition of all loaded items, including fuel, and must indicate whether standard or actual mass values have been used. The person supervising the loading must confirm by signature that the load and its distribution are as stated on the mass and balance document, which must also contain the name of the person who prepared it. The mass and balance document must be acceptable to, and countersigned by the aeroplane commander. Details of any late alterations in the load must be passed to the commander, and entered in the last minute changes spaces on the mass and balance document. The commander must be advised whenever a non-standard method has been used for determining the mass of the traffic load. In addition the method employed must be stated in the mass and balance documentation.

8.1.10 ATS Flight Plan

FLT 3.7.5 Company policy is to plan and operate commercial air transport flights under Instrument Flight Rules (IFR) and in accordance with an IFR clearance at all times where possible. An ATS Flight Plan is to be submitted to the appropriate air traffic services unit for all flights for the purpose of commercial transport, except for those flights which will be conducted in accordance with the Visual Flight Rules (VFR) and are intended to take off and land at the same aerodrome. Flight plans are also to be filed for positioning flights, private flights and those carried out in the course of line training in accordance with PartD, whenever these are intended to follow a planned route to a destination other than the point of departure. Any changes in an ATS flight plan, are, when practicable, co-ordinated with the appropriate ATS unit before transmission to the aircraft by operations control personnel. Details of flights such as local area training flights or those involving air tests of aeroplanes or their systems are to be passed to the ATS unit (booking out). Such flights will be monitored by the Duty Officer in Operations. In the event that the aeroplane has not returned to the intended point of landing or informed Operations of any change to the plan, within an hour of its estimated time of return, the emergency services are to be alerted and the duty manager informed.

Part A General Chapter 8 The aeroplane commander is responsible for ensuring that a plan has been filed and that he is fully aware of the details. Crew Awareness and Interpretation of the ATS Flight Plan While the Operations Control Centre (OCC) is responsible for the filing and amendment of the ATS flight plan on behalf of the Loganair, it is essential that flight crew are familiar with its contents and are able to interpret it correctly. Flight crew must review the ATS flight plan during pre-flight preparation and understand how it reflects the intended routing, aircraft equipment status, and any operational restrictions that may apply to the flight. In particular, the crew should be attentive to specific entries in the ATS flight plan such as: • Non-RVSM routing or flight level restrictions where the aircraft is not RVSM-approved due to MEL/CDL limitations. • Flight level restrictions imposed by deferred defects or operational limitations (e.g. pressurisation, navigation, or performance constraints). • Equipment codes (Item 10) and remarks (Item 18) that may indicate deviations from standard capability or procedures. This understanding is critical to ensure alignment between the ATS flight plan filed with ATC, the Operational Flight Plan (PLOG), and the aircraft’s actual capabilities and planned operation. Further explanatory guidance, including an example ATS flight plan and decoding of relevant fields, is provided in OMC Section3.10 to support crew awareness and compliance with operational and regulatory expectations. In exceptional circumstances when unable to submit or close the ATS flight plan due to lack of ATS facilities or communication, the commander must ensure that a suitable person/agent is made responsible for alerting search and rescue services. This person/agent must be provided with at least the information to be included in a VFR flight plan together with the location, date and estimated time for re-establishing communications. The person/agent must notify the appropriate ATS or search and rescue facility if the aeroplane is overdue or missing. Lastly the above flight details must be retained at the departure aerodrome, or other suitable place until the completion of the flight.

Part A General Chapter 8 Further ATS flight plan details can be found in the OMC – Route Manual 3.10, Specimen ATS Flight Plan and Interpretation.

8.1.11 Operational Flight Plan

FLT 3.2.1, 3.7.5, 3.11.5 An operational flight plan (OFP) and Air Traffic Services (ATC) flight plan is generated for every intended flight. The PIC shall ensure timely notification to operations control of en route flight movement and/or significant deviation from the OFP. An Operational Flight Plan (OFP) should be used for all flights other than those intended to take-off and land at the same aerodrome. The OFP is normally prepared by the flight planning system controlled by the operations controller. The OFP may be downloaded by the flight crew or transmitted to them by the operations controller. The Commander is responsible for ensuring the items listed below are recorded and for gross error checking the accuracy of the OFP fuel calculation and flight planned route. An OFP may be completed by the flight crew by hand if necessary. For this purpose the required information may be passed to the flight crew by the operations control room. A pro-forma OFP should be used if available. OFPs are created by the Company flight planning system using forecast weather data and AFM fuel consumption and performance data. The following information is to be recorded: 1. Aeroplane registration; 2. Aeroplane type and variant; 3. Date of flight; 4. Flight identification; 5. Names of flight crew members; 6. Duty assignment of flight crew members; 7. Place of departure; 8. Time of departure: Actual Off Block time and Take off time (Off Block is when the aircraft first moves with the intention of conducting a fight; 9. Place of arrival (planned and actual);

Part A General Chapter 8 10. Time of arrival (actual landing and on-block time); 11. Flight time; 12. Type of operation (VFR, Ferry flight, etc.); 13. Route and route segments with checkpoints; waypoints, distances, time and tracks; 14. Planned cruising speed and flying times between check-points/ waypoints. Estimated and actual times overhead; 15. Safe altitudes and minimum levels; 16. Planned altitudes and flight levels; 17. Fuel calculations (records of in-flight fuel checks); 18. Fuel on board when starting engines; 19. Alternates(s) for destination and, where applicable, take-off and en-route, including information required in sub-paragraphs 12.,13.,14., and 15.; 20. Initial ATS Flight Plan clearance and subsequent re-clearance; 21. In-flight re-planning calculations; and 22. Meteorological information, not least destination and alternate airfield(s) and en-route airfields (if applicable). And any other relevant information. Items, which are readily available in other documentation or from an acceptable source or are irrelevant to the type of operation, may be omitted from the operational flight plan. All entries should be made concurrently and be permanent in nature. Post duty the completed flight plan (as signed by the PIC) should be contained within the flight envelope and filed in the crew room. A sample of the operational flight plan is referred to in Appendix E. For fleet specific completion information please refer to relevant OMB.

8.1.12 Aeroplane Technical Log

FLT 3.8.1, 3.8.2 Loganair is in the process of converting to an electronic technical log (ETL) – with a fleet by fleet. Details of the ETL can be found in Section8.9.

Part A General Chapter 8 The aeroplane 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 aeroplane to which the aeroplane technical log applies whilst that aeroplane is operating between scheduled visits to the base maintenance facility. In addition, it is used for recording operating information relevant to flight safety, exceedances of technical limitations during the flight and must contain maintenance data that the operating crew need to know. Examples of the Sector Record Page from the Technical Log are shown at Appendix F to this manual. Full Technical Log instructions (Workplace Instruction (WPI) CWG 46), including examples of correct completed entries are carried in Section 2 of the Technical Log. THE INSTRUCTIONS IN WPI CWG 46 ARE TO BE REFERRED TO WHENEVER THE CORRECT PROCEDURE IS IN DOUBT to ensure that entries are accurate and correct. FOR THE EMBRAER REFER TO WPI CWG 67, (SEE APPENDIX N). Workplace Instruction (WPI) CWG 67 is carried in Section 2 of the Embraer Technical Log. Each aircraft is required to carry a Technical Log, allocated against the specific aircraft registration. It is used to keep a record of flying times and landings, and represents an immediate reflection of the serviceability of the aircraft. The Flight Crew, Cabin Crew and Engineers have individual responsibilities in the utilisation of the Technical Log. Although the Cabin Defects Log is a separate log, it forms part of the approved Technical Log. The Technical Log comprises of the following: Section 1 Title Page Aircraft Sector & Defect Report Section 2 Technical Log Contents Workplace Instruction – CWG 46 – ‘ATR, EMB and DHC6 Aircraft Technical Log’ Section 3 Base maintenance final CRS/Recording flying hours and landings Maintenance Statement Application for extension to maintenance Section 4 B acceptable deferred defects

Part A General Chapter 8 C acceptable deferred defects Damage Control Log Damage Control Charts Section 5 LC1 Check ATR WKY Check ATR 90D Check ATR Form 2523 – Autopilot diagnostic form ATR -500 variant. DLY Check EMB 14 Day Check EMB Pre-Departture and Service Inspection (DHC6) Notice to Crew/Engineering (ALL) JET A1 Fuel Conversion tables (ALL) Inoperative labels (ALL) Loganair Ltd Comms Directory (ALL) ATA 100 Chapters Listing (ALL) Safety Reporting Criteria (ALL) No additional documents are to be kept in the Technical Log. Standard of Entries All Technical Log entries shall: a. Be printed in BLOCK CAPITALS (except signature) b. Be precise and legible made in indelible ink. Fibre or broad tipped pens should not be used; fine ball pens with black ink are recommended. c. Have text clearly laid out. Text should not be compressed into confined spaces; additional, consecutive Tech Log sheets should be used as required. d. Include only recognised technical abbreviations. e. Have any certification by a Captain made by signature, licence number and the date of entry. The Captain’s signature and name in BLOCK CAPITALS is entered in the SIGN column and licence number and date in the AUTHORITY DATE column. f. Not be erased.

leuF Arrival kg 810
Uplift kg 390
Departure kg 1200
Bowser (Ltr) Uplift / Adjust 400 (572)
Part A General
Chapter 8
Alteration of Data
The following procedure is to be complied with when alterations are made
in the Tech Log.
a. One line is to be drawn through an incorrect entry. This is to be
dated and signed, with printed name added, by the authorised
person carrying out the alteration. The line should not fully obscure
the incorrect entry and it should remain legible.
b. The reason for the alteration is to be entered adjacent to the original
text. “Entered in error” is an acceptable reason.
c. Any revised text is to be inserted.
Completion of Sector Record and Defect Report Sheets
The Captain taking over the aircraft should find the “live” Sector Record
Strip completed as follows:
a. Fuel uplift and total fuel state to be completed as follows:
On arrival, the aircraft commander will enter the actual fuel in the arrival
box. The required departure fuel is entered in the Departure box, and the
required uplift in the Uplift box.
The actual uplift is entered in the Bowser box in Litres and bracketed in
kgs/lbs as appropriate.
A crosscheck of the actual uplift against the required uplift is then carried
out. On the ATR and EMB135/145 if the difference is greater than 100kg,
the aircraft Commander must satisfy himself on the nature of the
discrepancy before departure.
Arrival 810
kg
Uplift 390
kg
kg
Uplift / Adjust

Part A General Chapter 8

Note: tech logs. For details of DHC-6 and BN2 specific fuelling procedures and fuel crosschecks refer to the appropriate Part B manual. b. Oil state. Entries made of individual engine uplifts with batch number of oil recorded. c. Ground De-icing START/FINISH times. An entry should be made in the ACTION TAKEN column of fluid type, temperature and mixture. d. Certification of service and oil check as required. Captain’s Actions – Signing Out a. Confirm that the Certificate of Airworthiness is valid and remains so for the rest of the duty period. In this respect the Commander is to check that: ATR – The Line Check 1 will remain for the sector(s) to be flown. DHC6 – The Line Check 1 will remain valid for the sector(s) to be flown and the required oil check has been carried out. BN2 – The Service Inspection will remain valid for the sector(s) to be flown. Line Checks and Service Inspections are valid for 48hours and Oil Checks on the DHC6 are required every eight sectors.

Note: maintenance has been completed including that indicated on the Maintenance Statement in Chapter3. b. Check that against any DEFECT recorded there is an appropriate ACTION TAKEN column entry containing details of any rectification together with an appropriate Certificate of Release to Service (CRS). If no rectification has been completed and a CRS cannot otherwise be signed then there must be entered in the ACTION TAKEN column a statement to the effect that the defect has been transferred to the Tech Log section. A signature and authority is still required in the SIGN and AUTHORITY DATE column.

Note: MUST BE A SIGNATURE AND AUTHORITY IN THE SIGN and AUTHORITY DATE BLOCKS. Or in the action taken column if entered by Flight Crew.

Part A General Chapter 8 c. Review the aircraft loading, equipment, documentation, outstanding ADDs, fuel and oil states. d. Sign and print name in Captain’s Acceptance – this also signifies satisfactory completion of a pre-departure inspection (walk round). Ensure that the Security “Check/Search” is crossed out as appropriate and the flight number, destination, date and time of check/search are recorded. e. BN2 Only. Complete the LOADING Section of the Strip. If a Standard Load Plan (SLP) is not used, the Load Sheet must be completed, recording the Take-off Weight, passenger weights, load distribution and C of G. f. Remove perforated PINK sector strip and leave with Handling Agent.

Note: entries in the defect reporting section. Captain’s Actions – Signing In a. Complete, accurately and legibly, • Aircraft registration. • Date. • Arrival, Departure, and Sector Time. • Landing section. • Defect state delete NIL/as entered as required. • Commander’s name. • Arrival fuel. • Enter carried forward total time and landings in next column etc. b. Indicate the defect state on the Sector Record Strip by deleting either AS ENTERED or NIL as appropriate. c. If NIL has been deleted the defect box is to be completed. Record any defect in the DEFECT column, recording all information pertaining to that defect which may aid fault diagnosis. It should be noted that any ADD arising from a reported defect must be copied verbatim from the DEFECT column. A verbal debrief with an engineer should be sought whenever possible. d. Certify AFTER FLIGHT and enter the arrival fuel load.

Part A General Chapter 8 e. If a defect has been raised, all remaining Sector Record Strips on that page should be scored through with a single line and the total time/landings copied onto the next sheet. Subsequent Sector Record Strips Subsequent flights should be recorded on the next Sector Record Strip of the same page unless an entry has been made in the defect column. Handling of Sector Records Instructions for handling and distribution of Sector Records are given on the cover of the Tech Log pad. Acceptable Deferred Defects (ADDs) An ADD is to be recorded as a B Defect or a C Defect. (see AppendixF4 and AppendixF5) B Defects. These are defects where further damage or deterioration could affect airworthiness but deferment is considered acceptable for a maximum specified period provided that defect satisfies the following conditions. a. Deferment of the defect is permitted by the appropriate MEL. b. The defect is unlikely to deteriorate to an un-airworthy condition within 30 days or the date/hours/cycles specified in the LIMITATIONS section. c. The cumulative effect of a number of B Defects on the same aircraft shall continue to satisfy conditions a. and b. above. C Defects. C Defects do not affect airworthiness but should be rectified at the earliest opportunity. Deferral Action All Captains are authorised to defer defects, which are allowable under the MEL and only where no engineering support is available, and when no maintenance procedures are required (Except as detailed below), this section gives guidance on the procedures to be followed. All Captains are authorised to conduct maintenance procedures such as tripping and lock out circuit breakers, fitting of undercarriage pins and placarding unserviceable equipment in accordance with the MEL, where tasks can be completed without opening or removing panels or cowlings.

Part A General Chapter 8 Captains may open or remove panels or cowlings and other maintenance tasks, where permitted by the MEL, only if they have received training in the Authorisation of Maintenance tasks and satisfactory completion of training is recorded in their training records. The defect must be investigated to establish that its deferral conforms with the provisions of the MEL. Such investigation should take into account such factors as the weather, type of airspace, terrain, day or night and any changes in the conduct of the flight required, including any limits imposed by the MEL and combined effect of multiple defects. If it is determined that a deferment is essential and acceptable, and having decided the category of the defect, the following action is required: a. Sector Record Page Action The defect is to be entered in the DEFECT column. If no engineering support is available and if no engineering procedures are required for deferral, the Captain is to complete the ACTION TAKEN column and carry out any required operational procedures. b. On the ADD Sheet 1. Make an entry in the next available space quoting the Tech Log Sheet Serial Number and Item Number. 2. Copy the Tech Log Sheet DEFECT column wording, in full, under the Defect Heading – include all maintenance actions carried out and references to concessions, etc. 3. Write “Operate in accordance with the MEL”, if appropriate and record any limitations imposed by any concessions or by the engineer certifying the deferment. 4. Sign and date the signature box. c. Placards Any indicator, switch, selector or control, either on the flight deck or elsewhere, which is unserviceable and subject to the ADD should be placarded using an “Inop – See Tech Log” label (carried in the Tech Log). This label is to be positioned so that it clearly indicates to which item it refers.

Part A General Chapter 8 d. Action on Return to Engineering Base On arrival at a base with engineering support, the defect must be re-entered in the Tech Log DEFECTS column by the Captain. If necessary, the defect may then be transferred to the ADD section by an engineer but the aircraft may not depart a base which has engineering support carrying a defect which has been deferred by the Captain. Bird Occurrence Reporting at Unmanned Stations This instruction in the form of a flow chart is to allow a speedy return (providing airworthiness has not been affected) to scheduled services of an aircraft following a bird occurrence. Should the flight crew be uncertain whether the airworthiness of the aircraft has been affected, they must contact Operations Control for engineering assistance.

Note: should operational and/or maintenance information/assistance be required It should be noted that, for the DHC6 aircraft, there are no maintenance inspection guidelines to be followed by engineers in the event of a bird strike. The aircraft type certificate holders have confirmed no such instructions are published for these aircraft, and that those aircraft should be inspected in accordance with the line maintenance PDI/LC1/Service Inspection tasks. If the impact area is known, then closer inspection of that area is required. However, the general inspection of all areas is to be completed, irrespective of the known impact area. The BN have maintenance inspection guidelines and they are detailed as Part E procedure 5 in the BN2 maintenance programme.

Note: may be encountered.

Part A General Chapter 8 Bird Occurrence Form 1046

Part A General Chapter 8 Notices to Crew/Engineering The NOTICES TO CREW/ENGINEERING form is carried in the Tech Log, see AppendixF6, and is intended as a purely informative document to aid communication between maintenance staff and aircrew. It is not a certifiable document and shall not be used for any item of defect rectification or detract in any way from the use of the ADD procedure. A typical entry would advise the crew of a change of oil specification or of a maintenance action which may affect the “feel” of the aircraft such as embodiment of a modification. These are not to be confused with NOTICES TO AIRCREW (NOTAC), which are generated by Flight Operations and form part of the Operations Manual. Reporting Defects Upon return to base, it is the duty of the commander to verbally report and describe any defects in the aircraft to a responsible engineer or the Line Maintenance Controller so that symptoms may be discussed, defective components identified and rectification’s made easier, quicker and cheaper. LINE MAINTENANCE CONTROL MUST ALWAYS BE INFORMED AS SOON AS PRACTICALLY POSSIBLE BY THE COMMANDER WHERE A DEFECT OR POTENTIAL DEFECT MAY HAVE OPERATIONAL IMPLICATIONS. Tech Log Diagram

Part A General Chapter 8

Part A General Chapter 8

Part A General Chapter 8 Tripping of Circuit Breakers It is acceptable practice, when attempting to bring a failed system back on line, to trip and reset the associated Circuit Breaker (CB). It is also acceptable to reset a CB, which has tripped because of an electrical overload or fault. However, the following procedures must be followed. a. Tripped CBs must never be reset following electrical fire or smoke. b. Tripped fuel system CBs are NOT to be reset. c. If, following a system failure, a CB is found to have tripped, only one attempt should be made to reset it; CBs, which power non-essential services, should not be reset. d. If a system fails and the associated CB does not trip automatically (not an electrical overload), a maximum of two attempts may be made to restore the system by tripping and resetting the CB. e. Cabin Crew should not reset tripped CBs which are associated with domestic services as these circuits run through passenger areas and the inconvenience caused by the loss of services would not justify the possible distress caused by “electrical smells”. f. A Tech Log entry must be made whenever a CB trips during aircraft operations; a thorough investigation must subsequently be undertaken, including a visual inspection of the appropriate electrical wiring and cable harnesses. g. Various MEL maintenance procedures allow the deactivation of systems by pulling and making safe appropriate circuit breakers, it is acceptable for the aircraft Commander to perform this task and make the appropriate technical log entry in accordance with the MEL maintenance procedure. Spurious and Intermittent Cautions, Warnings and Other Minor Defects There may be occasions when spurious warnings and / or transition faults occur that reset immediately without any crew action and / or are in single isolation without any further repeats during the course of a flight or series of flights. Engineering operate a recurring defects monitor which identifies sporadic defects that occur over a large number of sectors. Unless these are entered in the Technical Log they will not be identified and corrected. In these cases it is acceptable for the aircraft commander to make a technical log entry in the defect column which states: “For information only – Flight crew observation” (followed by narrative describing the spurious warning or transition fault).

Part A General Chapter 8 An entry in the action taken column would then be made stating “Record only – for further crew reports if required”. A CRS is not required for the clearance of these entries, and the action taken column entry will be signed, dated, name and licence number printed of the applicable aircraft commander. The entries in both the Defect column and Action Taken column may be made by the Commander at stations both with and without engineering support as they are for record only.

Part A General Chapter 8 Example

Part A General Chapter 8 Cabin Defects Log The Cabin Defects Log is to be completed by Cabin Crew at the end of every flying duty, regardless of whether a defect exists or not. Cabin defects are classed as being either Airworthiness/Safety related or Non Airworthiness and Non Safety related. Cabin defects of an Airworthiness/Safety related nature should be notified to the Aircraft Commander as soon as discovered. Such examples are, but not limited to: • Safety and Emergency Equipment. • Passenger Address/ Intercom system. • Emergency and Floor Proximity Escape path lighting. • Doors and hatches. • Seats, seatbelts and harnesses. • Overhead bin doors. • Cracked or broken Cabin windows. • Emergency Exit signs. Cabin Defects of a Non Airworthiness and Non Safety related nature should be notified to the Aircraft Commander prior to leaving the aircraft at end of Duty. Examples of Non Airworthiness and Non Safety defects are: • Soiling of interior, seats or carpets. • Missing or broken trim. • Passenger convenience or comfort items, such as galley equipment, reading lights, passenger attendant call system. Detailed procedures for use of the Cabin Defect Log are given on the cover of the Cabin Defect Log (Loganair Form 2110a). Cabin Defect Log instructions for use and an example Cabin Defect Log Form are given in AppendixG2.

Part A General Chapter 8

8.1.13 List of Documents, Forms and Additional Information to

be Carried FLT 1.6.6 The following refers to paper documents carried as the onboard library. If documents are carried in a form other than on printed paper, the relevant storage medium is indicated. Such documents will only be made available where accessibility, usability and reliability can be assured. a. The following documents belonging to the respective aeroplane are to be carried on each individual flight: i. The original Certification of Registration; ii. The original Certificate of Airworthiness; iii. Airworthiness Review Certificate (ARC); iv. Original or a copy of the Noise Certificate (if applicable); v. Original or a certified true copy of the Air Operator Certificate;

Note: a. Directly by the competent authority; or b. By Loganair Manager Compliance Monitoring and Safety Services (MCMSS) or his nominated deputy. vi. The original Aircraft Radio Licence; vii. Original or a copy of the Certificate of Insurance covering passengers, baggage, cargo, and third parties.

Note: cover other risks such as Crown Indemnity for the use of MOD aerodromes. b. Each flight crew member shall, on each flight, carry a valid flight crew licence with the appropriate rating(s) for the purpose of that flight, current passport and ID Security pass. c. The following manuals are to be available via EFB on each flight: i. Operations Manual Part A General plus the appropriate Type Specific Part B, The Cabin Crew Safety Manual, and the Part C Route Guide;

Note: the conduct of a flight must be easily accessible to the crew on board the aeroplane.

Part A General Chapter 8 d. In addition to the above the following information and forms, relevant to the type and area of operation, are to be carried on each flight: i. Operational Flight Plan (also known as the journey log) containing at least the information required in paragraph 8.1.11; ii. Aeroplane Technical Log containing at least the information required in paragraph 8.1.12; iii. Details of the filed ATS flight plan;iv.Appropriate NOTAM/AIS briefing documentation via EFB; iv. Appropriate meteorological information via EFB; v. Mass and balance documentation as specified in paragraph 8.1.8.7; vi. Notification of special categories of passenger such as security personnel, if not considered as crew, handicapped persons, inadmissible passengers, deportees and persons in custody; vii. Notification of special loads including dangerous goods including written information to the commander as prescribed in Chapter9; viii. Current maps and charts and associated documents as prescribed in paragraph 8.1(b)(vi) via EFB; ix. Any other documentation which may be required by the States concerned with this flight, such as cargo manifest, passenger manifest etc; and x. Forms to comply with the reporting requirements of the Company. Presentation of Documents Crew members will produce the documents listed in paragraph 8.1.13 requested by a Company official or a person authorised by the Civil Aviation Authority and in the case of identity passes when requested by members of Airport Security Staff and the Police

8.1.14 Electronic Voyage Report (eVR)

Introduction The Electronic Voyage Report (eVR) is an internet based function of the RAIDO system. It is designed to meet EU legal requirements and as such can only be filed by the nominated Commander as defined by the crew list.

Part A General Chapter 8 This is because the Commander’s personal login to the system essentially becomes their legal signature for the filed report. An eVR must be filed at the end of every flying duty, both at home base and also from the handling agent’s office when down route on night stops. It removes the need to photocopy and fax documents at the end of the flying duty and improves the speed and accuracy of the data being input to the various linked Company systems. Accessing RAIDO (Duty Report Time) At report time, at the start of the duty, the crew will need to access the RAIDO Web Portal. It is accessed at https://raido.loganair.co.uk/raido or https://raido.loganair.co.uk/raidomobile from any computer with internet access. This will open the LOGIN PAGE. Crew can login with the Login (staff number), including the 0, e.g. 047, and Password – initially set to test but can be changed on the login screen. The overview page is displayed after a successful login and it is from here that the eVR process begins. A full guide to the Raido system can be found on the Loganair Docs folder: https://docs.loganair.co.uk. Sign in using your username and password then go to Documents/Flight Ops/ Raido brief. Here you will find the Flight Crew Raido Guide and a sample of the Scratchpad that is used in flight. The Raido system is used for all flight operations functions including planning, briefing, flight data recording and voyage reports. Air safety Reporting is completed using the Q-Pulse system.

8.1.1 Terminology

The terms which are listed below are for use within the context of Section 8 Operating Procedures. a. Performance Class. The requirements of the Loganair Operations Manual ensure that all Loganair aircraft are operated in accordance with the applicable performance class requirements. ‘Performance class A aeroplanes’ means multi-engined aeroplanes powered by turbo-propeller engines with a Maximum Operational Passenger Seating Capacity (MOPSC) of more than nine or a maximum take-off mass exceeding 5700kg, and all multi-engined turbo-jet powered aeroplanes; ‘Performance class B aeroplanes’ means aeroplanes powered by propeller engines with an MOPSC of nine or less and a maximum take-off mass of 5700kg or less.

Part A General Chapter 8 b. Adequate Aerodrome. 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 services such as ATS, sufficient lighting, communications, weather reporting, navaids and emergency services. c. ETOPS (Extended Range Operations for two engine aeroplanes). ETOPS operations are those with two engine aeroplanes approved by the Authority (ETOPS approval), to operate beyond the threshold distance determined in accordance with UK CAA Ops Part SPA SUBPART F from an Adequate Aerodrome. d. Adequate ETOPS en-route alternate aerodrome. An adequate aerodrome, which additionally at the expected time of use has an ATC facility and at least one instrument approach procedure. e. En-Route Alternate (ERA) Aerodrome. An adequate aerodrome along the route, which may be required at the planning stage. f. Fuel ERA. An en-route alternate aerodrome selected for the purposes of reducing contingency fuel to 3%. g. Isolated Aerodrome. If approved by the authority the destination aerodrome can be considered as an Isolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequate destination alternate aerodrome is more than: i. For aeroplanes with reciprocating engines, fuel to fly for 45minutes plus 15% of the flight time planned to be spent at cruising level or two hours, whichever is less; or ii. For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel. h. Equivalent Position. A position that can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix between three and five miles from threshold that independently establishes the position of the aeroplane. i. Critical phases of flight. Critical phases of flight are the take-off run, the take-off flight path, the final approach, the landing, including the landing roll, missed approach and any other phases of flight at the discretion of the commander. j. Contingency Fuel. The fuel required to compensate for unforeseen factors which could have an influence on the fuel consumption to the destination aerodrome such as deviations of an individual aeroplane

Part A General Chapter 8 from the expected fuel consumption data, deviations from forecast meteorological conditions and deviations from planned routings and/or cruising levels/altitudes. k. Separate Runways. Runways at the same aerodrome that are separate landing surfaces. These runways may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway. Each runway shall have a separate approach procedure based on a separate navigation aid. l. Ceiling. The height above the surface of the base of the lowest layer of clouds that obscures more than half the sky; reported as Broken or Overcast. m. Noise Abatement. Climb profile and operating procedures designed to minimise noise impact on departure. The company's standard climb profile documented in Part B incorporates both close-in and distant noise abatement departure requirements.

Part A General Chapter 8

8.2 Ground Handling Instructions

8.2.1 Fuelling Procedures

Under normal circumstances it may be necessary for refuelling to take place with passengers on board the aeroplane. When the commander considers it preferable for the passengers to remain on board while refuelling takes place, the precautions to be taken are as given below.

Note: prohibited. At Base When operating from the base aerodrome, the commander is to confirm with operations that the fuel quantity ordered is sufficient to meet his calculated requirements for the flight, and during the pre-flight inspection is to ensure that he, or a flight crew member nominated by him, confirms that: 1. The correct type, grade and quantity of fuel has been loaded; 2. The fuel drains are operated to check for water content, and left properly closed; 3. Where practical, a visual check of tank contents or, for the BN2 Islander, a dipstick check reveals the correct amount of fuel on board to within 5%; 4. All fuel tank caps are properly secured; 5. The aeroplane fuel gauges indicate that the tanks have been filled to the required levels; 6. Details of the fuel uplift have been correctly entered in the technical log and a gross error check is carried out; and 7. No Company aeroplane may be refuelled or defuelled when an engine is running. 8. Refuelling operations should not be carried out during electrical activity in the immediate vicinty of the airport or while switching on or off individual items of electrical equipment. En Route

Part A General Chapter 8 When operating away from base, a flight crew member is normally to be nominated by the commander to be present during the refuelling, and in addition to confirming that the requirements above, are met, he is to ensure that: 1. Particular care is taken in advising the refuelling agency of the type, grade and fuel quantity required, with special reference to the units of measurement quoted (litres, US. gallons, pounds, etc.); 2. The bowser or other fuel installation is earthed to the aeroplane structure before the hose is extended, and remains so earthed until refuelling is complete; 3. Smoking is not permitted within 50metres of the aeroplane while refuelling is in progress; 4. The correct quantity of anti-freeze additive is dispensed into the fuel where specified by the aeroplane manufacturer; 5. The fuel bowser/installation readings at the start and finish of refuelling reflect accurately the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross error check is carried out.

Note: should be switched off before refuelling starts, and remain off until refuelling ceases and the hoses have been removed. Passengers on Board When passengers are to be allowed to embark, disembark or remain on board during refuelling or defuelling, the following additional precautions are to be observed: 1. A flight crew member must remain on the flight-deck during refuelling/defuelling; 2. If required by the local, national, or airport Authority, air traffic control and the aerodrome fire services are to be advised that refuelling/ defuelling will be taking place with passengers on board; 3. Crew, staff and passengers are to be advised that refuelling/ defuelling is about to take place; 4. ‘Fasten Seat Belt’ signs must be off, ‘No Smoking’ signs must be on together with interior lighting to enable emergency exits to be identified;

Part A General Chapter 8 5. Passengers are to be briefed not to smoke at any time on the ground and to remain seated, but with seatbelts/harnesses unfastened, until the refuelling has been completed; 6. A crew member is to be stationed at the main exit door to assist in the evacuation if an emergency should occur and other emergency door exits must be guarded by cabin crew members, if carried, who must be prepared for an immediate emergency evacuation; 7. If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during refuelling/defuelling, then the refuelling/defuelling process must be stopped immediately; 8. No individual items of electrical equipment may be switched on or off while refuelling/defuelling is in progress; 9. The position of the fuel bowser/installation relative to the aeroplane is to be such that it will not impede the rapid exit of passengers if an emergency evacuation becomes necessary; 10. The ground area beneath the exits intended for emergency evacuation must be kept clear; 11. However notwithstanding the foregoing the aeroplane commander shall ensure that an aeroplane is not re/defuelled with Avgas or widecut fuel (e.g. Jet B or equivalent) or when a mixture of these types of fuel might occur, when passengers are embarking, on board or disembarking. 12. The fueling overseer shall establish and maintain contact with the fueler when refueling with passengers on board. This shall be achieved using verbal and/or visual signals.

8.2.2 Aeroplane, Passenger and Cargo Handling Procedures

Related to Safety All personnel who are to be made responsible for the ground handling of Company aeroplanes, including the loading and off-loading of passengers and freight, are given detailed guidance in the Customer Services Manual in the completion of their duties in respect of each aeroplane type for which they may be responsible. Such personnel include flight and cabin crews and ground personnel. In the event of usage of ground personnel not in the employ of the Company it is the responsibility of the Aeroplane Commander to ensure that those personnel are adequately briefed. Passengers As far as is possible, subject to mass and balance requirements, passengers are to be allowed a free choice of seating from the space available on the aeroplane when they arrive at check in. Regard must be

Part A General Chapter 8 paid however to seat allocation affecting emergency evacuation of the aeroplane. Those passengers who are allocated seats, which permit direct access to emergency exits, must appear to be reasonably fit, strong and able to assist the rapid evacuation of the aeroplane in an emergency after an appropriate briefing by the crew. a. In all cases, special categories of passengers (SCPs) who, because of their condition, might hinder other passengers during an evacuation should not be allocated seats which permit direct access to emergency exits or where their presence could obstruct access to emergency equipment or impede the crew in carrying out their duties. This includes disabled persons and persons with reduced mobility (PRMs). The following categories of passengers are among those who should not be allocated to, or directed to seats, which permit direct access to emergency exits: i. Passengers suffering from obvious physical, or mental, handicap to the extent that they would have difficulty in moving quickly if asked to do so; ii. Passengers who are either substantially blind or substantially deaf to the extent that they might not readily assimilate printed or verbal instructions given; iii. Passengers who because of age or sickness are so frail that they have difficulty in moving quickly; iv. Passengers who, for any reason, would have difficulty in moving quickly or reaching and passing through the adjacent emergency exit; v. Children (whether accompanied or not) and infants; vi. Deportees or prisoners in custody; and vii. Passengers with animals. Note 1: “Direct Access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction. Note 2: Multiple occupancy of seats is only permitted when one occupant is an infant under two years old and the other is a responsible adult aged 16 years or more. Under UK CAA Ops, SCP is understood to mean passengers: a. Whose mobility is reduced due to physical incapacity (sensory or locomotory)

Part A General Chapter 8 b. With an intellectual disability or impairment c. Who are aged or infirm d. Suffering from an illness or any other cause of disability when using transport e. Who need special attention f. Who require appropriate attention and the adaptation to their particular needs of the service generally made available to all passengers. When the number of SCPs forms a significant proportion of the total number of passengers carried they must not exceed the number of able-bodied persons capable of assisting with an emergency evacuation. b. There may be a wide variation in the circumstances in which passengers are accepted and conveyed to an aeroplane, depending on the aerodrome of departure, the type of aeroplane and its crew composition, the use of a check-in desk or rendezvous point, the availability of a courtesy vehicle and the proximity of the parked aeroplane to the exit from the terminal building. Irrespective of the circumstances however, passengers are either to be taken to the aeroplane in approved transport, or escorted by a crew member, a nominated Company staff member or a representative of the appointed handling agent, as appropriate, from the terminal building to the aeroplane. c. Once at the aeroplane, they should be guided to their allocated seats in an order that will ensure that the aeroplane remains stable during the loading process. When seats are allocated, the aim should be to locate disabled or handicapped passengers clear of the normal/emergency exits so that they will not delay the evacuation process in case of emergency. In order that this aim is achieved the cabin crew are to ensure as far as practical that passengers are seated in accordance with their seat allocation. d. Similarly to paragraph b) above on arrival at the destination, passengers are to be advised to remain on the aeroplane until the engines have been shut down, and arrangements have been made for the passengers to proceed to the terminal by vehicle, or with an escort. Every care is to be taken to ensure that they remain in a unified group, refrain from smoking, and are kept well clear of propellers or jet engine intake and exhaust danger areas while on the aircraft movement area.

Part A General Chapter 8 e. Once the passengers are seated, a flight or cabin crew member is to close the aeroplane door(s) and/or confirm by inspection that it has been properly closed and secured. f. If the Company is required to carry such normally inadmissible passengers as deportees or persons charged with criminal offences, special arrangements, including the provision of escorts will be made and full details will be included in the commander’s flight brief. g. In addition to having their attention drawn to the safety cards, passengers are to be carefully briefed on their contents. Particularly in aeroplanes which are not carrying cabin crew, emphasis should be placed on the operation of the normal/emergency exits, the use of safety belts/harnesses, the position of seat backs during take-off and landing, and the general requirements for cabin security at all times. Baggage and Freight a. Cabin baggage will normally be restricted to handbags, briefcases, cameras outdoor coats and other items that can be reasonably stowed in approved stowage’s, unless the carriage in the cabin of other items has been cleared with the Company at the time of booking. At check-in, or prior to boarding the aeroplane, passengers will be informed as to items of hand baggage that are considered to be dangerous goods and must not be carried. Warning notices or placards sufficient in number will be prominently displayed, at each of the places at an airport were tickets are issued and passengers checked in, in aeroplane boarding areas and at any other place where passengers are checked in. In addition a warning will be issued with the passenger ticket. This may be printed on the ticket or on a ticket wallet or on a leaflet. b. The mass of individual cabin baggage items should reflect that passenger’s standard allowance, unless the pieces are weighed and accounted for. The standard mass assumed for cabin baggage is 6kg. This excludes overcoats, handbags, purses, reading material or a small camera. Stowage of items of cabin baggage is to be as shown below: i. Each item carried in a cabin must be stowed and restrained in an approved stowage; ii. Mass limitations placarded on or adjacent to stowage’s must not be exceeded;

Part A General Chapter 8 iii. Under seat stowage’s 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 and not obstruct egress from the seat row; iv. 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 mass that may be placed there; v. Baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely; vi. Baggage and cargo must not be placed where it can impede access to emergency equipment; and vii. Checks must be made before take-off, before landing, and whenever the fasten seat belts signs are illuminated, or it is otherwise so ordered, to ensure that baggage is stowed where it cannot impede evacuation from the aeroplane or cause injury by falling (or other movement) as may be appropriate to the phase of flight. c. Hold baggage is to be stowed and secured only in those areas and compartments which are designated for its carriage, and subject to the floor loading limitations of the particular area. It may be necessary to restrict the type of luggage carried in particular areas or to restrict the weight carried for balance purposes rather than structural considerations. The aeroplane commander is to ensure that all personnel who may be responsible for loading the aeroplane are made aware of such additional restrictions. d. Freight is not to be carried unless the particular aeroplane has been cleared for operations in the freight role, and the appropriate spreader boards, freight lashings, nets and anchor points are available and approved. For such approved aeroplanes, details of the freight configuration(s) special loads, classification of load compartments and loading restrictions will be found in Part B for the aeroplane type Ground Operations a. Whenever an aeroplane is to be positioned on the ramp, whether under tow or under its own power, the assistance of marshallers or wingtip guides, as appropriate, should be obtained if there is any doubt about the clearances available for manoeuvring. Once on the hard standing, positioning of the aeroplane should represent the

Part A General Chapter 8 best available compromise between the requirements of the aerodrome and/or air traffic control authorities, the prevailing wind direction, and the proximity to buildings and other aeroplanes. b. Once the aeroplane has been parked, ground support vehicles should be stationed clear of its extremities and if possible parallel to the fuselage or mainplane centreline so that in the event of brake failure they will not collide with the aeroplane itself. Ground equipment should also be positioned so that inadvertent movement will not endanger the aeroplane structure. In all cases, free access to the aeroplane main exit must be preserved. c. When departing from the ramp, local procedures for start-up and taxy clearance are to be followed. Engine start is not to be initiated until all passengers or freight have been loaded, the aeroplane doors and hatches have been closed, and all ground equipment, except for a ground power unit when used, has been removed from the vicinity of the aeroplane. As for the arrival, the assistance of marshallers should be arranged when manoeuvring in relatively confined or crowded areas of the apron. d. Ground staff must have been briefed on all aspects of ramp safety with particular reference to fire prevention, blast and suction areas, and the need to be constantly alert to remove loose objects and/or debris. e. Procedures for push back, engine start during push back, and power back in the case of the ATR, EMB 135/145 and DHC 6 Twin Otter are, if relevant, detailed in PartB. Ground Crew Hand Signals for Fire or Smoke on Engine Start The following procedure is to be carried out by Ground Crew should fire or smoke emanate from an aircraft engine during start: Meaning Handsignal Fire or Smoke is emanating from the One hand indicating a horizontal “figure aircraft. of eight” motion. The other hand indicating, which engine (if applicable), that fire or smoke is emanating from.

Part A General Chapter 8 Move right hand wand in a “fanning” motion from the shoulder to the knee, while at the same time pointing with the left-hand wand to the area of the fire. Monitoring of Handling Frequency During Turn Round From time to time there have been communication difficulties with aircraft on turn rounds. Typically these have been at stations where the aircraft Commander prepares the loadsheet in the handling agent’s office, and there is a requirement to contact the aircraft to ascertain whether passenger boarding may commence or if there are any Last Minute Changes after the Commander has returned to the aircraft. To ensure effective communications the handling agent frequency is to be monitored from engine shut down to engine start, either via the cockpit speaker when there is no requirement to wear headsets, or via the headsets during the pre flight preparations.

Part A General Chapter 8 It is acknowledged that this may not be practical where there is no Ground Power, or where the Flight Deck is temporarily unoccupied for walk round checks etc. or where there is significant radio chatter causing distraction from other important tasks. The frequency to be monitored at Glasgow is the Loganair Company frequency 130.650. Foreign Object Damage (FOD) to Aircraft and Aircraft Engines Introduction Reports of damage to aircraft and aircraft engines caused by foreign objects continue to be a problem. FOD can have an economic impact on the Company and, in extreme cases, could lead to loss of aircraft and life. Background Airport audits have revealed varying amounts of foreign objects on aircraft manoeuvring areas including stands, taxiways and runways. Items retrieved have included, chocks, oilcans, mobile radios, items of ground servicing equipment and catering equipment. FOD to engine rotating assemblies, causing vibration, has led to aircraft returning to an airfield or diverting, resulting in an engine replacement. Boroscope inspection of engines, following reports of surging, often reveals FOD. FOD to the airframe can range from damage to horizontal stabiliser leading edges, to pressure hull penetration, to landing gear damage. Tyre tread detachment is a common result of FOD and can result in damage to wings, flaps, engine intakes and compressors. FOD Prevention Crew are to remain vigilant when on the manoeuvring area and should ensure that they report stands contaminated by foreign objects to the airport authority immediately. They should not start engines until any item adjacent to the engines and likely to cause FOD are removed. Crews should also consider reporting incidents on Q-Pulse. (See Operations Manual Part A General, Section11.2 ASR Reporting.)

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8.2.3 Procedures for the Refusal of Embarkation

Carriage of Persons The following categories of persons will not be carried on Company aircraft. 1. Persons under the influence of alcohol or drugs. 2. Persons afflicted with an infectious disease. 3. Persons of unsound mind. 4. Persons who are a potential danger to the aircraft or persons therein. When a passenger is carried in the second pilot’s seat of an aircraft fitted with dual controls, the seat will be locked in the rearmost position and the passenger instructed not to touch the controls. The passenger must also remain strapped in the seat throughout the flight. No non-staff passengers may be carried on a Loganair flight unless they are bona fide scheduled service, or charter, passengers in possession of a valid ticket for that flight. Loganair staff may be carried on ambulance, mail or freight flights subject to permission and indemnity being arranged through Operations Staff and with the written permission of the Chief Operations Officer. Carriage of Live Animals Dogs or cats may be carried by passengers as accompanied baggage. Animals will be accepted only when suitably caged, crated or in a travelling basket, which must be, escape proof. Dogs should be loaded in a hold if the hold is lit and the temperature is unlikely to fall to an unacceptable level during the flight. Full details of the acceptance and carriage of live animals are contained in the Customer Services Manual. Passenger and Load Priorities Loganair – Offload Priorities for scheduled services in the event of weight limitations. In the event that weight or trim problems prevent the aircraft from departing with all payload presented for carriage, items should be offloaded from the aircraft to reduce the payload or improve trim to within

Part A General Chapter 8 acceptable limits. This policy applies to all stations with the exception of INV, where the ground handling agent will confirm the ‘Order of Offload’ policy. 1 Standby rebate passengers. 2 Excess baggage above the standard allowance of 20kg but not including Economy Plus or interline baggage. 3 Company stores (non AOG items). 4 Catering trolley contents. 5 General cargo (not NWP) & courier baggage. 6 Other airline duty travel on Loganair services. 7 Rush bags. 8 Loganair staff on duty travel. 9 Royal Mail, except where carriage is guaranteed (see dispatcher for applicable flights). 10 NWP, except where seats are blocked and paid for (see dispatcher for applicable flights). 11 Diplomatic Mail/Forces Courier. 12 Guaranteed newspaper carriage from Item 10. 13 Guaranteed mail from item 9. 14 Offload of one volunteer passenger for Denied Boarding Compensation (see Note 2:). 15 Involuntary offload and DBC for one passenger and their checked baggage (see Note 3). 16 AOG stores/spares. 17 Two items of passenger baggage. 18 Unaccompanied Queen’s Messenger traffic. 19 DBC for two or more passengers and their checked baggage (see note below). -hcet laitnetoP pots )1 etoN ees(

Part A General Chapter 8 Note 1: If, having offloaded items in order of priority from 1 to 15, a weight problem still exists having reached the dotted line, consideration should be given to planning a technical stop for fuel uplift if a practical opportunity exists to do so on the route in question before offloading items in Categories 16 to 19. Any such decision, ideally made in liaison with Movement Control, should also take into account reactionary delays to the aircraft’s subsequent flights which would result with particular focus on airfield opening hours and maximum limitations of the crew’s FDP. Note 2: If a situation arises where involuntary denied boarding is required, passengers travelling on NHS bookings, those with children or infants and any passenger with pre-notified special assistance (e.g. WCH*, etc.) must not be selected for offload. Once those categories of passenger have been de-selected from the list, the last passenger to check-in should then be selected for offload as ascertained by the registered system time at which they checked in for the flight. * Liaise with Operations or Crew Control before deciding to offload crew or CAA Flight Operations Inspectors. The Director of Flight Operations should be informed if it becomes necessary to offload a CAA Flight Operations Inspector. Allowable Items The following items of dangerous goods may be carried on board an aircraft without permission from the CAA providing they are necessary for the purpose of giving medical aid to a person during flight: • Gas cylinders, drugs, medicines and wet cell or lithium batteries powering equipment. Precautions The following precautions must be observed when carrying these dangerous goods: a. The gas cylinders must have been manufactured for the purpose of containing and transporting gases. b. There must be no smoking on the aircraft when a cylinder is in use. c. The drugs and medicines must be under the control of qualified medical personnel.

Part A General Chapter 8 d. Equipment containing wet cell or lithium batteries must be stowed such that the batteries are kept upright to prevent leakage of their contents. These dangerous goods may also be carried on a flight being under-taken to collect a person or after delivering him when it is not practicable to load or unload the goods at the time of the flight on which the person is being carried. Drunkenness in Aircraft The aeroplane commander shall not allow a person to be carried in the aeroplane who appears to be under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered. Company Policy It is Company policy that persons who are assessed to be drunk are not to be carried on Loganair aircraft. Not only is it illegal to carry a passenger who is drunk but it places the cabin crew in an extremely vulnerable position and compromises the safety of the aircraft. It is accepted that the assessment of drunkenness is subjective and that little guidance is available to indicate how that assessment should be made. However, customer services staff should not present a passenger for boarding if they consider him to be drunk and should not expect the aircraft commander to make that assessment. If the crew should become involved in the assessment, they must use their personal experience to determine whether or not the passenger is drunk (in the accepted definition of the word) and, if so, deny him permission to travel. It must be remembered that, no matter how benign a drunk may appear prior to boarding, there is a strong possibility that, in the course of the flight, he may: a. Be sick without using the sick bag. b. Want to smoke, and take offence when told not to. c. Want another drink, and take offence when this is denied. d. Become disruptive, offensive or even violent. e. Generate anxiety or discomfort among other passengers.

Part A General Chapter 8 Commanders should be aware that, if they accept a passenger who they know to be drunk and a serious incident develops involving that passenger, they may be subject to disciplinary action. The aeroplane commander has the statutory authority to refuse entry to his aeroplane of anyone whose presence in flight could represent a hazard to the safety of the aeroplane or its passengers. Such persons could include those suspected of being under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered, or of suffering from any form of mental or physical illness which could put the remaining passengers at risk. In the case of known or declared illnesses, arrangements may be made for such sufferers to be carried if prior medical approval has been given, and qualified nursing personnel accompany the patient(s). In order to assist the commander in the proper exercise of this authority, all Company personnel engaged in passenger handling and loading, including other crew members, handling agents and check-in personnel, should alert the commander if at any time they consider that the condition of particular passengers could jeopardise the safety of a proposed flight. If difficulty is encountered in dealing with such passengers, particularly those who may require physical restraint, the assistance of the aerodrome, or local police should be requested. Restraint of Passengers The commander should consider restraining a violent or unruly passenger if: a. All other feasible means of placating such a passenger have been exhausted; or b. If the urgency of the situation demands immediate restraint; and c. If the commander considers that the act of restraining the passenger is not likely to cause an increase in the safety hazard. The restraint can be continued after landing and until the police arrive, providing the commander notifies the relevant authorities, at the place of landing, of the restraint of the passenger and the reasons for doing so. The authorities must be notified either before landing or as soon as it is reasonably practicable after landing. The commander need not be concerned with the legal aspects of framing the charges; the police will investigate the commander’s referral in the usual way.

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Note: passenger only if the passenger becomes unruly whilst the aircraft is airborne (see section 94(2) OF THE civil aviation act 1982). Therefore if, when the aircraft is still on UK ground, the passenger is unruly or show that he is about to become unruly, the commander has no special powers to restrain that passenger, but the passenger may be disembarked at that airport. If the passenger refuses to leave the aircraft, the commander should not use force but should call for police assistance to have the passenger removed.

8.2.4 De-icing and Anti-icing on the Ground

FLT 3.9.6, 3.11.38 Please refer to Annually updated Seasonal Operations Manual for most up to date information regarding aircraft type Winter operations. Certification for Flight in Icing Conditions Company aircraft are certificated for flight in varying degrees of icing conditions the details of which are contained in the respective Flight Manuals and their supplements. However, an aircraft certificated for flight in icing conditions is not certificated for take-off or flight when carrying ice deposits resulting from ground operations or storage. Aircraft commanders are therefore Authorised to ensure that anti and de-icing operations appropriate to the ambient conditions are carried out on the ground before departure, and that pre-flight inspection indicates that all significant deposits of hoar frost, ice and snow have been removed before any attempt is made to take off. Any effect of ground de-icing on aeroplane performance must be taken into account. Ground De-icing Depending on the facilities available at the aerodrome, and on the aircraft type, removal may be achieved by brushing snow from the aircraft surfaces, the application of fluids, or a combination of these methods. Flight crews should familiarise themselves with the methods locally available, and with those areas of their aeroplane from which the removal of deposits is vital, or which may be adversely affected by the incomplete or careless removal of snow or slush (e.g. control surface hinges, engine intakes or static ports). It is Loganair policy to remove snow from the aircraft surfaces by mechanical means in the first instance. Normally brushing to remove snow accumulation will be followed by the application of fluid.

Part A General Chapter 8 Aircraft De-icing/Anti-icing Methods with Fluids This Section outlines the minimum requirements for ground-based aircraft de-icing/anti-icing methods with fluids and procedures to facilitate the safe operation of transport aircraft during icing conditions. This does not specify requirements for particular aircraft types.

Note: procedures or methods supplement the information contained in this document. Frost, ice or snow deposits, which can seriously affect the aerodynamic performance and/or controllability of an aircraft, are effectively removed by the application of the procedures specified in this document. Definitions For the purpose of this section, the following definitions apply. i. Active Frost Active frost is a condition when frost is forming. Active frost occurs when aircraft surface temperature is: • at or below 0°C (32°F), and • at or below dew point ii. Anti-icing Precautionary procedure which provides protection against the formation of frost or ice and accumulation of snow or slush on treated surfaces of the aircraft for a limited period of time (hold-over time). iii. De-icing Procedure by which frost, ice, slush or snow is removed from an aircraft in order to provide clean surfaces. iv. Freezing Drizzle Fairly uniform precipitation composed exclusively of fine drops (diameter less than 0.5mm {0.02in}) very close together which freezes upon impact with the ground or other exposed objects. v. Freezing Fog A suspension of numerous minute water droplets which freezes upon impact with ground or other exposed objects, generally reducing the horizontal visibility at the earth’s surface to less than 1km (5/8mile).

Part A General Chapter 8 vi. Frost/Hoar Frost Ice crystals that form from ice saturated air at temperatures below 0°C (32°F) by direct sublimation on the ground or other exposed objects. vii. Hail Precipitation of small balls or pieces of ice with a diameter ranging from 5 to >50mm (0.2 to >2.0in) falling either separately or agglomerated. viii. Hold-over Time Estimated time for which an anti-icing fluid will prevent the formation of frost or ice and the accumulation of snow on the protected surfaces of an aircraft, under specified weather conditions. ix. Ice Pellets Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5mm (0.2in.) or less. The pellets of ice usually bounce when hitting hard ground. x. Light Freezing Rain Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0.5mm (0.02inch) or smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles is up to 2.5mm/hour (0.10 inch/hour) or 25grams/dm²/ hour with a maximum of 0.25mm (0.01inch) in 6minutes. xi. Moderate and Heavy Freezing Rain Precipitation of liquid water particles which freezes upon impact with the ground or other exposed objects, either in the form of drops of more than 0.5mm (0.02inch) or smaller drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles is more than 2.5mm/hour (0.10 inch/hour) or 25grams/ dm²/hour. xii. Rain or High Humidity (on cold soaked wing) Water forming ice or frost on the wing surface, when the temperature of the aircraft wing surface is at or below 0°C (32°F). xiii. Rain and Snow Precipitation in the form of a mixture of rain and snow.

Part A General Chapter 8 xiv. Snow Precipitation of ice crystals, most of which are branched, star-shaped or mixed with unbranched crystals. At temperatures higher than -5°C (23°F), the crystals are generally agglomerated into snowflakes. xv. Snow Grains Precipitation of very small white and opaque particles of ice that are fairly flat or elongated with a diameter of less than 1mm (0.04in). When snow grains hit hard ground, they do not bounce or shatter.

Note: xvi. Snow Pellets Precipitation of white, opaque particles of ice. The particles are round or sometimes conical; their diameter range from about 2-5mm (0.08-0.2in). Snow pellets are brittle, easily crushed; they do bounce and may break on hard ground. xvii. Slush Snow or ice that has been reduced to a soft watery mixture. General A Pilot shall not take off in an aircraft that has: i. Frost, snow, slush or ice on any propeller, windshield or power plant installation or on airspeed, altimeter, rate of climb or flight altitude instrument systems; ii. Snow, slush or ice on the wings, stabilisers or control surfaces. He should also ensure that there is no snow, slush or ice in gaps between the airframe and control surfaces, or the control surfaces and control tabs. Furthermore he should ensure that the upper surfaces of wings, stabilisers, and or control surfaces are free from frost. For this reason a contamination check of the aircraft surfaces shall be performed prior to departure. Anti-icing Fluid Application Strategy The process should be continuous and as short as possible. Anti-icing should be carried out as near to the departure time as operationally possible in order to utilise maximum hold-over time. The anti-icing fluid shall be distributed uniformly over all surfaces to which it is applied. In

Part A General Chapter 8 order to control the uniformity, all horizontal aircraft surfaces shall be visually checked during application of the fluid. The correct amount is indicated by fluid just beginning to run off the leading and trailing edges. The most effective results are obtained by commencing on the highest part of the wing section and covering from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down. The following surfaces shall be protected: a. Wing upper surface and leading edges; b. Horizontal stabiliser upper surfaces including leading edges and elevator upper surfaces; c. Vertical stabiliser and rudder; d. Fuselage upper surfaces depending upon the amount and type of precipitation.

CAUTION: Anti-icing fluids may not flow evenly over wing leading edges, horizontal and vertical stabilisers. These surfaces should be checked to ensure that they are properly coated with fluid. Application Limits Under no circumstances shall an aircraft that has been anti-iced receive a further coating of anti-icing fluid directly on top of the contaminated film. If an additional treatment is required before flight, a complete de-icing/ anti-icing shall be performed (see application tables 1 and 2). Ensure that any residues from previous treatment are flushed off. Anti-icing required usage: Anti-icing refers to application of a suitable fluid to give protection against the formation of frost or ice and the accumulation of snow or slush on treated surfaces of the aircraft for a limited period of time, referred to as 'holdover time'. Anti-icing Optional usage (Not currently used by Loganair): Type II, III or IV fluid is applied to a clean wing during turnarounds or overnight to make subsequent de-icing easier. Overnight Anti-icing is not carried out by Loganair as it requires additional maintenance procedures and notification to crew to ensure that the aircraft has a further de-icing fluid application before flight.

ATR 42/72/ EMB135-145 DHC-6 BN2
Type I Fluid Water Mixtures
Type II Fluid Water Mixtures Prohibited Prohibited
Type III Fluid Water Mixtures
Type IV Fluid Water Mixtures * Prohibited Prohibited
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CAUTION
The repeated application of type ii, iii or iv fluid may cause residues to
collect in aerodynamically quiet areas, cavities and gaps. The
Application of hot water or heated type i fluid in the first step of the
de-icing process may minimise the formation of residues.
Residues may re-hydrate and freeze under certain temperature, high
humidity and/or rain conditions and may block or impede critical flight
control systems. These residues may require removal.
Aircraft Related Limits
The application of de-icing fluid shall be in accordance with the
requirements of the airframe/engine manufacturers.
The permitted use of de-icing fluids is detailed below:
ATR 42/72/
EMB135-145
Type I Fluid Water
  
Mixtures
Type II Fluid Water
Mixtures
Type III Fluid Water
  
Mixtures
Type IV Fluid Water
Mixtures
* Exceptional use only
Procedure Precautions
One-step de-icing is performed with a heated de-icing fluid. The fluid used
to de-ice the aircraft remains on aircraft surfaces to provide limited anti-ice
capability. The correct fluid concentration shall be chosen with regard to
desired hold-over time and is dictated by outside air temperature and
weather conditions.
CAUTION
Wing skin temperatures may be lower than OAT. If this condition is
identified, a stronger mix (more glycol) may need to be used to ensure a
sufficient freeze point buffer.

Part A General Chapter 8 With regard to hold-over time provided by the applied fluid, the objective is that it be equal to or greater than the estimated time from start of de-icing to start of take-off based on existing weather conditions. Aircraft shall be treated symmetrically, that is, left-hand and right-hand side shall receive the same treatment.

Note: met. • During de-icing, the moveable surfaces shall be in a position as specified by the aircraft manufacturer. Engines are normally shut down. • De-icing fluids shall not be sprayed directly on wiring harnesses and electrical components (receptacles, junction boxes, etc.), onto brakes, wheels, exhausts, or thrust reversers. • De-icing fluid shall not be directed into the orifices of pitot heads, static ports or directly onto airstream direction detectors probes/angle of attack airflow sensors. • All reasonable precautions shall be taken to minimise fluid entry into engines, other intakes/outlets and control surface cavities. • Fluids shall not be directed onto flight deck or cabin windows as this can cause crazing of acrylics or penetration of the window seals. • Prior to application of de-icing fluids all doors and windows should be closed to prevent: a. Galley floor areas being contaminated with slippery de-icing fluids; b. Upholstery becoming soiled.

Note: removed from the surrounding area. • If type II, III, or IV fluids are used, all traces of the fluid on flight deck windows should be removed prior to departure, particular attention being paid to windows fitted with wipers. • Landing gear and wheel bays shall be kept free from build-up of slush, ice or accumulations of blown snow. • When removing ice, snow, slush or frost from aircraft surfaces, care shall be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove snow from wings and stabiliser surfaces forward towards the leading edge and remove from ailerons and elevators back towards the trailing edge.

Part A General Chapter 8 Clear Ice Precautions Clear ice can form on aircraft surfaces, below a layer of snow or slush. It is therefore important that surfaces are closely examined following each de-icing operation, in order to ensure that all deposits have been removed. General Aircraft Requirements after De-icing Following the de-icing procedures and prior to take-off, the critical aircraft surfaces shall be clean of all frost, ice, slush, and snow accumulations in accordance with the following requirements: i. Wings, Tail and Control Surfaces Wings, tail and control surfaces shall be free of ice, snow, slush, and frost except that a coating of frost may be present on wing lower surfaces in areas cold soaked by fuel between forward and aft spars in accordance with the aircraft manufacturer’s published manuals. ii. Pitot Heads and Static Ports Pitot heads and static ports shall be clear of ice, frost, snow and fluid residues. iii. Engine Inlets Engine inlets shall be clear of internal ice and snow and fan shall be free to rotate. iv. Air Conditioning Inlets and Exits Air conditioning inlets and exits shall be clear of ice, frost and snow. Outflow valves shall be clear and unobstructed. v. Landing Gear and Landing Gear Doors: Landing gear and landing gear doors shall be unobstructed and clear of ice, frost and snow. vi. Fuel Tank Vents Fuel tank vents shall be clear of ice, frost and snow. vii. Fuselage Fuselage shall be clear of ice and snow. Frost may be present in accordance with aircraft manufacturer’s manuals. viii. Flight Control Check A functional flight control check using an external observer may be required after de-icing depending upon aircraft type (see relevant manuals). This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow covering.

Part A General Chapter 8 Post De-icing/Check An aircraft shall not be dispatched after a de-icing operation until the aircraft has received a final check by a trained and qualified person. The de-icing Code shall not be transmitted before the post de-icing check is completed. Pre Take-off Check The Commander shall continually monitor the environmental situation after the performed de-icing treatment. Prior to take-off he shall assess whether the applied hold-over time is still appropriate. This Check is normally performed from inside the flight deck. Pre Take-off Contamination Check A check of the critical surfaces for contamination. This check shall be performed when the condition of the critical surfaces of the aircraft cannot be effectively assessed by a pre take-off check or when the applied hold-over time has been exceeded. This check is normally performed from outside the aircraft. The alternate means of compliance to a pre take-off contamination check is a complete de-icing re-treatment of the aircraft. Communication Procedures De-icing Operation An aircraft shall not be dispatched for departure after a de-icing operation until the Commander has been notified of the type of de-icing operation performed. The standardised notification performed by qualified personnel indicates that the aircraft critical parts are checked free of ice, frost, snow, and slush, and in addition includes the necessary de-icing code as specified in the de-icing Codes section listed below, to allow the Commander to estimate the hold-over time to be expected under the prevailing weather conditions. Anti-Icing Codes The following information shall be recorded and be communicated to the Commander by referring to the last step of the procedure and in the sequence provided below: i. The fluid type; i.e. Type I, II, III, IV;

Part A General Chapter 8 ii. The concentration of fluid within the fluid/water mixture, expressed as a percentage by volume;

Note: iii. The local time (hours/minutes) at the beginning of the final de-icing/ anti-icing step; iv. The date (written: day, month, year);

Note: notification. v. The complete name of the de-icing fluid (so called “brand name”).

Note: Example A de-icing procedure whose last step is the use of a mixture of 75% of a type ii fluid and 25% water, commencing at 13:35 local time on 20 February 2003, is recorded as follows: TYPE II/75 13:35 (20 FEB 2003) (“complete name of anti-icing fluid”). Post de-icing check and transmission of the de-icing Code in writing to the Commander. It shall be clearly defined by the aircraft operator which Company is responsible for carrying out the post de-icing/anti-icing check and providing the Commander with the written de-icing Code. All Clear Signal The flight crew shall receive a confirmation from the ground crew that all de-icing operations are complete and that all personnel and equipment are clear before reconfiguring or moving the aircraft. Hold-over Time Hold-over time is obtained by de-icing fluids remaining on the aircraft surfaces. With a one-step de-icing operation the hold-over time begins at the start of the operation. Type II fluids contain a pseudoplastic thickening agent, which enables the fluid to form a thicker liquid wetting film on external aircraft surfaces. This film provides a longer hold-over time especially in conditions of freezing precipitation.

Part A General Chapter 8 With this type of fluid additional hold-over time will be provided by increasing the concentration of the fluid in the fluid/water mix, with maximum hold-over time available from undiluted fluid. The tables give an indication as to the time frame of protection that could reasonably be expected under conditions of precipitation. However, due to the many variables that can influence hold-over time, these times should not be considered as minimums or maximums as the actual time of protection may be extended or reduced, depending upon the particular conditions existing at the time. The lower limit of the published time span is used to indicate the estimated time or protection during moderate precipitation and the upper limit indicates the estimated time of protection during light precipitation.

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Part A General Chapter 8

Part A General Chapter 8

Part A General Chapter 8 General Precautions Normally, unless the aeroplane is being de-iced by the approved contractor at its main base, the flight crew may be required to supervise that carried out by, or on behalf of, a handling agency. In either case, care should be taken to ensure that whether removed by broom, squeegee or the application of fluid spray, deposits are swept away from control surface hinge areas and system intakes, and that the sprays themselves are not directed to these areas. Since the de-icing fluid may be further diluted by the melting deposits which it is designed to remove, refreezing may occur if the solution runs onto other parts of the aeroplane, and close attention should be paid to this possibility. Care should be taken to prevent de-icing fluid from accumulating around cockpit transparencies, on which it may cause smearing and loss of vision as speed is increased during a subsequent take-off. When de-icing operations have been completed, ideally as close to the scheduled departure time as possible, a careful walk-round inspection of the aeroplane is to be completed in order to confirm that flying and control surfaces have been cleared of deposits, and that intake and drain holes are free of any obstruction. If possible, control surfaces should be moved over their full range, and jet engine compressors rotated by hand to ensure that they have not become frozen in position. An inspection of propeller aircraft spinners should be made to check for trapped snow or moisture, which could subsequently refreeze and cause propeller imbalance or malfunction. Undercarriage components should be checked for cleanliness, and microswitches and up locks for normal functioning. Further Precautions Recent developments in ground de-icing techniques include the need to evaluate the prevailing weather conditions closely and adjust hold-over times accordingly. Significant factors may be that: a. The protection against icing (hold-over time) afforded by the application of de-icing fluid can be shortened by high winds or jet blasts causing damage to the de-icing fluid film which forms to protect the aeroplane surface; b. Wing skin temperatures can be significantly lower than the OAT. It can therefore be a more representative guide to the de-icing requirements, de-icing fluid/water mixing ratio and subsequent hold-over times. Technical Log

Part A General Chapter 8 The aeroplane commander is to confirm that whenever de-icing has taken place, an appropriate entry has been made and signed in the technical log, and that in particular, the start and completion times of the de-icing process have been entered. If there is any subsequent departure delay, or further deterioration in the weather conditions, he should use this information, together with that in the Tables above, to form a realistic idea of whether further de-icing may be required.

8.2.5 Engine Runs for Maintenance Purposes

8.2.5.1 Responsibility

Commanders are responsible for the safety of the aircraft if they carry out an engine run for maintenance purposes. This responsibility cannot be delegated to an Engineer on board the aircraft if the Commander occupies a pilot’s seat or signs for acceptance of the aircraft. The requirements and procedures in the Operations Manual are to be adhered to all times.

8.2.5.2 Restrictions

The operation of aircraft by pilots for maintenance purposes is restricted to: • Operating at a maximum of taxy power, unless on a live runway or other area designated for purpose of high power engine runs. • Operating as a crew – operating with a pilot/engineer combination can cause confusion due to different procedures. • Operating with normal engine start and pushback procedures with appropriate ground crew. In some cases an Engineer may not be authorised to taxy an aircraft at a particular airfield, but may hold ground running authorisation. Flight crew are permitted to taxy the aircraft to an area where ground runs may be carried out, but should not take part in any ground running above taxy power ie two engineers are to occupy the pilots’ seats. The Director of Flight Operations or his nominated deputy may authorise certain pilots to carry out ground runs at powers greater than taxy power, providing certain conditions are met and suitable mitigations are in place. These will be considered on a case-by-case basis. If there is any doubt about carrying out an engine run for maintenance purposes a member of the Flight Operations Management team should be consulted.

Part A General Chapter 8 The contents of this para only refers to engine running for maintenance purposes and does not prevent an aircraft Commander from conducting a short, high power run to verify correct system operation prior to take-off.

Part A General Chapter 8

8.3 Flight Procedures

FLT 3.10.4, 3.10.5

8.3.0 RT Procedures

Standard RT procedure should be always followed, strive to communicate clearly and unambiguously with a normal conversational tone to incorporate the most intelligibility in each transmission. This is essential when operating on congested frequencies within busy sectors where any time wasted with verbosity and non-standard, ambiguous phrases could lead to flight safety incidents. There is no advantage in speed at the cost of accuracy. Read back ATC clearances and instructions when required and record frequency changes on the OFP. The aircraft callsign must always be used. Receipt of ATC IFR Clearances on the Ground It is a requirement that all ATC clearances on the ground are obtained by both pilots. Both pilots on the flight deck shall wear a headset with boom microphone or equivalent and both pilots must wear their headsets to receive ATC departure clearance via voice communication. Headsets must be worn by both pilots when the engines are running. The Right Pilot (RP) will normally receive the departure clearance from ATC. The Left Pilot (LP) enters the SQUAWK into the transponder and the actual Flight Level or Altitude in the window to confirm that the clearance has been heard and understood. The RP writes the clearance down on the OFP and then looks up and checks the cleared Flight Level or Altitude has been entered correctly and confirms with the SID plate to close the loop. The LP also checks the clearance against the SID plate. Changing Frequency When instructed to change frequency, PM must complete the frequency change and establish contact on the new frequency himself before leaving the communications loop. PF when operations allow, may select the frequencies for PM, in this case the PF may change the frequency to the active ATC frequency providing the PM confirms the pre-selected frequency is correct.

Part A General Chapter 8 The Communications Loop Whenever a pilot leaves the communications loop the risk of error is significantly increased. Avoid leaving the loop at busy times or in descent and do not stay out of the loop for long periods. Return to the loop between tasks. ATC communications take precedence over ATIS, Company calls or passenger announcements. When leaving or returning to the loop, carry out a hand-over and confirm changes. Check with ATC if any doubt exists about ATC instructions received by only one pilot. If there has been a frequency change, confirm contact has been established before the radio hand-over. Company policy, unless needed for other communications, is one of the available VHF-COM systems shall be used to continuously monitor the International Emergency VHF (Guard) frequency (121.500MHz), except during those periods when Flight Crew workload does not permit simultaneous watching of two frequencies. Suspicious Silence If an ATC frequency is silent for an unusually long period, carry out a radio check. If communication is lost, go back to the previous frequency, or attempt to establish contact on another suitable frequency.

8.3.1 Flight Plan Annotation of VFR/IFR

FLT 3.10.1, 3.10.2 Flights for the purpose of commercial transport should normally be routed via the most convenient, available airway network and in accordance with the instrument flight rules, irrespective of the forecast and actual weather conditions for the route. When the departure or destination aerodrome is clear of controlled airspace, or there is no interconnecting airway structure, more direct flights may be planned. Under such circumstances, flights in accordance with the visual flight rules may be undertaken, provided only that the forecast and latest actual weather conditions indicate that at the proposed cruising altitudes, the requisite visibilities and clearances from cloud can be maintained. For all flights air traffic services must be used whenever available. Certain flights (e.g. pleasure, or aerial photography flights) require the existence of good, visual meteorological conditions, but there is no reason why appropriate parts of their routes should not be flown under IFR. The ATC flight plan is always to indicate clearly whether the flight is to be conducted under IFR or VFR. In cases where the rules governing the flight are expected to be changed en route, the change from IFR to VFR, or vice versa, is to be annotated on the flight plan, as is the position at which the change is planned to take place. If circumstances such as an unforecast

Part A General Chapter 8 deterioration in weather conditions indicate the need for a revised clearance, this is to be requested immediately from the appropriate ATC unit. Flight in visual meteorological conditions is to be maintained until the IFR clearance is received. Instrument Flight Rules & Cancellation of IFR Flight Plans 1. Commercial Air Transport flights will be operated under Instrument Flight Rules under an IFR flight plan in accordance with an IFR clearance and, if an instrument approach is required, in accordance with the approach procedures approved and accepted by the relevant Authority in which the airport of intended landing is located. An IFR Flight Plan will be filed for all IFR flights. 2. When operating away from base, after consideration of the meteorological information available, the Commander will ensure that a flight plan is completed. A copy of the completed flight plan is to be left with the aerodrome authority. 3. A copy of the Flight Plan Route must be carried on the aircraft. The Flight Plan Route is detailed on the Operational Flight Plan. 4. No deviation from the flight plan is permitted without prior clearance from the appropriate Air Traffic Control Authority. 5. When it is necessary to operate a section of a flight under Visual Flight rules the IFR flight plan should be activated or cancelled with the relevant ATC unit by RT. It is not normal practice to cancel IFR flight plans however, when it is obvious to the commander that it will aid the expeditious and safe completion of a flight, IFR plans may be cancelled subject to the following: a. Conditions when cancellation is acceptable: i. The flight can be continued to the destination airfield in accordance with Visual Flight Rules, or, when appropriate Special VFR. ii. Adequate means of safe navigation of the aircraft to the destination aerodrome are available or the aerodrome is in sight at the time of cancellation. b. Conditions when cancellation is prohibited: i. At night. ii. In congested terminal areas except with the permission of ATC and in Class A Airspace, where all flights are subject to IFR procedures.

Part A General Chapter 8 In classes of Controlled Airspace where a choice of Flight Rules is possible in VMC, the pilot may cancel an IFR FPL by transmitting the following message to the ATSU: “(identification) Cancel my IFR Flight”. ATC cannot approve or disapprove cancellation of an IFR FPL but, when in possession of information that IMC is likely to be encountered along the intended route of flight, will advise the pilot accordingly as follows: “IMC reported (or forecast) in the vicinity of........” The fact that a pilot reports that he is flying in VMC does not in itself constitute cancellation of an IFR FPL. Unless cancellation action is taken, the flight will continue to be regulated in relation to other IFR traffic. 6. Pilots are to adhere to flight plans as closely as circumstances permit within the laid down operating and navigating procedures.

8.3.2 Navigation Procedures

FLT 3.5.2, 3.11.1, 3.11.2, 3.11.8B a. Descent Below MSA Prohibition: Descent below MSA is prohibited in the following conditions: i. When on an IFR flight plan. ii. In Instrument Meteorological Conditions. Authorised: Descent below MSA is authorised in the following conditions: i. On VFR Flight in VMC. ii. For the purposes of take-off and landing in accordance with approved procedures laid down in this manual. Company aeroplanes are fitted with a variety of navigation equipment. Irrespective of the particular fit, however, the general principal for all operations should be that all such equipment is checked for serviceable and normal operations before each flight. Once in flight, the equipment which is not directly required for navigation along the selected route should be tuned to ground stations within range whose indications will enable the accuracy of the primary aids to be verified, or from which the bearing and distance indications will enable ground-speed checks or ETA

Part A General Chapter 8 adjustments to be made. The routine use of all fitted equipment will ensure that errors in performance or faulty operation may be detected, and rectification arranged at an early stage. Reliance should not be placed on information derived from ground beacons until the appropriate coded signal has been identified and, in the case of two-pilot crews, confirmed by both pilots. When equipment other than VOR, ADF and DME, with cockpit computer and keyboard installations are in use, particular care is to be taken in ensuring that the correct numerical sequences are programmed when entering data from the navigation log into the installation. In two-pilot crews, one pilot should read aloud the co-ordinates, tracks or distances while the other pilot operates the keyboard and reads back the figures he has programmed as a cross-check of their accuracy. For single-pilot operations, a conscientious system of self-monitoring should be adopted to minimise the risk of errors. In flight, other available navigation equipment should be selected and used to confirm the accuracy of the primary aid, and to be readily available for use if the primary equipment gives indications of inaccuracy or malfunction. Above all, flight crew must remain alert to the possibility of errors in programming or performance, and be prepared to revert to the use of raw data provided by such standard VOR, ADF and DME equipment as are available. Navigation logs should be comprehensively completed en route, except when operating in busy terminal areas at lower altitudes, and ETAs should be kept amended to take account of significant changes. Note should be made of any diversion from the planned route, whether initiated by the commander or requested by air traffic control, with a brief description of the circumstances, the time the alteration was made, and any fuel replanning calculations which were necessary. If difficulties are encountered in following a particular route, the more information that is recorded to assist a post-flight investigation, the greater will be the chances of overcoming the problems on future flights over the same route. It must be noted that when operating off the route indicated on the navigation log the listed safety altitudes may not be valid and caution must be exercised especially during climb-out and at the top of descent. a. In the event of in-flight replanning the commander of an IFR flight shall not continue beyond the point from which a revised flight plan applies unless the expected weather conditions at the destination and/or the alternate aerodromes as required by 8.1.3 and 8.1.4 are at or above the planning minima detailed in paragraphs 8.1.4.

Part A General Chapter 8 b. A commander of an IFR flight shall not continue beyond the decision point described in paragraph 8.1.8 or the predetermined point describe unless the expected weather conditions at the destination and/or the alternate aerodromes as required by paragraphs 8.1.3 are at or above the operating minima detailed in paragraph 8.1.4. c. The commander of an IFR flight shall not continue towards the planned destination aerodrome unless the latest information available indicates that at the ETA, the weather conditions at the destination, or at least one destination alternate aerodrome, are at or above the required aerodrome operating minima (see paragraph 8.1.4.). Aeroplane operations in Minimum Navigation Performance Specification airspace (MNPS), POLAR airspace (Not applicable). Performance Based Navigation (PBN) Performance Based Navigation is a generic term covering Area Navigation (RNAV) and Required Navigation Performance (RNP). The difference between RNAV and RNP is that to operate in designated RNP airspace the navigation equipment requires on board performance monitoring and alerting functionality. Loganair does not operate in airspace requiring RNP functionality. Area Navigation has evolved over a period of 40 years and resulted in two main standards, that used in the United States and that used in Europe. More recently there has been a move to a common ICAO RNAV standard however this has yet to be implemented. In the Loganair AOC area within Europe there are currently two performance standards in use by Loganair, as RNAV approaches are not flown: European Basic RNAV (B-RNAV equivalent to ICAO RNAV5) – 5 nautical mile navigation accuracy will be achieved for 95% of flight time by the population of aircraft operating within the airspace, route or procedure. European Precision RNAV (P-RNAV) – 1 nautical mile navigation accuracy will be achieved for 95% of flight time by the population of aircraft operating within the airspace, route or procedure.

Part A General Chapter 8 P-RNAV differs from ICAO RNAV1 in a number of ways, the most significant being: • Procedures based on VOR/DME are permitted with P-RNAV, but are not with ICAO RNAV1. • ICAO RNAV1 requires RNAV guidance to be available at 500ft above the aerodrome on departure, this is not a requirement for P-RNAV. For these reasons this section only considers the use of B-RNAV and P-RNAV in the European environment. Some additional information is included as background information for satellite based approach procedures. Area Navigation (RNAV) is a navigation method that enables aircraft operations on any desired flight path within the effective range of navigation aids or within the capability limits of self-contained aids, or a combination of both. An RNAV system may be used not only in the horizontal plane, lateral navigation (LNAV), but also may include operations in the vertical plane, vertical navigation (VNAV). RNAV (lateral) has been used for years in oceanic and remote areas and more recently, for continental routes in high traffic density environments. Precision RNAV is now used in Terminal Areas for SIDs, STARs and Non Precision Approach type Instrument Approach Procedures (IAPs). The following aircraft are approved for B-RNAV Operations: ATR 42/72, EMB 135/145 and DHC 6. The following aircraft are approved for P-RNAV Operations: ATR 42/72 EMB 135/145 and DHC6. Company’s Operations Specifications The Company currently has approvals for Basic RNAV and P-RNAV within Europe.

Note: operations or RNAV1 operations.

Part A General Chapter 8 Glossary of Terms Global Navigation Satellite System (GNSS) GNSS is the standard generic term for satellite navigation systems. Global Positioning System (GPS) The US Global Navigation Satellite System (GNSS) core satellite constellation that provides space-based positioning, velocity and time. GPS is composed of space, control and user elements. The space element nominally is composed of at least 24 satellites in 6 orbital planes. The control element consists of five monitor stations, three ground antennas and a master control station. The user element consists of antennas and receiver processors that provide positioning, velocity, and precise timing to the user. Aircraft-Based Augmentation System (ABAS) An augmentation system that augments and/or integrates the information obtained from GNSS elements with all the other information available on board the aircraft. Receiver Autonomous Integrity Monitoring (RAIM) A technique whereby a GNSS receiver processor determines the integrity of the GNSS navigation signals using only GPS signals or GPS signals and altitude. This determination is achieved by a consistency check against additional satellite vehicle pseudorange (q.v.) or altitude measurements. Additional, in this context, means more satellite vehicles in view than are needed for position calculation, i.e.for a 2-D position, a minimum of three satellites need to be in view of the receiver; a 3-D solution requires a minimum of four satellites. RAIM uses a minimum of five satellites and operates by de-selecting one satellite in turn and comparing the navigation solution achieved using the remaining satellites, if a difference is detected a warning is given. In some systems, if a minimum of six satellites are available the system is able to determine which satellite is producing the erroneous solution and automatically deselect the satellite producing the error, this is called Fault Detection Exclusion (FDE).

Part A General Chapter 8 Pseudorange A term used to describe the complex signals transmitted by the GNSS satellite vehicles, which contain both range and additional information from each satellite vehicle in view to a receiver. Once processed by the GNSS receiver, ranges from each satellite vehicle are extracted enabling an accurate position to be determined. In addition, this processing also extracts accurate time. Area Navigation (RNAV) A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. RNAV equipment operates by automatically determining aircraft position from one or a combination of the following sensors with the means to establish and follow a desired path: 1. VOR/DME. 2. DME/DME. 3. GNSS or GPS.

Note: other RNAV operations that do not meet the definition of performance-based navigation. Basic Area Navigation (B-RNAV) A European RNAV navigation specification with a required track keeping accuracy of ±5nm for at least 95% of the flight time. B-RNAV capability can be achieved using inputs from VOR/DME, DME/DME or GNSS. Precision Area Navigation (P-RNAV) A European RNAV navigation specification with a required track-keeping accuracy of ±1nm for at least 95% of the flight time, together with advanced functionality and a high integrity navigation database. P-RNAV capability can be achieved using inputs from VOR/DME, DME/ DME or GNSS. The sensors that the procedures are based on are stated on the chart. If the required sensor(s) are not available the RNAV system may not be used to fly the procedure.

Part A General Chapter 8 ANP – Actual Navigation Performance The FMC calculated certainty of the aeroplane’s position in nautical mile units. There is a 95% probability that the aeroplane is within the displayed ANP on some aircraft types this can be referred to as Q factor. Factors affecting ANP: a. Method of RNAV or FMC position updating (GPS, DME-DME, etc.). b. GPS Receiver Autonomous Integrity Monitoring (RAIM) – only when using GPS updating. c. If using navigation radio updating, the geometry and proximity of stations to the aeroplane’s position. Navigation Specifications The Navigation Specification is used by a State as a basis for the development of their material for airworthiness and operational approval. A Navigation Specification details what performance is required of the RNAV system in terms of accuracy, integrity, availability and continuity; which navigation functionalities the RNAV system is required to have in order to meet the required performance; which navigation sensors must be integrated into the RNAV system in order to achieve the required performance and which requirements are placed on the flight crew in order to achieve the required performance from the aircraft and the RNAV system. P-RNAV General P-RNAV operations are based upon the use of RNAV equipment that automatically determines aircraft position in the horizontal plane using inputs from the following types of positioning sensor (in no specific order of priority): 1. Distance Measuring Equipment giving measurements from two or more ground stations (DME/DME). 2. VOR with a co-located DME (VOR/DME) where it is identified as meeting the requirements of the procedure. 3. Global Navigation Satellite System (GNSS). Airspace Concepts by Area of Operation Oceanic and Remote Continental

Part A General Chapter 8 Not applicable to the Loganair operation. Continental En Route Continental En Route Airspace Concepts are currently supported by RNAV applications. RNAV 5 is used in the Middle East (MID) and European Region (EUR) which at the moment, it is designated as B-RNAV (Basic RNAV). Continental RNAV applications comprise radar surveillance and direct controller pilot communication (voice). Terminal Airspace: Arrival and Departure Existing Terminal Airspace Concepts, which include arrival and departure, are supported by RNAV applications. These are currently used in the European Region (EUR) and the United States. The European Terminal Airspace RNAV application is known as P-RNAV (Precision RNAV). Navigation Functional Requirements Both RNAV and RNP specifications include requirements for certain navigation functionalities. At the basic level, these functional requirements may include: 1. Continuous indication of aircraft position relative to track to be displayed to the pilot flying on a navigation display situated in his primary field of view. 2. Display of distance and bearing to the active (To) waypoint. 3. Display of ground speed or time to the active (To) waypoint. 4. Navigation data storage function. 5. Appropriate failure indication of the RNAV system, including the sensors. Operating Procedures B-RNAV, and P-RNAV Airworthiness certification alone does not authorise P-RNAV operations. Operational approval is also required to confirm the adequacy of the operator’s normal and contingency procedures for the particular equipment installation. Pre-flight Planning

Part A General Chapter 8 Operators and pilots intending to conduct operations on B-RNAV and P-RNAV should file the appropriate flight plan suffixes. The onboard navigation data must be current and include appropriate procedures.

Note: of the flight. If the AIRAC cycle is due to change during flight, operators and pilots should establish proceduresto ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. The availability of the Navaid infrastructure, required for the intended routes, including any non-RNAV contingencies, must be confirmed for the period of intended operations using all available information. When GNSS integrity (RAIM) is required, the availability of these should also be determined as appropriate. General Operating Procedures The pilot should comply with any instructions or procedures identified by the manufacturer as necessary to comply with the performance requirements in this chapter. Pilots and operators must not request RNAV procedures unless they satisfy all the criteria in the relevant State documents. If an aircraft not meeting these criteria receives a clearance from ATC to conduct a RNAV procedure, the pilot must advise ATC that he is unable to accept the clearance and must request alternate instructions At system initialisation, pilots must confirm the navigation database is current and verify that the aircraft position has been entered correctly. Pilots must verify proper entry of their ATC assigned route upon initial clearance and any subsequent change of route. Pilots must ensure the waypoints sequence depicted by their navigation system matches the route depicted on the appropriate chart(s) and their assigned route.

Note: ground. In aircraft operated by two pilots, both pilots must listen to the ATC departure clearance through headsets. In aircraft operated by one pilot, the pilot must listen to the ATC departure clearance through a headset.

Part A General Chapter 8 Pilots must not fly a P-RNAV SID or STAR unless it is retrievable by procedure name from the onboard navigation database and conforms to the charted procedure. However, the procedure may subsequently be modified through the insertion or deletion of specific waypoints in response to ATC clearances. The manual entry, or creation of new waypoints by manual entry of latitude and longitude is not permitted. Additionally, pilots must not change any SID or STAR database waypoint type from a fly-by to a fly-over (Overfly) or vice versa. Flight crews should crosscheck the cleared flight plan by comparing charts or other applicable resources with the navigation system textual display and the aircraft map display, if applicable. If required, the exclusion of specific navigation aids should be confirmed

Note: information portrayed on the chart and their primary navigation display. Differences of 3° or less may result from equipment manufacturer’s application of magnetic variation and are operationally acceptable. Cross-checking with conventional Navaids is not required, as the built in integrity alerting is considered sufficient to meet the integrity requirements. However, monitoring of navigation reasonableness is suggested, and any loss of P-RNAV capability shall be reported to ATC. For P-RNAV routes, pilots must use a lateral deviation indicator, flight director or autopilot in lateral navigation mode. Pilots of aircraft with a lateral deviation display must ensure that lateral deviation scaling is suitable for the navigation accuracy associated with the route/procedure. All pilots are expected to maintain centrelines, as depicted by onboard lateral deviation indicators and/or flight guidance during P-RNAV operations unless authorised to deviate by ATC or under emergency conditions. For normal operations, cross-track error/deviation (the difference between the system computed path and the aircraft position relative to the path, i.e. FTE) should be limited to ±½ the navigation accuracy associated with the procedure (i.e. 0.5nm for P-RNAV). Brief deviations from this standard (e.g. overshoots or undershoots) during and immediately after turns, up to a maximum of 1 times the navigation accuracy (i.e. 1.0nm for Basic-RNP 1), are allowable.

Note: such, pilots of these aircraft may not be able to adhere to the ± ½ lateral navigation accuracy during turns but are still expected to satisfy the standard during intercepts following turns and on straight segments.

Part A General Chapter 8 Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain its desired track and are not recommended. Pilots should recognise that manually selectable aircraft bank-limiting functions might reduce their ability to satisfy ATC path expectations, especially when executing large angle turns. This should not be construed as a requirement to deviate from Airplane Flight Manual procedures; rather, pilots should be encouraged to limit the selection of such functions within accepted procedures. Aircraft with RNP/RNAV Selection Capability Pilots of aircraft with RNP input selection capability should select RNP 1 or lower, for PRNAV SIDs and STARs. Some systems refer to this as being “Terminal Mode” for P-RNAV (RNAV/RNP1) and “En-Route Mode” for B-RNAV (RNAV5). P-RNAV SID Specific Requirements Prior to commencing take-off, the pilot must verify the aircraft’s RNAV system is available, operating correctly, and the correct airport and runway data are loaded. Prior to flight, pilots must verify their aircraft navigation system is operating correctly and the correct runway and departure procedure (including any applicable en-route transition) are entered and properly depicted. Pilots who are assigned a P-RNAV departure procedure and subsequently receive a change of runway, procedure or transition must verify the appropriate changes are entered and available for navigation prior to take-off. A final check of proper runway entry and correct route depiction, shortly before take-off, is recommended. Pilots must use an authorised method (lateral deviation indicator/ navigation map display) to achieve an appropriate level of performance for P-RNAV. GNSS Aircraft when using GNSS, the signal must be acquired before the take-off roll commences. The departure airport must be loaded into the flight plan in order to achieve the appropriate navigation system monitoring and sensitivity. Aircraft operating using DME-DME or VOR-DME may have the Navigation function inhibited on the ground. In this case correct functioning of the system must be verified and a position check carried out before the system is used for navigation.

Part A General Chapter 8 For aircraft using a lateral deviation display (i.e. navigation map display), the scale must be set to 1nm Full Scale Deflection (FSD), and the flight director or autopilot should be used. P-RNAV STAR Specific Requirements Prior to the arrival phase, the flight crew should verify that the correct terminal route has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a route, a check will need to be made to confirm that updating will exclude a particular navigation aid. A route must not be used if doubt exists as to the validity of the route in the navigation database.

Note: a suitable map display that achieves the objectives of this paragraph. The creation of new waypoints by manual entry into the P-RNAV system by the flight crew invalidates the route and is not permitted. Where the contingency procedure requires reversion to a conventional arrival route, necessary preparation must be completed before commencing the P-RNAV procedure. Procedure modifications in the terminal area may take the form of radar headings or “direct to” clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion of tactical waypoints loaded from the database. Manual entry or modification by the flight crew of the loaded route, using temporary waypoints or fixes not provided in the database, is not permitted. Pilots must verify their aircraft navigation system is operating correctly and the correct arrival procedure and runway (including any applicable transition) are entered and properly depicted. Although a particular method is not mandated, any published altitude and speed constraints must be observed. If the P-RNAV STAR begins beyond 30nm from the Airport Reference Point and a lateral deviation indicator is used, its full-scale sensitivity should be manually selected to not greater than 1nm prior to commencing

Part A General Chapter 8 the STAR. For aircraft using a lateral deviation display (i.e. navigation map display), the scale must be set appropriate for the P-RNAV STAR, and the flight director or autopilot should be used. Contingency Procedures The pilot must notify ATC of any loss of the P-RNAV capability (integrity alerts or loss of navigation), together with the proposed course of action. If unable to comply with the requirements of a P-RNAV SID or STAR for any reason, pilots must advise ATC as soon as possible. The loss of P-RNAV capability includes any failure or event causing the aircraft to no longer satisfy the P-RNAV requirements of the route. In the event of communications failure, the Flight Crew should continue with the published lost communication procedure. Database The navigation database must be obtained from a supplier that complies with RTCA DO-200A/EUROCAE document ED 76, Standards for Processing Aeronautical Data, and should be compatible with the intended function of the equipment (All Loganair navigational databases comply). A Letter Of Acceptance (LOA), issued by the appropriate regulatory Authority to each of the participants in the data chain, demonstrates compliance with this requirement (e.g. UK CAA LOA issued in accordance with UK CAA IR 21 subpart G). Discrepancies that invalidate a SID or STAR must be reported to the navigation database supplier and affected SID or STAR are notified to Manager Flight Support and Operations via email will be prohibited by a notice in the Commander’s Brief to flight crew. The Duty Movement Controller in Operations is responsible for ensuring that notifications received via email that affect or may affect the Loganair operation, are promulgated to crews via the Commander’s brief. Notifications are to be reviewed by Manager Flight Support at the earliest opportunity. Loss of RNAV Capability Any discrepancy, between navaid raw data and the FMC position, with a magnitude of 1 nautical mile shall be considered as a loss of P-RNAV capability. P-RNAV capability may, in some circumstances, be maintained if GPS position fixing is lost if the aircraft FMS or RNAV computer is equipped with DME/DME or VOR/DME position fixing.

Part A General Chapter 8 Aircraft equipped with GPS as the primary input to navigation accuracy fulfil all P-RNAV requirements. When a GPS accuracy downgrade warning is displayed, P-RNAV capability may be maintained in the conditions described above for aircraft without GPS. CDU Messages, such as CHECK A/C POSITION or POSITION UNCERTAIN, may indicate a P-RNAV capability loss. If P-RNAV capability is lost the crew must advise the ATC, who may require the aircraft to leave that particular RNP airspace. In the Scottish FIR loss of RNAV capability below FL245 can usually be resolved by obtaining radar vectors from ATC. Conditions for Operations Into Specification Airspace P-RNAV Airspace P-RNAV airspace can be entered only if the required equipment is operative. 1. 1FMC or RNAV Computer. 2. 1CDU (May be integrated with RNAV computer/FMC on some aircraft types). 3. A Navigation Display with a flight plan. 4. Either GNSS position fixing or DME/DME position fixing must be available. 5. Flight Director or Course Deviation Indicator slaved to the FMC or RNAV computer. 6. A navigation accuracy better than 1 nautical mile. B-RNAV Airspace Only one RNAV system is required to enter RNP airspace within radio navaid coverage. This means for our aircraft the following equipment being operative: 1. 1 FMC or RNAV computer. 2. 1 VOR. 3. 1 DME. 4. A Navigation Display with a flight plan.

Part A General Chapter 8 5. Navaid raw data (RMI or CDI). 6. A navigation accuracy better than 5 nautical miles. Reporting of Errors Although the supplier of the NDB complies with the current P-RNAV specification standard and that in-house procedures would have been performed to verify the accuracy of applicable P-RNAV approaches, coding errors are possible. It is likely that the discovery of these errors will arise when crews perform the pre-flight or pre-approach checks required before a P-RNAV procedure is started. Crews must report their findings to Operations so that other crews do not attempt to fly the procedure. Movement Controllers in Operations are responsible for ensuring that the error is promulgated to crews via the Commander’s brief. Crew Reporting to Operations The crew must report any lateral or vertical NAV guidance anomaly to BOTH Operations and Flight Operations by the quickest means. The report must be fully documented by an ASR for further investigation and corrective action and should include as much of the following as possible: 1. Approach designation and airport. 2. A/C type, Registration, GW, wind/temp. 3. Navigation database cycle. 4. Pilot selections, Modes, EHSI, FMS CDU or RNAV CDU displays, CDI commanded track. 5. Description of anomaly, flight path.

Part A General Chapter 8 Examples of errors include: 1. Aircraft system malfunctions during P-RNAV operations which lead to: 2. Navigation errors (e.g. map shifts). 3. Significant navigation errors attributed to incorrect data or a navigation database coding error. 4. Unexpected deviations in lateral or vertical flight path not caused by pilot input. 5. Significant misleading information without a failure warning. 6. Total loss or multiple navigation equipment failure. 7. Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from an inertial navigation mode to radio navigation mode. Company Approach Bans On receipt of a report that an R-NAV procedure contains an anomaly or fault, as described above, a banning notice will be promulgated via Commander’s brief prohibiting crews from flying the procedure. Navigation Data Base suppliers have an alerting system which notifies the Operator of Navigation Data Base errors. The alerts are emailed to Manager Flight Support and Operations Control. If an alert is notified that affects the Loganair operation MOVEMENT CONTROL will immediately notify crews via Commander’s brief. Quality Systems To aid database integrity checking, a suitable tool will be used to conduct independent checks on data to ensure integrity is maintained. These checks may be delegated to a service organisation. The tool should include the following functionality: 1. Allow a user to specify the data areas to be checked and the critical data items to be monitored. 2. Detect any changes in monitored data items. 3. Generate reports listing all identified changes. 4. Provide a full data history to support configuration control. 5. Maintain non-editable log-files of all online actions.

Part A General Chapter 8 6. Provide analyses of database quality and changes in quality levels by tracking of rates of discovered errors. 7. Provide a flexible data input interface to enable database integrity checks for a variety of database providers. P-RNAV, Basic RNAV Flight Procedures Pre-flight NOTAMs NOTAMS have to be checked to detect, where applicable, a lack of availability of any navigation aids, including GPS where required, that might affect the navigation infrastructure required for the intended operation. Minimum Equipment List (MEL) Any navigation equipment unserviceabilities must be checked against the MEL for effect on RNAV operations. The availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. ATC Flight Plan For an aircraft with P-RNAV approval, a ‘P’ shall be inserted in the FPL Item 10, in addition to the ‘R’ for B-RNAV approval. FMS Database The flight crew must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. Before Start Check of the Active Flight Plan The active flight plan should be checked by comparing the charts with the map display and the CDU. This includes: 1. Confirmation of the correct waypoint sequence; 2. Reasonableness of track angles and distances; 3. Any altitude or speed constraints; and 4. Correct identification, where possible, of waypoints as fly-by or fly-over waypoints.

Part A General Chapter 8 Pilots shall particularly focus on any segment of the P-RNAV procedure which is below MSA. Take-off Prior to Take-off Before take-off, the crew must verify that the RNAV system is available and operating correctly and, where applicable, the correct runway and/or intersection data has been loaded. Line Up The flight crew must ensure that the course indications are correct for the departure.

Note: VOR-DME position fixing to meet P-RNAV requirements may have DME or VOR sensors inhibited on the ground to prevent position error due to signal reflections. In this circumstance correct functioning and a position check must be carried out before using the RNAV system for navigation. Departure (P-RNAV) Flight Plan Monitoring During the procedure and where feasible, flight progress should be monitored for navigational reasonableness, by crosschecks, with conventional navigation aids using the primary displays in conjunction with the FMS or EHSI. Track Keeping Monitoring When using the autopilot and/or the flight director, particular attention should be paid to the selected/armed mode as the resultant track keeping accuracy may vary. Note that loss of Roll Steering Command to the autopilot/flight director system may not be annunciated and the only indication of navigation capability may be track deviation on the CDI or HSI. Descent and Arrival (P-RNAV)

Part A General Chapter 8 Check of the Active Flight Plan As for departures, prior to the arrival phase, the crew should verify that the correct terminal procedure has been loaded. The active flight plan is to be checked by comparing the Navblue charts with the map display and the FMS. This includes: 1. Confirmation of the waypoint sequence; 2. Reasonableness of track angles and distances; 3. Any altitude or speed constraints; and 4. Correct identification, where possible, of waypoints as fly-by or fly-over waypoints. The crew briefing must include a reversion to a conventional procedure. System Accuracy Checks For RNAV systems without GPS updating, a reasonableness check is required before entering RNP airspace. This may be derived from the navigation mode or accuracy mode displayed by the on-board equipment. If the EHSI is not capable of displaying the ANP, then an alternative means of checking will have to be followed, such as a comparison between an FMS fix page information and a DME radial and distance display. For GPS specific procedures, the absence of a triggered alarm is considered sufficient. Some systems provide a “Quality factor” which may be used to determine system accuracy.

Note: then be flown. Where the contingency to revert to a conventional arrival procedure may be required, the flight crew must make the necessary preparation and briefing. Track Keeping Monitoring As for departure, when using the autopilot and/or the flight director, particular attention should be paid to the selected and or armed mode. 1. Contingency procedures. 2. Incorrect RNP coded for the procedure. P-RNAV procedures assume a navigation accuracy of less than 1 nautical mile. If an incorrect value has been coded into the navigational database, it is to be overwritten via the FMS by the correct value.

Part A General Chapter 8 ANP Exceeding the RNP If navigation accuracy reduces to greater than 1 nautical mile the RNAV procedure is to be discontinued. Failure of the RNAV System Components Whilst the use of the autopilot and flight director is strongly recommended in airspace designated for P-RNAV, all Company aircraft have displayed an RNAV capability without these items being operative. However, it is Company policy that the minimum level of auto flight be the flight director (where fitted) in areas where P-RNAV is required. Multiple System Failures If in the Commander’s opinion multiple failures result in an unacceptable increase in flight deck workload, the RNAV procedure is to be abandoned. Notifying ATC The crew must notify ATC of any loss of the RNAV capability, together with the proposed course of action. The crew should navigate using an alternative means of navigation, in the event of loss of RNAV capability. The alternative does not need to be RNAV. RNAV Substitution Policy Given that the introduction of new airspace procedures lags behind the aircraft capability, the use of Flight Management Systems (FMS)/Area navigation systems, provides a means for applying an alternate means of primary navigation on conventionally defined routes, procedures and path segments, pending the introduction of permanent PBN procedures. These systems rely upon use of either a “fix” or an FMS Coded Overlay to apply a technique referred to as RNAV substitution. In the UK, RNAV Substitution may be envisaged in several operational scenarios: • Short-term ground-based radio navigation aid outage (notionally one NOTAM cycle) due to maintenance or failure. ANSPs have an expectation, and make assumptions in their ATS procedures, that all/ most operators fly FMS Coded Overlays; • DVOR/DME/NDB Rationalisation where there will be a long-term (greater than 90 days) outage due to planned decommissioning of a ground-based navigation aid which supports conventional procedures or segments, pending the introduction of new PBN procedures. For this scenario, CAA has published guidance for aerodrome operators

Part A General Chapter 8 and ANSPs capturing specific safety requirements Ref. CAP1781: DVOR/DME/NDB Rationalisation: Guidance for the use of RNAV Substitution1. • New aircraft delivery without ADF installed or Minimum Equipment List (MEL) dispatch relief. The CAA has issued an exemption from the requirement to carry an ADF for certain aircraft types. • Instrument Approach Procedures with a Missed Approach segment defined by reference to ground-based navigation aids. It is Loganair policy that RNAV substitution is permissible for departures. It is Loganair policy that RNAV substitution is permissible for arrivals up to the FAF.

8.3.3 Altimeter Setting Procedures

FLT 3.11.28, 3.11.32 Serviceability Checks (ICAO Doc 8168) Altimeters are to be checked during the pre-flight phase as follows: 1. With the aircraft at a known elevation on the aerodrome, set the altimeter pressure scale to the current QNH setting. 2. Vibrate the instrument by tapping the panel immediately adjacent the instrument (Not the glass), unless mechanical vibration is provided. 3. A serviceable altimeter indicates the elevation of the point selected, plus the height of the instrument above this point, within a tolerance of 80ft.

Note: than 3500ft. Type Specific Setting Procedures Type Specific Altimeter Setting Procedures are to be found in the relevant Operations Manual Part B. ATR 42/72 Part B – Section2.3 DHC6 Twin Otter PartB – Section2.5 BN2 Islander PartB – AppendixB EMB 135/145 Part B – Paragraph 2.4

Part A General Chapter 8 Temperature Error Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere (ISA) conditions. Any deviation from ISA will therefore result in an erroneous reading on the altimeter. The altimeter error may be significant under conditions of extremely cold temperature and appropriate corrections should be applied. Temperature corrections should be applied to all published minimum altitudes including those for MSA, the initial and intermediate approach segments, descent altitudes in the final approach phase and missed approach altitudes. Pilots MUST inform ATC prior to accepting an ATC clearance that they intend to make altitude corrections to avoid loss of separation with other aircraft. Once an ATC clearance or assigned altitude has been accepted it must not be subsequently adjusted for temperature error. Temperature corrections are only applicable where low temperature exists throughout the airmass above the airfield or approach area. Temperature corrections need not be applied where localised low surface temperatures occur due to temperature inversions or katabatic drainage. Met form 214 will indicate if low temperature is present throughout an air mass or locally at the surface. The tabulated data provided by ICAO in PANS-OPS is replicated in the UK AIP AD 1-1-8, seen below: Aerodrome Altitude Above Altimeter Source Elevation (ft) (normally destination elevation) Temp °C 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000 0° 20 20 30 30 40 40 50 50 60 90 120 170 230 280 -10° 20 30 40 50 60 70 80 90 100 150 200 290 390 490 -20° 30 50 60 70 90 100 120 130 140 210 280 420 570 710 -30° 40 60 80 100 120 140 150 170 190 280 380 570 760 950 -40° 50 80 100 120 150 170 190 220 240 360 480 720 970 1210 -50° 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500 Values to be added to Published Altitudes (ft)

8.3.4 Altitude Alerting System Procedures

FLT 3.11.28 For the purpose of this paragraph, ‘altitude alerting systems’ include both those devices which, when set, give aural/visual warning of the approach to, or deviation from the selected altitude/flight level, and the more simple device which merely acts as a reminder, via a digital indicator, of the required altitude/flight level. Whenever an altitude or flight level change is

Part A General Chapter 8 notified by the appropriate ATS unit, or the commander elects to vary his cruising altitude/flight level and advises the ATS unit accordingly, the altitude alerting system is to be reset to the new altitude/level. When the autopilot is engaged the Pilot Flying (PF) will adjust the altitude pre-select. The Pilot Monitoring (PM) will adjust the altitude pre-select if the autopilot is disengaged. Whichever pilot did not make the adjustment will read out what is displayed.

Note: which form part of the aeroplane’s Automatic Flight Control System (AFCS) in order to prevent any unplanned aeroplane excursion from its desired flight path. Level Bust Prevention A Level Bust is defined as ‘a deviation of 300 feet or more from an assigned level’. A “late re-clearance” is not a level bust; this occurs when an aircraft is cleared to a new flight level close to the flight level that the aircraft is passing at the time of the new clearance, and which is issued too late for the aircraft to stop its climb or descent without passing through the newly assigned level. In this case the Air Traffic Controller issuing the late re-clearance has anticipated the overshoot. Most level busts occur below FL100 in busy terminal airspace and this area needs most attention in terms of R/T discipline and adherence to, SOPs. Adherence to robust SOPs is an effective method of preventing level busts. Receipt of Air Traffic Control (ATC) Clearances ATC clearances should only be requested when at least two flight crew members are available to listen to what is being transmitted. The person designated to request and read back the clearance is to write it down. On receiving a clearance, the Pilot Flying (PF), when the autopilot is engaged, should adjust the altitude shown on the ‘altitude preselect’ window to the new setting. The Pilot Monitoring (PM) should select the altitude on all other occasions. Whichever pilot did not make the adjustment, checks, confirms and reads out what is displayed. Monitoring Progress in a Climb or Descent Whenever an aircraft is climbing or descending, the PF should carefully monitor its progress. In particular, the PF should monitor the rate of climb or descent within 1000ft of the cleared altitude/level to ensure that it is not

Part A General Chapter 8 flown (or that it does not fly – if an autopilot is engaged) through the cleared altitude or flight level. All unnecessary distractions should be avoided, particularly during the last 1000ft prior to capturing the selected altitude/flight level. All non-essential calls should be avoided below FL100. This should ensure that there is maximum effect in the constant monitoring by both pilots in the area of most level busts. Understanding ATC Instructions If there is ever any doubt about the meaning of an ATC clearance or instruction crews should seek clarification from ATC. If pilots are aware of similar call signs they should point this out to ATC and remain extra vigilant with their R/T. Similarly, ATC should be informed if a pilot hears a blocked or simultaneous transmission. Level reporting requirement On first contact with ATC crews are to report cleared flight level unless specifically requested not to do so by ATC.

Max ROD (fpm) Aircraft altitude (ft AGL)
5000 >5000
3000 5000–3000
2000 3000–2000
1500 2000–1000
1000 <1000
Part A General
Chapter 8
8.3.5 Terrain Awareness and Warning System Procedures
FLT 3.11.50A
Terrain warning systems are an effective tool designed to alert flight crews
that the aircraft position in relation to the terrain is abnormal and, if not
corrected could result in Controlled Flight Into terrain (CFIT).
Nevertheless, it’s the responsibility of the flight crew to develop and
implement a clear plan which employs all available resources to ensure
adequate terrain clearance, including continued awareness of applicable
minimum flight altitudes and current lateral/vertical navigation accuracy.
To this end, when flying below 10,000ft AGL, the aircraft Rate of Descent
shall be restricted as indicated in the following table.
Some Company aeroplanes are equipped with a Terrain Awareness
Warning System (TAWS). The system is to be energised and used
throughout the flight, unless it becomes unserviceable and the MEL for the
particular aeroplane type permits it to remain so for a specified period. The
following paragraphs are intended as a guide to the purposes and use of
TAWS generally; specific technical details of particular equipment will be
included in the Part B for the aeroplane type.
Flight made entirely under VFR or after cancellation of an IFR flight plan
may use the Terrain Inhibit feature to prevent nuisance TAWS warnings.
The use of the Terrain Inhibit feature is prohibited:
• For any flights made under IFR with an active IFR flight plan.
• During a circling or visual approach on an IFR flight.
• At any time the minima is less than that prescribed for VFR flight in
paragraph 8.1.5.
• At night.
TAWS Mode Caution Warning Advisory
1. Excessive descent rate “Sink Rate” “PULL UP”
2. Excessive terrain closure rate “Terrain Terrain” “PULL UP”
3. Altitude loss after take off or go-around “Don’t sink” “PULL UP”
4. Unsafe terrain clearance while not in configuration for landing 4A Proximity to terrain. Gear not down and locked “Too low Gear” “PULL UP”
4B Proximity to terrain. Flaps not in landing position “Too low Flaps” “Too low Terrain” (see note below)
Part A General
Chapter 8
TAWS is intended to provide warning of unintentional closure with the
ground as a result of which the crew must take immediate remedial action.
It is not infallible, but an immediate and positive response must be made
take second place.
a. Genuine – The aircraft will make contact with the ground if the
current flight path is continued and the flight path is unsafe.
b. Nuisance – The aircraft will make contact with the ground if the
current flight path is continued, but the flight path is safe and outside
the operating parameters of the TAWS system, i.e. the TAWS
system is operating as designed.
c. False – The TAWS system is not operating as designed and the
warning is spurious.
Air Safety Reports are to state whether a TAWS warning is genuine,
nuisance or false.
TAWS system memory may be downloaded by Engineering. An ASR or
Flight crews must beware of complacency on the basis of suspect
performance and always take the required Mandatory Action.
1. Excessive
descent rate
2. Excessive terrain
closure rate
3. Altitude loss after
take off or go-around
4. Unsafe terrain
4A Proximity to
clearance while not
in configuration for
down and locked
landing
4B Proximity to “Too low Flaps” “Too
terrain. Flaps not in low Terrain” (see
landing position note below)
TAWS Mode Caution Warning Advisory
5. Descent below glideslope “Glide slope”
6. Descent below ‘minimums’ “Minimums”
Additional TAWS Modes Caution Warning Advisory
--- --- --- ---
Terrain Awareness “Terrain Terrain”
Terrain Awareness “Obstacle Obstacle”
Terrain Awareness “Caution Terrain”
Terrain Awareness “Caution Obstacle”
Terrain Clearance Floor “Too Low Terrain”
Altitude Call Outs Various
Excessive Bank Angle “Bank Angle”
Part A General
Chapter 8
5. Descent below
glideslope
6. Descent below
‘minimums’
(VMC, IMC, Day or Night) are defined below:
Immediately stop any descent and climb as necessary to eliminate the
caution.
Analyse all available instruments and information to determine the best
course of action.
The interval time between a TAWS Pull Up warning and terrain contact
can be as little as ten seconds, it is vital that crew actions are automatic
and reflexive. Any delay in response, even a second or two “thinking time”
may result in terrain contact. For this reason regardless of conditions the
TAWS Pull Up warning response procedure below is MANDATORY.
Pilot Flying
• Aggressively position power levers for Maximum Power.
• Disengage autopilot (if engaged).
• Smoothly but aggressively increase pitch attitude to achieve maximum
climb angle.
• Maintain Maximum Climb angle until reaching MSA.

Part A General Chapter 8 Pilot Monitoring • Ensure Maximum power is set. • Monitor and call out radio altitude. If terrain contact appears imminent increase power to maximum physically available and increase pitch attitude to stick shaker or stall warning. Action to be taken in the event of an advisory call out As per SOP’s where relevant. TAWS Warnings – Discretionary Action by the Aircraft Commander Commanders have no discretion to vary the initial response to a TAWS Pull Up warning as any delay may result in terrain contact. However, under the following conditions the climb to MSA may not be required: • The aircraft is climbing at maximum angle climb. • Full power set. • The TAWS warning has ceased. • The radio altimeter is showing 1000ft terrain clearance and is increasing. AND • It is daylight. • The in flight visibility is greater than 10km and there is no visible cloud below the projected aircraft flight path. OR • In the United Kingdom only – Under a Radar Control service ATC have confirmed that the aircraft is in a safe position. If ALL the above criteria are met the climb may be discontinued at a safe level below MSA. TAWS Limitations with GPS or FMS Position Inoperative as per MEL TAWS equipment with a faulty or inoperative position fixing does not have a forward looking facility so little or no warning may be given if the aeroplane is approaching sharply rising terrain. Cautions and warnings in

Part A General Chapter 8 Modes 1 and 2 are only given when the aeroplane is less than 2500ft above the local terrain. If no corrective action is taken, a maximum of some ten seconds will elapse between initial receipt of the caution/ warning and contact with the ground, and this will be lessened if the rate of descent is excessive, or there is rising ground beneath the aeroplane. Unwanted Warnings Unwanted (i.e. false or nuisance) warnings may be received during normal, safe operations when, for example, the aeroplane is being vectored by ATC and is descending in an area of hilly terrain. A Mode 5 (glideslope) caution may be triggered when the aeroplane is being flown outside the validity area of the glideslope signal, such as when manoeuvring visually to land on a non-instrument runway following an approach to the ILS runway. A caution/warning will also be triggered if the approach is flown with the flaps set to a different position from that normally used for landing. Provided that flight crews remain fully aware of these limitations of the equipment, however, and follow the recommended procedures immediately on receipt of TAWS caution and warnings, its use may well avoid an otherwise inadvertent closure, or contact, with the ground. TAWS Pull Up Warnings with One Engine Inoperative The above applies except that: Below 200ft AAL on a visual approach or below 200ft AAL on the visual segment of an instrument approach, the Commander needs to decide if it would be safer to continue, to land, or carry out an asymmetric go-around, taking into consideration the conditions and the aircraft one engine inoperative performance. Secondary Surveillance Radar The Air Navigation Order requires SSR transponder to be operated within airspace notified by the UK AIP RAC 6-2-3: 1. The whole of the United Kingdom at and above FL100 MODE A & C 2. United Kingdom controlled airspace below FL100 when operating under IFR MODE A & C 3. The Scottish TMA between 6000ft alt and FL100 MODE A

Part A General Chapter 8 The requirements above will not apply to aircraft below FL100 in controlled airspace under IFR receiving an approved crossing service. SSR Operating Procedure In airspace where the operation of SSR is mandatory the SSR transponder shall be operated in accordance with the instructions above. In airspace where the operation of transponders is not mandatory, pilots should select conspicuity code 7000 except when remaining within the aerodrome traffic pattern below 3000ft AGL. With the exceptions detailed in b. below pilots shall: a. If proceeding from an area where specific code has been assigned to the aircraft by an ATC Unit, maintain that code setting unless otherwise instructed; b. Select or reselect codes, or switch off the equipment when airborne only when instructed by and ATS Unit; c. Acknowledge code setting instructions by reading back the code to be set; d. Select Mode C simultaneously with Mode A unless otherwise instructed by an ATS Unit; e. When reporting levels under routine procedures or when requested by ATC, state the current altimeter reading to the nearest 100ft. This is to assist in the verification of Mode C data transmitted by the aircraft.

Note: between the level readout and the reported level, the pilot will normally be instructed to switch off Mode C. If independent switching of Mode C is not possible the pilot will be instructed to select Code 0000 to indicate a transponder malfunction. Special Purpose Codes Some codes are reserved internationally for special purposes and should be selected as follows: a. Code 7700: To indicate an emergency condition, except that if the aircraft is already transmitting a code and receiving an air traffic service that code will normally be retained.

Part A General Chapter 8 b. Code 7600: To indicate a radio failure. c. Code 7500: To indicate unlawful interference with the planned operation of a flight, unless circumstances warrant the use of Code 7700. d. Code 2000. When: i. Entering United Kingdom airspace from an adjacent region where the operation of transponders has not been required; or ii. When operating within UK airspace in accordance with IFR and is either not receiving ATS or has not received a specific instruction from ATS concerning the setting of the transponder; or iii. Unless instructed otherwise by ATS, mode S transponder equipped aircraft on the aerodrome surface when under tow, or parked and prior to selecting Off or STDBY.

Note: to Code 7700 irrespective of the type of ATC service being provided. In this context, an emergency situation is defined as one in which special treatment, by ATC, may be required (e.g. Engine problem, fuel shortage, double generator failure). Conspicuity Code When operating at and above FL100 pilots shall select the relevant Mode A conspicuity code and the Mode C pressure-altitude reporting mode of the transponder except: a. When receiving a service from an ATS Unit or Air Defence Unit which requires a different setting. b. When circumstances require the use of one of the Special Purposes Codes. When operating a SSR equipped aircraft below FL 100 in circumstances where the operation of SSR transponders is not mandatory, pilots shall select the relevant mode A conspicuity code with mode C pressure-altitude except as in the circumstances detailed in paragraph a and b above. 7000 – VFR conspicuity code: when operating within UK airspace in accordance with VFR and have not received a specific instruction from ATS concerning the setting of the transponder.

Part A General Chapter 8 2000 – IFR conspicuity code: when operating within UK airspace in accordance with IFR and have not received a specific instruction from ATS concerning setting the transponder. Transponder Failure a. Failure Before Intended Departure If the transponder fails before intended departure and cannot be repaired pilots shall, with approval of ATS: a. Plan to proceed as directly as possible to the nearest suitable aerodrome where repair can be made; b. Advise ATS as soon as possible, preferably before the submission of a flight plan. When granting clearance to such aircraft ATC will take into account the existing and anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight; c. Insert in item 10 of the ICAO flight plan under SSR the letter N for complete unserviceability of the transponder or in the case of partial failure, the letter corresponding to the remaining transponder capability as specified in ICAO Doc 4444, Appendix 2. b. Failure After Departure If the transponder fails after departure or en route, ATS Units will endeavour to provide for continuation of the flight in accordance with the original flight plan. In certain traffic situations this may not be possible particularly when the failure is detected shortly after take-off. The aircraft may then be required to return to the departure aerodrome or to land at another aerodrome acceptable to the operator and to ATC. After landing pilots shall make every effort to have the transponder restored to normal operation. If the transponder cannot be repaired then the provisions in paragraph (a) apply.

Note: restrict the normal operation of the flight.

8.3.6 Safe Landing Policy

FLT 3.11.59A, 3.11.60, 3.11.61, 3.11.67, 3.11.69 The Safe Landing Policy is aimed at reducing the risk of runway overruns and excursions and if its conditions are not met it is mandated that either a Missed Approach or Rejected Landing manoeuvre must be executed.

Part A General Chapter 8 If the aircraft does not meet the stabilised approach criteria laid out within the fleet specific OMB or at any point is not in the correct place at the correct speed and touching down at the correct point either a missed approach or rejected landing manoeuvre must be executed. Landing in the Touchdown Zone It is a Loganair requirement that all aircraft land in the touchdown zone within the runway markings. If there are no runway markings then this zone is defined as the first 1000ft/300m or the first ⅓ of the runway, whichever is less, measured from the threshold in the direction of landing. In the event that it appears that touchdown will occur outside of the touchdown zone, a rejected landing/missed approach must be considered. Missed Approach A Missed Approach is a manoeuvre flown up to and including DA/CDA. Circumstances for discontinuing an approach include the following: 1. The required visual references have not been established by the Decision Altitude/Height (DA/DH) or Minimum Descent Altitude/ Height (MDA/MDH) or is acquired but is subsequently lost. 2. The approach is or has become un-stabilised. 3. The aircraft is not positioned to allow a controlled touch down within the designated runway touchdown zone with a consequent risk of aircraft damage with or without a Runway Excursion if the attempt is continued. 4. The runway is obstructed. 5. Landing clearance has not been received or is issued and later cancelled. The above are not exhaustive and it remains the Crews discretion to discontinue the approach if it is deemed safer to do so with full support from Flight crew Management.

Part A General Chapter 8 Rejected Landing A rejected landing is a manoeuvre flown from below DA/CDA where the decision is made not to land, including having touched down on the runway. Circumstances where are rejected landing may be required include the following examples: 1. Critical loss/gain of airspeed. 2. Excessive deviation from the glideslope. 3. Excessive deviation from the runway centreline/intended final approach track. 4. Touchdown beyond the marked touchdown zone. Whilst in some respects this may appear to be a normal missed approach procedure, there are some important differences to be considered. 1. Apply all available thrust/power. Note that if below DA/CDA, there is the possibility that contact with the runway may still occur. 2. Control the pitch attitude and, when the aircraft has sufficient energy, set an appropriate attitude for climb (or rotate for take-off if on the runway). 3. Do not change the aircraft configuration – leave the flaps and undercarriage in their present positions until terrain clearance is assured. 4. Once terrain safe, clean up the aircraft in accordance with normal go-around procedures. Due to the diversity of the Loganair fleet, there are many differences between types such as thrust/power immediacy, handling characteristics and climb performance. Therefore, the individual fleet Operations Manual Part B must be consulted for guidance on the precise procedures to be followed if a missed approach or rejected landing is required. In any event, PM should always vocalise any observed deviations, using standard deviation calls where appropriate. If PM believes the other pilot has become incapacitated, they should assume control in accordance with existing SOPs.

Part A General Chapter 8

8.3.7 Policy and Procedures for the use of TCAS/ACAS

FLT 3.11.50B Airborne Collision and Avoidance Systems (ACAS) provide flight crew with an independent back-up to visual search and the ATC system by alerting the crew to collision hazards, independent of any ground-based aids which may be used by air traffic control for such purposes. TCAS II (Traffic Alert and Collision Avoidance System Type II) is the specific equipment which is currently fitted to meet this requirement, as detailed in the following paragraphs. ACAS II Provides collision avoidance manoeuvre advice in the vertical plane, in either of two forms: a. Traffic Advisories (TAs), which indicate the approximate position relative to the subject aeroplane, either in azimuth only, or azimuth and altitude, of nearby transponding aircraft which may become a threat; b. Resolution Advisories (RAs), which recommend manoeuvres or manoeuvre restrictions in the vertical plane to resolve conflicts with aircraft transponding SSR Mode C altitude. In order to reduce the risk of unnecessary TAs or RAs, crews should limit the vertical speed of the aircraft to 1000fpm in the last 1000feet climbing or descending to an assigned flight level/altitude (i.e. within ‘one to go’), unless advised otherwise by ATC. If a TA or an RA is received, the following action should be taken: a. Traffic Advisory (TA) Pilots shall use all available information to prepare for appropriate action if an RA occurs. Pilots shall not manoeuvre their aircraft solely in response to a TA for the following reasons: i. TAs are intended to alert pilots to the possibility of a Resolution Advisory (RA), to enhance situational awareness and to assist in visual acquisition of conflicting traffic. ii. Visually acquired traffic may not be the same traffic causing a TA, due to limited bearing accuracy and difficulty in interpreting altitude rate from displayed traffic information.

Part A General Chapter 8 iii. Visual perception of an encounter may be misleading particularly at night. iv. ATC are aware that pilots are not expected to take avoiding action solely on the basis of TA information. Requests for traffic information should not be made unless the other aircraft cannot be seen and the pilots believe their aircraft is about to be endangered. b. Resolution Advisory (RA) Pilots shall respond immediately by: i. Following the RA as indicated, unless doing so would jeopardise the safety of the aeroplane. ii. Following the RA even if there is a conflict between the RA and an air traffic control (ATC) instruction to manoeuvre. iii. Not manoeuvring in the opposite sense to the RA. iv. Informing ATC as soon as practical of the RA, using the appropriate Radiotelephony (RTF) Phraseology as currently promulgated. v. The PF must respond promptly and smoothly complying with any modified RAs within 5 seconds. vi. Limiting the alterations of the flight path to the minimum extent necessary to comply with the RAs. vii. Promptly returning to the terms of the ATC clearance when the conflict is resolved and notifying ATC when doing so. Note 1: Stall Warning and GPWS/TAWS take precedence over ACAS advisories. Note 2: Visually acquired traffic may not be the same as the traffic causing the RA, visual perception of an encounter may be misleading particularly at night. Note 3: In the case of an ACAS-ACAS co-ordinated encounter, the RA’s complement each other in order to reduce the risk for a potential collision. Manoeuvres or lack of manoeuvres that result in vertical rates opposite to the sense of an RA could result in collision with the threat aircraft. It is emphasised that ACAS II relies upon information received from transponder equipped aircraft by aircraft which are similarly fitted. RAs will only be generated if both the receiving aircraft and the potential intruder are transponding in altitude Mode C. The equipment is not capable of

Part A General Chapter 8 resolving with complete accuracy the bearing, heading or vertical rates of intruding aircraft; pilots should not therefore attempt to manoeuvre solely on the basis of TA information. Pilots must be aware of the limitations of the particular equipment, as the full range of TAs and RAs may not be produced beyond the minimum and maximum altitudes specified for its operation. Even if TAs and RAs are suspected of being nuisance or false advisories, they should be treated as genuine unless the intruder has been positively identified and shown visually to be no longer a threat. Whenever, as a result of an ACAS II warning, an aeroplane has been manoeuvred such that it has departed from its air traffic control clearance, the appropriate ATC unit is to be informed as soon as possible of the departure, and of the return to the previously cleared flight conditions. Whenever an aeroplane has departed from an air traffic control clearance in compliance with an RA, the aeroplane commander is to report the circumstances by filing an Air Safety Report. In the great majority of cases the climb demanded during an ACAS encounter requires the pilot to initiate a climb that is well within the aeroplane’s normal performance. However in some circumstances an ACAS climb demand, during an RA, may exceed an aeroplane’s performance capabilities. The situation may occur when the aeroplane is operating at, or close to, its maximum operating altitude, or when the TCAS demand exceeds the aeroplane’s best performance. If the aeroplane’s performance limitations do not allow full compliance with an ACAS climb demand, the pilot should still initiate a climb, albeit within the performance limitations of the aeroplane. This action, although not fully achieving the calculated ACAS separation, will result in a reduction in the risk of collision. Crews must always be aware that manoeuvring in opposition (descent) to an ACAS climb demand is liable to increase the risk of collision. ACAS Radiotelephony Phraseology a. Standard ACAS RTF phraseology has been agreed internationally. Its role is twofold: i. To ensure wherever possible, that pilots and controllers have a clear and mutual understanding of the progression of an manoeuvre: and

Part A General Chapter 8 ii. To provide the means to indicate the point at which responsibility for the separation of aircraft directly affected by the manoeuvre is transferred from the controller to the pilot, and at the completion of the manoeuvre, from the pilot back to the controller. b. The appropriate phraseology regarding ACAS RAs is as follows: i. After a pilot starts to deviate from any ATC clearance or instruction in order to comply with an ACAS resolution advisory: Pilot: TCAS RA Controller: ROGER ii. After the response to an ACAS RA is completed and a return to the ATC clearance is initiated: Pilot: CLEAR OF CONFLICT RETURNING TO (assigned clearance) Controller:ROGER (or alternative instructions) iii. After the response to an ACAS RA is completed and the assigned ATC clearance or instruction has been resumed: Pilot: CLEAR OF CONFLICT (assigned clearance) RESUMED Controller: ROGER (or alternative instructions) iv. After an ATC clearance or instruction contradictory to the ACAS RA is received, the pilot shall continue to follow the RA and inform ATC directly. Pilot: UNABLE, TCAS RA Controller: ROGER In class D, E, F and G airspace separation is not always provided between IFR and VFR traffic, particularly around Aerodromes with high densities of VFR traffic there is an increased likelihood of an ACAS RA. Pilots should not deselect TA/RA or select Standby on the transponder to reduce the likelihood of an RA as below 2500ft Radio Altitude the sensitivity is reduced to provide an RA with only 15 to 20 seconds to a collision (Less than a mile separation). Below 1000ft Radio Altitude the system is inhibited. An aircraft generating an RA in the visual circuit or near an

Part A General Chapter 8 Aerodrome is considered to be too close and the response to an ACAS RA in a visual circuit is the same as at all other phases of flight. (Eurocontrol ACAS II Bulletin No. 4 refers). ‘Avoiding Action’ – Pilot Response to Air Traffic Control Expected Response to ‘Avoiding Action’ The term ‘Avoiding Action’ is used only infrequently by an Air Traffic Controller, but when a pilot receives such an instruction it is expected that he or she will initiate a response immediately and execute the manoeuvre briskly, although not so abruptly that there is a risk of losing control, of exceeding performance margins, or of exposing the aircraft occupants to unnecessary hazards. Initiation On receiving an ‘Avoiding Action’ instruction, crews must immediately manually initiate a turn or change in pitch angle, as appropriate. The autopilot, if fitted, must be disengaged and the power adjusted as necessary, as the autopilot will not respond at the required rate to an ‘Avoiding Action’ instruction. Execution If the ‘Avoiding Action’ instruction demands a turn, the pilot must ensure that the rate at which the aeroplane is banked towards the optimal angle is brisk but not harsh, and that it is checked when the desired angle is reached. Care should be taken not to exceed a safe angle of bank, normally 45degrees, and that any short term excursions from the aeroplane’s cruising altitude or flight level are quickly corrected. If the instruction demands a change of altitude or flight level, the pilot must ensure that the pitch angle selected is sufficient to achieve what has been asked without being excessive. Considerations Response to an RA will always take priority over response to an ‘Avoiding Action’ instruction, even if the corrective action initiated in response to the RA is in conflict with the vertical element of the ATC instruction. On receiving a ‘TCAS Climb/Descent’ call, ATC will not issue further instructions until the pilot is clear of conflict and advises ‘Returning to (assigned level)’.

Part A General Chapter 8 No Company aircraft is to operate with an Inoperative TCAS system if engaged on: 1. Charter flights, or; 2. Operating flights to outside the United Kingdom or; 3. If routing near/within notified Military Air Exercises for e.g. UK Joint Warrior. Unless specifically approved by the COO/DFO.

8.3.8 Policy and Procedures for In-flight Fuel Management

FLT 3.11.7, 3.14.15, 3.14.16, 3.14.17 The commander must ensure that fuel checks are carried out at regular intervals throughout the flight. On flights of more than one hour’s duration, such checks are to be carried out at not more than hourly intervals. On flights of less than one hour, an intermediate check is to be made at a convenient time when the flight crew workload is low. At each check, the remaining fuel must be recorded and evaluated so as to: 1. Compare actual consumption with planned consumption; 2. Check that the fuel remaining will be sufficient to complete the flight; and 3. Determine the expected fuel remaining on arrival at the destination. If an in-flight fuel check reveals that the expected fuel remaining on arrival at the destination will be less than the required alternate fuel plus final reserve fuel the commander will: 1. Request delay information from ATC, assess and take into account the traffic, operational and meteorological conditions prevailing and expected at the destination aerodrome; and 2. Similarly along the diversion route to the alternate aerodrome; and 3. Similarly at the destination alternate aerodrome. When deciding whether to proceed to the destination aerodrome or to divert, so as to land with not less than final fuel reserve fuel. Minimum Fuel

Part A General Chapter 8 A fuel check is to be carried out prior to descent at destination and if it is apparent that the aeroplane may land with less than the minimum landing fuel (final reserve fuel) a “MINIMUM FUEL” call must be made declaring that the aircraft has committed to land and reporting the fuel remaining in minutes. ATC must thereafter be kept fully informed of the situation. Fuel Emergency The CMD shall declare an emergency when the predicted fuel to be available upon landing at the nearest airport where a safe landing can be made is less than final reserve fuel. The phraseology to be used is “MAYDAY, MAYDAY, MAYDAY, FUEL”. Final Reserve Fuel is: a. For aircraft with reciprocating engines, fuel to fly for 45minutes; b. For turbo-prop and turbo-jet aeroplanes, fuel to hold for 30 minutes at 1500 feet above the aerodrome elevation in ISA calculated with the estimated landing mass on arrival at the alternate or the destination, when no alternate is required.

8.3.9 Adverse and Potentially Hazardous Atmospheric

Conditions FLT 8.11.38, 8.11.39 Thunderstorms Although flight through areas of thunderstorm activity should be avoided wherever possible, provided that the recommended techniques are employed, such flight may be carried out where no alternative course of action is possible. Recommended Technique for Flying through Areas of Thunderstorm Activity

Part A General Chapter 8 Irrespective of the equipment fitted the latest meteorological forecasts and actual weather reports should be used to plan routes along which the risk of a thunderstorm encounter is low. If, despite these precautions, the commander finds himself committed to flying through an area of thunderstorm activity, the following procedures are recommended. a. Approaching the thunderstorms area: i. Ensure that crew members’ and passengers’ safety belts or harnesses are firmly fastened and any loose articles are secured. ii. One pilot should control the aeroplane and the other monitor the flight instruments and electrical supplies continuously. iii. Select an altitude for penetration whilst ensuring adequate terrain clearance. iv. Set the power to give the recommended speed for flight in turbulence, adjust the trim and note its position so that any excessive changes due to autopilot or mach trim can be quickly assessed. v. Ensure that the pitot heaters are switched on. vi. Check the operation of all anti-icing and de-icing equipment and operate all these systems in accordance with Company instructions. vii. Disregard any radio navigation indications subject to interference from static, e.g. ADF. viii. Turn the cockpit lighting fully on and lower the crew seats and sun visors to minimise the blinding effect of lightning flashes. ix. Follow the recommendations of the manufacturer on the use of the flight director, autopilot and manometric locks. If these are not stated, height, mach no., rate of climb or descent and airspeed locks should be disengaged but the yaw damper(s), if fitted, should be operative. x. Continue monitoring the weather radar in order to select the safest track for penetration. xi. In turbine powered aeroplane switch on the continuous ignition system considering any system limitations that may exist. xii. Avoid flying in close proximity to a thunderstorm whenever possible.

Part A General Chapter 8 b. Within the storm area: i. Maintain control of the aeroplane whilst concentrating on maintaining a constant pitch attitude appropriate to climb, cruise or descent, by reference to the attitude indicators, avoid harsh or excessive control movements. Do not be misled by conflicting indications on other instruments. Do not allow large attitude excursions in the rolling plane to persist. ii. Attempt to maintain the original heading. iii. Do not correct for altitude gained or lost through up and down draughts unless absolutely necessary. iv. Maintain the trim settings and avoid changing the power setting except when necessary to restore margins from stall warning or high speed buffet. v. If trim variation due to the autopilot (auto-trim) are large the autopilot should be disengaged. Movement of the mach trim, where it occurs, is however necessary and desirable. Check that the yaw-damper remains engaged. vi. If negative G is experienced, temporary warnings (e.g. low oil pressure) may occur. These should be ignored. vii. On no account climb in an attempt to get over the top of the storm. c. Air Traffic Control Considerations A pilot intending to detour round observed weather when in receipt of an Air Traffic Service which involved ATC responsibility for separation, should obtain clearance from or notify ATC so that separation from other aircraft can be maintained. If for any reason the pilot is unable to contact ATC to inform the controller of his intended action, any manoeuvre should be limited to the extent necessary to avoid immediate danger and ATC must be informed as soon as possible. d. Take-off and Landing: i. The take-off, initial climb, final approach and landing phases of flight in the vicinity of thunderstorms may present the pilot with additional problems because of the aeroplane’s proximity to the ground and the maintenance of a safe flight path in these phases can be very difficult. ii. Do not take off if a thunderstorm is overhead or approaching. iii. At destination hold clear if a thunderstorm is overhead or approaching. Divert if necessary.

Part A General Chapter 8 iv. Avoid severe thunderstorms even at the cost of diversion or an intermediate landing. If avoidance is impossible, the procedures recommended in these paragraphs should be followed. e. Aircraft Restraints: It is the responsibility of the Company to ensure that the aeroplanes are adequately secured on the ground or inside a hangar when severe thunderstorm activity is forecast or present. The responsibility falls upon Engineering in the first instance and the aeroplane commander if no engineering support is available. Use of Weather Radar – Guidance to Pilots Echo Characteristics Flight Altitude (1000 Gradient of Rate of s of ft) Shape Intensity Intensity Change Avoid by 10 Avoid by 10 miles echoes Avoid by 5miles Avoid by 5miles miles echoes with hooks echoes with echoes with showing rapid 0-20 fingers, sharp edges or strong gradients change of scalloped strong of intensity shape, height or edges or other intensities intensity protrusions 20-25 Avoid all echoes by 10 miles 25-30 Avoid all echoes by 15miles Above 30 Avoid all echoes by 20 miles *Applicable to sets with Iso-Echo or a colour display. Iso-Echo produces a hole in a strong echo when the returned signal is above a pre-set value. Where the return around a hole is narrow, there is a strong gradient of intensity. Notes: 1. If storm clouds have to be overflown, always maintain at least 5000ft vertical separation from cloud tops. It is difficult to estimate this separation but ATC or Met information on the altitude of the tops may be available for guidance. 2. If the aeroplane is not equipped with radar or it is inoperative, avoid by ten miles any storm that by visual inspection is tall, growing rapidly or has an anvil top.

Part A General Chapter 8 3. Intermittently monitor long ranges on radar to avoid getting into situations where no alternative remains but the penetration of hazardous areas. 4. Avoid flying under a cumulo-nimbus overhang. If such flight cannot be avoided, tilt antenna full up occasionally to determine, if possible, whether precipitation (which may be hail) exists in or is falling from the overhang. Icing Conditions Specific procedures for flight in icing conditions are to be found in the relevant Operations Manual Part B. Crews are to familiarise themselves with these procedures. Annual training will address the procedures during the run up to winter. Pitot head, static vent and fuel vent heaters should be selected ON for all flights through icing conditions, together with other equipment used for anti or de-icing according to the prevailing conditions as recommended in the Aeroplane Flight Manual (AFM). Commanders are to satisfy themselves that the equipment and instruments required for flight in icing conditions are serviceable and that the limitations specified in the Operations Manual and the AFM for flight in icing conditions have been met. Crews are to be vigilant and aware of the effect of icing on the aircraft performance and controllability. They should also assess the likely impact of the failure of the equipment fitted to control the build up of ice. Commanders should prepare themselves for deteriorating conditions (which may occur rapidly) so that they have formulated a strategy for modifying the routing to reduce or eliminate exposure if there is a failure of the aircraft’s anti-icing or de-icing equipment to control a build-up of ice and/or ice builds-up on unprotected areas. Should any of these events occur, the commander shall exit the icing conditions without delay, by a change of level and/or route, if necessary by declaring an emergency to ATC. Further detailed guidance is contained in the Company Winter Operations Manual. Turbulence

Part A General Chapter 8 If the weather conditions, cloud structure and route forecast indicate that turbulence is likely, the cabin crew should be pre-warned, and the passengers advised to return to, and/or remain in their seats, and to ensure that their seat belts/harnesses are securely fastened. Catering and other loose equipment should be stowed and secured until it is evident that the risk of further turbulence has passed. Consideration must be given to flying at the turbulence speed/Mach No. recommended in the AFM. If severe turbulence/windshear is encountered a corresponding technical logbook entry MUST be made and LMC informed. Turbulence Aircraft Reaction Intensity Slight, erratic changes in altitude and/or attitude (pitch, roll and Light yaw). Changes in altitude and/or attitude occur but with more intensity Moderate than light turbulence. Aircraft remains in control at all times. Large, abrupt changes in altitude and/or attitude. Usually causes Severe large variations in airspeed. Windshear Pilots must remain alert to the possibility of windshear, and be prepared to make relatively harsh control movements and power changes to offset its effects. Immediately after take-off, the pilot’s choices of action will be limited, since he will normally have full power applied, and be at the recommended climb speed for the configuration. If the presence of shear is indicated by rapidly fluctuating airspeed and/or rate of climb/descent, ensure that full power is applied and aim to achieve maximum lift and maximum distance from the ground. Similarly, if the shear is encountered during the approach, positive application of the power and flying controls should be used to keep the speed and rate of descent within the normal limits; if there is any doubt, the approach should be abandoned and action taken as in the after take-off case above. Whenever windshear is encountered, its existence should be reported to air traffic control as soon as possible. Jetstreams

Part A General Chapter 8 Avoid flying along the edge of jetstreams due to the possibility of associated turbulence. Pilots should be aware of the effect of increased fuel consumption due to unexpected significant head wind components that can be experienced. It may be possible to avoid jetstreams by changing route and/or altitude. Clear Air Turbulence Clear air turbulence may sometimes be avoided by increasing/decreasing the cruising level if operational considerations so permit. Monitoring of other aircraft reports also assists in avoidance. Rain, Snow and Other Precipitation a. On the ground, manoeuvring may require the use of slower taxying speeds to allow for the reduction in braking performance in snow, slush or standing water. At the same time, higher power settings may be required to overcome the drag caused by such contaminants, and great care should be taken to avoid jet blast or propeller slipstream from blowing unsecured ground equipment or contaminants into nearby aircraft. When taxying, account may need to be taken of banks of cleared snow and their proximity to wing – and propeller-tips or engine pods. It may be advisable to delay the completion of such vital actions as flap selection to minimise the danger of damage to such surfaces, or the accumulation of slush on their retraction mechanisms. Greater distances should be observed between successive aircraft to avoid damage from jet blast or propeller wash. b. On the runway, directional control may be adversely affected by surface contamination; take-off distance may be increased due to slower acceleration; accelerate-stop distance may be increased for the same reason, and because of poor braking action and aquaplaning, landing distance will be increased for similar reasons. If landing on a contaminated runway is unavoidable, any crosswind component should be well below the normal dry runway figure. Touchdown should be made firmly and at the beginning of the touchdown zone, the nose wheel lowered as early as possible, and any retarding devices such as spoilers, lift dump or reverse thrust used before beginning to apply wheel brakes, in order to give the wheels time to spin up. If anti-skid braking systems are fitted and serviceable, they should be used immediately and to the maximum degree. c. Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance/drainage rate must be closely monitored in order to assess if a diversion is necessary. When

Part A General Chapter 8 encountered whilst in flight, heavy precipitation can be associated with significant downdrafts and windshear. On some aeroplanes there are specific procedures in the AFM for the engine and electrical generation handling and these must be observed. Sandstorms Avoid flying in active sandstorms whenever possible. When on the ground, aeroplanes should ideally be kept under cover if dust storms are forecast or in progress. Alternatively, all engine blanks and cockpit covers should be fitted, as well as the blanks and ‘gloves’ for the various system and instrument intakes and probes. These should be carefully removed before flight to ensure that accumulations of dust are not deposited in the orifices that the covers are designed to protect. Volcanic Activity a. Volcanic eruptions inject large amounts of very small rock fragments, known as volcanic ash, and corrosive gases into the troposphere and lower stratosphere. Eruptions occur about ten times per year somewhere on Earth and many of them are found in the ‘Ring of Fire’ around the rim of the Pacific Ocean. b. Since 1979, more than 80 jet aircraft have been damaged as a result of inadvertent encounters with drifting clouds of volcanic ash, which are not detectable, by present aircraft radars. Complete avoidance of volcanic ash clouds is the only way to prevent damage by the ash. c. Clouds of volcanic ash can drift for thousands of miles from their sources and can contaminate large volumes of airspace causing flights to be diverted, delayed or cancelled. Volcanic Plumes and Ash Clouds Active volcanoes are typically concentrated in belts along the edges of several continents, such as the western regions of the Americas, or in island chains such as Indonesia, Japan, the Kuriles and the Aleutians. The distribution of volcanoes reflects fundamental Earth features known as tectonic plates. Near plate boundaries, molten material, called magma, rises to the surface and is erupted along fissures or through vents to form volcanoes.

Part A General Chapter 8 Active volcanoes emit several types of plumes and clouds: a. Quiescent Plumes: Quiescent Plumes are whitish clouds composed largely of water vapour and gases and contain few or no solid rock particles. They seldom rise above 20,000ft, typically disperse within a few miles of the volcano and present no significant threat to aviation safety. Pilots often report the odour of sulphur gas (rotten eggs) when flying downwind of quiescent plumes. b. Eruption Columns: Eruption Columns are the dark coloured pillars of ash and gas that rise rapidly above a volcanic vent during an explosive eruption. Within a few minutes these dense concentrations of ash and gas may rise to altitudes exceeding 100,000ft. Eruption columns seldom directly affect an area more than a few tens of miles from the volcanic vent. c. Drifting Ash Clouds: Drifting Ash Clouds of finely broken rock fragments and gas are carried by upperwinds for hundreds and possibly thousands of miles away from the volcano. Large eruption clouds often enter the stratosphere and are capable of circling the globe within periods of days to weeks, but they typically lose most of their heaviest ash load over a few hours or a few days. Drifting ash clouds pose the greatest threat to aircraft. Because ash clouds are difficult to detect from an aircraft while in flight, detection and tracking relies on accurate and timely information from observers on the ground, from pilot reports and from satellite observations. Because drifting ash clouds are carried by winds aloft, meteorologists play an important part in forecasting their movements. Volcanic Activity – Hazards to Aircraft The NOTAM system now details known areas of volcanic activity where ash may be present in the atmosphere. Reported instances of flight into such activity indicate that the weather radar will not pick up any returns so the only avoidance methods are by NOTAM or visual contact. Flight into such known areas is to be avoided, particularly at night or in daytime forecast IMC conditions when ash clouds may not be seen. In the event of volcanic activity being annotated on significant weather charts, Flight Deck crews should study the predicted levels of volcanic ash together with the comparative location of the origin of the ash and the

Part A General Chapter 8 forecast upper air winds. In the event that routes and levels appear to come close to predicted areas of ash, routes should be re-planned to avoid the area. During day VMC flight, volcanic ash should be readily visible; avoiding action should be taken accordingly. In IMC or at night, the presence of static discharge (St Elmos Fire) around the windshield, a bright glow in the engine inlets, smoke or dust on the flight deck, or an acrid odour in an area of known volcanic activity may indicate the presence of ash. In the event of inadvertent penetration of volcanic ash cloud, the major immediate problem is to keep all or some of the engines running and find the shortest route out of the cloud, which may be downwards. A 180º turn could be one of the options. Encountering volcanic ash can lead to non-normal systems reactions such as: a. Engine malfunction, increasing EGT, engine stall or flameout. b. Decrease or loss of airspeed indications. c. Equipment overheat or smoke indications. d. Cargo fire indications. Conditions which may alert crews to the presence of volcanic ash are: a. Static discharge around windshield. b. Bright glow in engine inlets. c. Smoke or dust in cockpit. d. Acrid odour*. e. Sharp, distinct beams from the landing lights.

Note: necessarily indicate that the aircraft has entered a volcanic ash cloud. Volcanic Ash – Procedures Specific guidance will be given by NOTAC whenever volcanic ash is forecast in the Loganair AOC area. Procedures will include limitations for operating in areas with low concentrations of volcanic ash.

Part A General Chapter 8 General Procedures for Inadvertent Entry into Volcanic Ash Turbine powered aircraft: • Leave area as quickly as possible, if necessary by executing a 180 degree turn. • Execute Emergency Checklist (if appropriate). • Switch on Engine anti-icing. • Ensure Engines are run for 30 minutes in clean air after exiting volcanic ash. Piston engine powered aircraft: • Leave area as quickly as possible, if necessary by executing a 180 degree turn. • Descend if applicable. • Operate in VMC where possible. Post volcanic ash encounter actions: 1. Contact Line Maintenance Control as soon as possible. 2. Make an appropriate entry into the aircraft technical log, with full details of symptoms and estimated duration of operation in volcanic ash. 3. Complete an Air Safety Report. Mountain Waves These form in the lee of a range of mountains when a strong wind is blowing broadside on (within about 30º) to the range. They are usually in the form of standing waves, with several miles between peaks and troughs; they can extend to ten or 20,000feet above the range and for up to 200 or 300 miles downwind. Encounter with mountain waves can be recognised by long-term variations in aeroplane speed and pitch attitude in level cruise. Variations may be large. Altitude can usually be maintained by the autopilot height-lock, but in severe cases, it may be necessary to change power if speed alters dangerously. Bear in mind that at cruise height in jet aeroplanes the margin between low and high speed limits can be relatively small.

Part A General Chapter 8 The effect of mountain waves reduces with increased height. At normal cruise altitudes in jet aeroplanes mountain waves are usually free from clear-air turbulence, unless associated with jet-streams or thunderstorms. Near the ground in a mountain wave area, however, severe turbulence and windshear may be encountered. This region is known as a lee wave rotor. Take-off or landing is not advisable in a strong lee-wave rotor, and should not be attempted. Significant Temperature Inversions All ambient temperature variations have an effect on aeroplane performance. Inversions will usually affect performance adversely. The significance of this will vary according to aeroplane type and operating mass. Examples of inversion effects include those shown below. a. Large temperature inversions encountered shortly after take-off can seriously degrade an aeroplane’s climb performance, particularly at high operating mass. Similarly if the aeroplane is operating to a maximum landing mass limited by go-around climb performance considerations, the required gradient may not be achieved. b. The maximum cruising altitude capability of the aeroplane can be significantly reduced if a temperature inversion of even small magnitude exists in the upper levels. This may prevent an aeroplane reaching its preferred cruising altitude. Should an aeroplane encounter an area of inversion once in the cruise at limiting altitude its buffet margins may be so eroded that a descent is necessary. c. Temperature inversions at lower levels in the atmosphere are frequently associated with deteriorating visibility and can prevent the clearance of fog for prolonged periods. Rotor Systems When the wind speed in the crest of a mountain wave reaches a certain value, instead of flowing smoothly down the leeward side it continues its horizontal flow. A very low pressure area is created to descend abruptly and return towards the low-pressure area. The back flow is deflected upwards by the mountain and air mass rotates in the vertical plane as a huge cylinder of air. Rotor Systems are always extremely turbulent and low pressure areas cause large and dangerous altimeter errors. The systems are usually visible, as cloud are seldom higher than FL80.

Part A General Chapter 8 When flying across mountain waves maintain a reasonable airspeed accepting small fluctuations of flight level. If, however, the fluctuations become excessive, power changes must be made and an increase in flight level should be considered. Be aware of icing. The risk of icing is increased in the ascending side of a wave. During climb and descent, down-draughts may be particularly dangerous. If, when climbing towards mountains, down-draughts are encountered it may be advisable to return to a more favourable area to climb and set course when the cruise level is attained. When approaching to land over hills or mountains, down-draught may take the aircraft below the approach slope necessitating an increase of power to maintain airspeed, regain and maintain the slope. In severe cases undercarriage and flap will have to be raised until the down-draught is passed.

8.3.10 Birdstrike Avoidance and Mitigation

The risks presented by aircraft-bird/wildlife encounters like other aviation environmental risks such as icing and volcanic ash, can be effectively managed by the flight crew.

8.3.10.1 Birdstrikes General

• Bird strike damage is proportional to the square of the speed. Therefore, for example, a birdstrike occurring at 250knots will cause twice the level of damage as a birdstrike occurring at 180knots. • Encounters with flocking birds, particularly large flocking birds, are very hazardous. • UK CAA statistics indicate that 99% of reported bird strikes occur below 500ft AGL, however flocks of birds may frequently be encountered up to 3000ft AGL. • Modern turboprop blades have technological limits which can be exceeded by impacts with birds and other wildlife. • Airframe parts such as windshields, radomes, flaps, empennage, etc, are also vulnerable to bird and wildlife strikes. • Aircraft and engine certifications do not adequately consider the cumulative effect of simultaneous damage to the aircraft structure, systems and multiple engines which may result from a flock encounter.

Part A General Chapter 8 • ICAO and UK CAA standards require airport operators to mitigate bird and wildlife hazards on the airport. Airport personnel will use appropriate techniques to move birds or wildlife from aircraft flightpaths.

8.3.10.2 Birdstrike Avoidance – Flight Planning

• Plan to avoid wildlife reserves, estuaries and other known breeding grounds. • Review NOTAMS, airport briefing notes and the Operations Manual Part C for bird/wildlife warnings for departure and arrival airports. • VFR flights and visual flight segments should be planned avoiding wildlife reserves, estuaries and known bird breeding grounds.

8.3.10.3 Birdstrike Avoidance – Taxi and Take-off

• If birds or other wildlife are noted on or near the runway or departure path – either use another runway not affected by birds or delay takeoff until the birds have been dispersed. • Birds do not regard aircraft on a runway, either with or without illuminated lights as a threat. They will be unlikely to move until the take-off roll is commenced, which will in most cases, be too late to avoid a collision. • If a birdstrike occurs during the takeoff roll, the decision to abort the takeoff should be based on the rejected take-off criteria in the type specific Operations Manual Part B.

8.3.10.4 Birdstrike Avoidance – Initial Climb

• Bird behaviour when confronted with an aircraft is highly unpredictable, but largely tend to turn or dive when confronted with an aircraft. If encountering birds pull up. This strategy will cause the aircraft to pass over the birds, reduce the aircraft speed and minimise impact damage and limit flight at lower, bird rich, altitudes. • Encounters with flocking birds can result in damage that effects multiple systems which may include engine/engines power loss, flight instrument malfunction due to pitot tube damage or TAT probe blockage, windshield damage, nosewheel steering loss, penetration of the fuselage or radome and flap damage. • After a birdstrike continue to MSA (If IFR) before evaluation the condition of the aircraft and engines and deciding to continue the flight. A return for a precautionary inspection may be appropriate, especially if there has been a significant impact with a large bird or several birds or there are unusual engine indications or airframe vibration.

Part A General Chapter 8

8.3.10.5 Bird Strike Avoidance – Descent, Approach and Landing

• If operating in an area of known bird activity – slow down! • If operating at an airport with a known bird hazard try and remain above 3000ft AGL until necessary to descend on the normal 3°–4° descent profile for landing. • If birds are reported at or near the landing runway prior to commencing approach, request a different runway not affected by the birds or delay landing until the birds are dispersed by the airport. • If birds are reported at or near the landing runway after commencement of approach, the crew should actively monitor the external environment with reference to the following points: 1. If a flock of birds is sighted ahead of the aircraft on approach, it is more advisable to continue the approach and land rather than go-around UNLESS a go-around can be achieved with a reasonable degree of confidence that the aircraft will not hit the birds. 2. If a flock of birds in encountered, it more advisable to continue to land rather than go-around to prevent a situation where there is a loss of power or other damage caused by multiple bird strikes that prevent a go-around being successful.

8.3.10.6 Bird Strikes – Post Flight Action

• Following a bird strike the Commander must carry out the following actions: 1. Make the appropriate entry in the Aircraft Technical Log (See PartA Section8.1.12). 2. Raise an Air Safety Report (See PartA Section11.2).

Part A General Chapter 8 Reporting Bird Strikes at Unmanned Line Maintenance Stations

8.3.11 Wake Turbulence

FLT 3.11.40 The physical characteristics of aircraft are such that their passage leaves an area of disturbed air in their wake. This ‘wake turbulence’ tends to increase with the size and power of the aircraft, and can reach dangerous

Part A General Chapter 8 proportions in relation to smaller, following aircraft. The dangers are obviously greatest during the critical stages of flight on take-off or landing, and all commanders are reminded of the need to allow adequate interval between their own and preceding heavier aircraft for any such turbulence to dissipate. Although air traffic controllers will normally warn departing or arriving aircraft of the need to observe particular intervals when following aircraft of a higher wake turbulence category, commanders should apply the following separations:

Part A General Chapter 8 a. Wake Turbulence Seperation Minima – Final Approach Wake Turbulence Separation Minima Distance (nm) Leading Aircraft Following Aircraft ICAO UK A380-800 A380-800 # 4 A380-800 Heavy 6 6 A380-800 Upper and Lower Medium 7 7 A380-800 Small N/A 7 A380-800 Light 8 8 Heavy A380-800 # 4 Heavy Heavy 4 4 Heavy Upper and Lower Medium 5* 5 Heavy Small N/A 6 Heavy Light 6 7 Upper Medium A380-800 # # Upper Medium Heavy # # Upper Medium Upper Medium 3 3 Upper Medium Lower Medium N/A 4 Upper Medium Small N/A 4 Upper Medium Light 5 6 Lower Medium A380-800 # # Lower Medium Heavy # # Lower Medium Upper Medium N/A # Lower Medium Lower Medium # # Lower Medium Small N/A 3 Lower Medium Light 5 5 Small A380-800 N/A # Small Heavy N/A # Small Upper Medium N/A # Small Lower Medium N/A # Small Small N/A 3 Small Light N/A 4 Light A380-800 # # Light Heavy # # Light Upper Medium # # Light Lower Medium # # Light Small # # Light Light # #

Note:

Signifies that separation for wake turbulence reasons alone is not necessary.

2026-05-19

Part A General Chapter 8 Departing Aircraft. Detailed guidance covering operations with displaced landing thresholds, opposite direction departures, crossing and parallel runways and intermediate approach wake turbulence separation minima will be found in AIC Pink 18/2009, or its successor(s). In general, wake turbulence separation minima for departing aircraft will be applied in accordance with the following table: b. Wake Turbulence Separation Minima – Departures Minimum Wake Turbulence Separation Leading Aircraft Following Aircraft at the Time Aircraft are Airborne Heavy (including 2 minutes A380-800) A380-800 Medium (Upper and Lower) Departing from the same 3 minutes Small position Light Medium (Upper and or Lower) Heavy Small From a parallel runway 2 minutes Light separated by less than 760m (2500ft Medium (Upper and Lower) Light 2 minutes or Small Heavy (including A380-800 3 minutes A380-800) Medium (Upper and Departing from an Lower) intermediate point on the A380-800 4 minutes Small same runway Light or Medium Heavy (Full length take-off) Small From an intermediate point 3 minutes Light of a parallel runway Separated by less than Medium 760m (2500ft) or Light 3 minutes Small (Full length take-off) The minima specified in (b) apply when the aircraft are using: 1. The same runway; 2. Parallel runways separated by less than 760m (2500ft);

Category ICAO and Flight Plan UK
Heavy (H) 136000 or greater 162000 or greater
Medium (M) 7000 – 136000 40000 – 162000
Upper Medium (UM) (UK only) N/A 104000 – 162000
Lower Medium (LM) (UK only) N/A 40000 – 104000
Small (S) (UK only) N/A 17000 – 40000
Light (L) 7000 or less 17000 – or less
Part A General
Chapter 8
3. Crossing runways if the projected flight path of the second aircraft
will cross the projected flight path of the first aircraft at the same
altitude or less than 300m (1000ft) below;
4. Parallel runways separated by 760m (2500ft) or more, if the
projected flight path of the second aircraft will cross the projected
flight path of the first aircraft at the same altitude or less than 300m
(1000ft) below.
Wake turbulence minima on departure are applied by ATC by determining
airborne times between successive aircraft. Take-off clearance may be
issued with an allowance for the anticipated take-off run on the runway.
This may result in a take-off clearance being issued at less than the
prescribed time interval. However, the airborne time interval will reflect a
difference of at least the required time separation.
Pilots do, on occasion, request departure clearance before the minimum
time separation has elapsed. On those occasions ATC should apply the
minima as prescribed in this AIC, irrespective of the request for reduced
separation. It is important for pilots to note that ATC does not have the
discretion to reduce separation minima.
Weight Parameters (Maximum Take-off Weight in kg)
ICAO and Flight
Plan
Upper Medium (UM) (UK
only)
Lower Medium (LM) (UK
only)
Note: The Upper and Lower Medium are considered to form the medium category group.

Part A General Chapter 8 Crews should be aware that wake turbulence categories and criteria in the UK differ in some respects from ICAO categories and criteria (see Table above), and that when operating outside the UK they may expect ICAO categories and criteria to be applied. For the purpose of filing flight plans, the ICAO categories will be used both within and outside the UK. In the UK, the following aircraft are classified as Upper Medium for wake turbulence purposes; B757 and IL62. All other ICAO Medium types are classified in the UK as Lower Medium.

Part A General Chapter 8

8.3.12 Crew Members at their Stations

FLT 3.12.3, 3.12.4, 3.12.5 Flight Crew Flight crew are to occupy their assigned duty stations from the time the aeroplane first starts to move at the beginning of its flight until it is established in the level cruise, and from the time it begins its descent on approaching the destination until the aeroplane is stationary on its allocated parking stand at the end of the flight. In level cruise, the PM may, with the permission of the commander, leave his assigned station for the performance of duties in connection with the operation or for physiological needs. This is provided one suitably qualified flight crew member maintains unobstructed access to the flight controls, alertness and situational awareness. Upon the PM's return, the PF shall brief them with regard to the aircraft status. However flight deck seat changes for operational or training purposes are not permitted below FL100 or 10000'. Cabin Crew All cabin crew members are to be seated at their assigned duty stations for take-off and landing, and whenever so instructed by the aeroplane commander in the interest of safety. Cabin crew seating positions are determined so that they are: 1. Close to an emergency exit; 2. Able to provide a good view of the areas of the passenger cabin for which the cabin crew member is responsible; and 3. Evenly distributed through the cabin. In the above order of priority.

8.3.13 Use of Crew/Passenger Safety Belts/Harnesses

FLT 3.12.2 Crew 1. During take-off and landing, and whenever the commander considers it necessary in the interests of safety, crew members shall be at their assigned crew stations, properly secured by the safety belts and harnesses provided. 2. During other phases of the flight, each flight crew member in his operating position shall keep his seat belt fastened while at his station.

Part A General Chapter 8 Passengers 1. The Commander shall ensure that each person on board is briefed before take-off on how to fasten and unfasten his safety belt/ harness. 2. Before take-off and landing, and whenever he considers it necessary in the interests of safety, the commander shall ensure that each passenger on board occupies a seat with his safety belt/ harness properly secured. 3. Multiple occupancy of aeroplane seats is not permitted other than by one adult and one child less than two years of age who is properly secured by a child restraint device.

8.3.14 Admission to Flight Deck

FLT 8.3.14, 3.13.2, 3.13.16 Where a door is fitted, Loganair crew are responsible for ensuring that the flight deck door is locked from the time the engines are started before take-off until they are shut down after completion of the flight. Passengers are not allowed access to the flight deck at any time or for any reason whilst the aircraft engines are in operation. The flight crew must not leave the flight deck whilst the engines are in operation except for health (including physiological needs) and safety reasons. The commander has the absolute authority to refuse admission to and/or carriage on the flight deck for whatever reason. The commander will ensure that: a. All persons carried on the flight deck are made familiar with the relevant safety and operational procedures. b. Admission to, and carriage on, the flight deck does not compromise safety. c. All persons listed below, other than those appearing on the Duty Roster, are notified to Operations Control. d. All persons carried on the flight deck carry photographic ID.

Part A General Chapter 8 Provided only that the safety of the aeroplane will not be compromised, the following authorised personnel are permitted to enter and remain on the flight deck in flight when suitable facilities exist (e.g. unoccupied second pilot’s seat, jump seat): • Operating crew members; • Extra crew – flight and cabin crew who have specific duties to perform in addition to the normal operating crew; • Loganair Compliance Auditors and CAA Flight Operations Inspectors; • Company personnel engaged on Company business, providing all seats in the cabin are occupied; • Positioning crew members; • Government or Civil Aviation Authority officials, on duty, who have a statutory right of entry. Such individuals must provide photographic proof of identity; • ATC Officers for the purposes of training and familiarisation; • Loganair Engineers for familiarisation and defect identification; • Loganair Operations personnel, other than crew, required to travel on flight deck crew seats for familiarisation training as required by the Operations Manual Part D, Ground Operations Manual or Customer Services Manual; • Loganair Engineering Training Instructors for the purposes of familiarisation with the operation of aircraft systems; • Loganair, or wholly owned subsidiary Company staff, using staff privileges for leisure purposes, providing all seats in the cabin are occupied. In addition, and only with the specific authorisation in writing, (including electronic means), of the Accountable Manager, Director of Flight Operations, Operations Control Centre Manager, Director of Operations or Head of Training, the following persons may be carried in the flight deck. The written authorisation must include the person’s name and exact reason for authority to occupy a supernumerary flight deck jump seat. Such persons must possess a positive means of photographic identification. • Non-Loganair staff positioning on a system of mutual help, e.g. approved engineering contractors; • Other airline personnel travelling for the purpose of route and/or airfield familiarisation;

Part A General Chapter 8 • Aircraft Manufacturers representatives; • Company Doctor for research reasons; • Any other person specifically cleared in advance by the Chief Executive, Director of Flight Operations, Director of Operations, OCC Manager or Head of Training who has a legitimate reason for access to the flight deck. The following persons are not permitted carriage in the flight deck under any circumstances; • Relatives of Loganair staff, including relatives of the operating flight and cabin crew; • Non-Loganair staff entitled to staff travel privileges.

8.3.15 Use of Vacant Crew Seats

The occupancy of a vacant flight crew seat on the flight deck or crew seat in the cabin by a person who is not a member of the operating flight or cabin crew is only permitted providing the following conditions detailed below are complied with: 1. Correct security rules have been satisfied and that the identity and credentials of the person to be carried are verified. 2. Any applicable AFM limitation is observed. 3. The person is assessed as able to operate self help exits. 4. The person is in possession of a valid ticket, unless they are a CAA Flight Operations Inspector or a Loganair staff member required to travel on the aircraft to carry out a specific airborne task or familiarisation listed in an approved Loganair training syllabus. 5. The aeroplane commander ensures that the person is properly briefed on safety procedures and equipment, the importance of not causing a distraction or interfering with the operation of the flight and relevant operating procedures. 6. The aeroplane commander emphasises the importance of avoiding contact with, or operation of, any control or switch. 7. Multiple seat occupancy is not permitted.

Part A General Chapter 8 For single pilot operations in aeroplanes fitted with two pilot seats and dual controls, the second pilot’s seat may be occupied by a person who is not a member of the operating crew during VFR day operations only, provided that the above conditions are complied with, and: 1. The person, is briefed by the commander himself on the use of the full harness, the occasions when it remains fastened and the need for the lap restraint to remain fastened at all times; 2. The person’s stature is such that he is able to remain clear of all the flying controls while seated in a normal position.

8.3.16 Incapacitation of Flight Crew Members

FLT 3.11.18, 3.14.13 Incapacitation can be gradual or sudden, subtle or overt, partial or complete and may not be preceded by any warning. Partial or Gradual Incapacitation The following procedures are to be used if a pilot suffers any medical symptoms in flight, which might impair his ability to handle the aeroplane such that, if he were in a two pilot crew, he would hand over control. These symptoms include severe pain (especially sudden severe headache or chest pain), dizziness, blurring or partial loss of vision, disorientation, vomiting or diarrhoea. The procedures must be followed even if the pilot has apparently recovered, as temporary symptoms are often a warning of more severe illness to follow, and self-diagnosis is notoriously unreliable. a. Two Pilot Crew If the affected pilot is handling the aeroplane, he is immediately to inform the other pilot and hand over control to him. The destination, base or appropriate agency, is to be informed of the problem and a diversion made to the nearest suitable landing place, bearing in mind the nature and severity of the symptoms and the availability of medical facilities. The affected pilot is not to take control again for the remainder of the flight and is to lock his shoulder harness to prevent him failing on to the controls if the illness becomes more severe. The affected pilot is not to fly again as a crew member until he has been medically examined or, in the case of diarrhoea or vomiting, has had no symptoms for 24hours.

Part A General Chapter 8 b. Single Pilot Crew It is very important that a single pilot should react early to any illness in flight before it becomes severe enough to affect his handling of the aeroplane and an immediate radio call is essential. The first consideration must be for the safety of the aeroplane and passengers, therefore, the availability of medical assistance must carry less weight when choosing the nearest suitable diversion. Sudden or Complete Incapacitation Complete incapacitation may be subtle or overt, and may not be preceded by any warning. While incapacitation may occur at any stage of flight, fatal collapse among flight crew has most commonly occurred in the critical stages of approach and landing when ground proximity presents a direct hazard. Where the pilot handling the aeroplane is incapacitated, an accident is inevitable, unless the other pilot detects the collapse and is able to assume control in sufficient time. Detection of the incapacitation in the subtle case may 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 will not be aware of his colleague’s collapse until the expected order of events becomes interrupted. a. Two Pilot Crew In the context of pilot incapacitation it is essential that crew members closely monitor the aeroplane’s flight path in the critical stages of take-off, initial climb, final approach and landing, and immediately question any deviation from the norm. Normal crew duties require that during all stages of the flight, pilots and other crew members call the handling pilot’s attention to any deviation from the normal flight path or ATC clearance. Adherence to this procedure should assist early detection of the incapacitation of the handling pilot. Where the pilot handling the aeroplane has collapsed, the other pilot will assume control. Taking control presupposes that the collapsed pilot’s body does not interfere with the essential primary flying controls and for this reason the requirement to wear full harness whilst occupying a pilot seat is a safeguard.

Part A General Chapter 8 Once incapacitation has been detected, the first requirement is to ensure that the affected pilot does not interfere with any controls. It is therefore essential that his harness should be locked and, if possible, the seat slid back. Consideration should be given, if practical, to the briefing and use of cabin crew or passengers for this task, but caution must be observed due to the risk of the seat moving forward when it becomes unlocked. The next priority is to re-plan the flight, including consideration of diverting to the nearest suitable destination. Medical advice indicates that immediate first aid is not essential or necessary in cases of sudden incapacitation. Therefore, any attempts at first aid should be delayed until after the immediate operational problems have been dealt with. Summary Assuming that two pilots are carried, the recovery from a detected incapacitation of the handling pilot shall follow the sequence below: 1. The fit pilot must assume control and return the aeroplane to a safe flight path. 2. The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot cannot interfere with the handling of the aeroplane. These steps may include involving cabin crew and passengers to restrain the incapacitated pilot. 3. The fit pilot must land the aeroplane as soon as practicable to ensure safety of the occupants. The ‘Two Communication’ Rule The ‘Two communication’ rule of thumb should be invoked to assist in detecting incapacitation. This states that a flight crew member should suspect the onset of incapacitation any time when a pilot does not respond appropriately to a second verbal communication associated with a significant deviation from a standard operating procedure or flight profile.

Part A General Chapter 8 Cabin Crew Incapacitation 1. Two Crew If one cabin crew member becomes incapacitated, the other will tend to their needs. The Commander must be informed as soon as practicable with sufficient information for him to make the necessary decision. A diversion may be required or it may be more sensible to continue to the original destination. The fit cabin crew member will continue to tend to the incapacitated person, and fulfil the normal cabin crew duties. 2. One Crew Member If there is only one cabin crew member, the first problem will be alerting the flight deck to the problem. If the crew member is injured or unwell but able to communicate, they should try and get to the interphone and talk to the flight deck directly. Alternatively, they should ask a passenger to call the flight deck on the interphone. The flight deck crew should be aware of the cabin crew during the flight. There should be communication between them every 20 minutes. If there has been no call for a significant time, the Commander should call the cabin crew over the interphone. If there is no response, they will make a PA “No 1 to the flight deck”. If there is still no response, one pilot should be sent back into the cabin to assess the situation. He should check through the door spyhole, before opening the flight deck door. Once in the cabin he should ascertain the condition of the cabin crew member. Immediate first aid should be administered as required and a report made to the Commander. Once the cabin crew member is settled in a passenger seat, the pilot should brief the passengers and secure the cabin and galley. One ABP should be carefully briefed on the operation of the main door and its use in an emergency. Once the cabin is secure, the pilot should return to the flight deck and prepare for landing. If time permits a further check of the cabin may be made. 3. Positioning Crew If there are any positioning Company crew members on board, they should be used to assist. If they are in civilian clothes, they should wear a hi-viz jacket to identify them to the passengers. They should complete the cabin secure checks and occupy the cabin crew seat for landing if they are current cabin crew, or a forward passenger

Part A General Chapter 8 seat if a pilot. Again, the passengers must be briefed on the situation and the identity of the crew member assuming the role of cabin crew.

8.3.17 Checklists

FLT 1.7.4 When a crew member is running a Checklist, his full attention is occupied and, indeed, sometimes other crew members are simultaneously involved in cross-checking items and/or monitoring Check actions; the crew workload is increased and the normal flight path monitoring capacity is reduced, potentially to a critical level. In other words, the timing of the running of Checklists is crucial to the maintenance of orderly teamwork and safe operation. Checklist accomplishment, obviously, is necessary; but good flight deck management requires that “HP” calls only for essential Check items to be actioned during the crucial phases of flight. “MP “should endeavour to run outline Checklists so that “follow-up” actions occur and are cleared without interfering with more important tasks. Use of Card/Book type of Checklist requires that the Checklist must be read and items cleared strictly in order; actioning of the items may occur either in advance from memory e.g. undercarriage selection, in which case reading the Checklist becomes a “have done” task, or as the Checklist is read.

WARNING: ONE OF THE MAJOR PITFALLS OF THIS TYPE OF CHECKLIST IS THE: ease with which it is possible to read an item, look up and action it, look down at the Checklist again, and miss out the next line. Mechanical Checklists offer the facility of Check completion and clearance in any order that is convenient, and may be used accordingly. The philosophy regarding the use of Checklists, is as follows: 1. The relevant Checklist must always be read and actioned as necessary; Vital Actions, as appropriate to type, must be read aloud and double-checked i.e. checked by more than one crew member. 2. “HP” should call for configuration and performance related system change Check items; similarly for essential Checks during the critical phases of flight. 3. “MP” except during critical phases of flight, should run the applicable Checklists as convenient, and so advise “HP”.

Part A General Chapter 8 4. It is the responsibility of “HP” to ensure the relevant Checklists have been actioned and “MP” must advise him accordingly. 5. Checklists should not be read to the detriment of critical phase flight path monitoring, albeit the actioning of some essential Checklist items at such times is unavoidable. 6. “MP” must LOOK at what he is doing and SEE what he has done, operating only one lever/switch/knob etc at once, confirming the correct result of his action has occurred before doing anything else. 7. EMERGENCY Checklists MUST be actioned and cleared with no errors. Accordingly, these Checklists will be read aloud in their relevant entirety, including, as applicable, the action called for by the Check item. It is important that “MP” ensures one action is complete before continuing to the next. 8. Any Checklist item that requires a selection that can result in the reduction shut-off of the power being supplied by an engine, must be monitored by another crew member. After at least two crewmembers have identified and confirmed which is the correct lever/switch/knob etc.

8.3.18 Cabin Safety Requirements

FLT 3.13.6, 3.13.8 Depending on the aeroplane type and crew composition, a member of the flight or cabin crew will be responsible for cabin safety from the time the aeroplane is accepted for flight, until all the passengers have been offloaded at the end of the flight. Portable Electronic Devices (PEDs) (AMC1 & GMC1 CAT.GEN.MPA.140). UK CAA Ops defines 3 types of PED: PED – Non-intentional transmitters which can non-intentionally radiate RF transmissions. This category includes, but is not limited to, computing equipment, cameras, radio receivers, audio and video reproducers, electronic games and toys. In addition, portable, non-transmitting devices provided to assist crew members in their duties are included in this category. T-PED – Intentional transmitters which can radiate RF transmissions on specific frequencies as part of their intended function. In addition they may radiate non-intentional transmissions like any PED. This category includes some toys and ebook readers, two-way radios (sometimes

Part A General Chapter 8 referred to as private mobile radio), mobile phones of any type, satellite phones, a computer with mobile phone data connection, wireless fidelity (WIFI) or Bluetooth capability. After deactivation of the transmitting capability, e.g. by activating the so-called ‘flight mode’ or ‘flight safety mode’, the T-PED remains a PED having non-intentional emissions. C-PED – A PED subject to administrative control by the operator. This will include, inter alia, tracking the location of the devices to specific aircraft or persons and ensuring that no unauthorised changes are made to the hardware, software or databases. A controlled PED will also be subject to procedures to ensure that it is maintained to the latest amendment state. C-PEDs can be assigned to the category of non-intentional transmitters (PEDs) or intentional transmitters (T-PEDs). Loganair does not currently use C-PEDs. Use of PEDs.

Note: relevant Operations Manual Part B. Portable Electronic Devices can be split into two categories; 1. Large devices such as laptops, ultra-books and notebooks weighing more than 0.9 Kg or 2 lbs. 2. Handheld devices weighing less than 0.9 Kg or 2 lbs. The risks associated with these devices are: • The majority of devices contain transmitters which can interfere with aircraft systems. • Devices may cause injury if they are unrestrained in the event of a sudden stop or severe turbulence. • Lithium ion batteries which can suffer from thermal runaway and ignite, especially if damaged. Certain precautions need to be taken to ensure that Portable Electronic Devices can be safely carried and used on board aircraft. These precautions are: • Ensuring all transmitting devices are switched off or are placed in “Flight Safe Mode” during taxi out and in flight to prevent interference with aircraft systems.

Part A General Chapter 8 • Ensuring all PEDs are switched FULLY OFF for Cat II approaches, during taxy in low visibility and when VOR approaches are flown in IMC or at any other time when the aircraft Commander instructs that all PEDs are switched FULLY OFF. • Ensuring large devices are stowed during take-off and landing to prevent injury. • In the event of an Emergency landing ALL devices regardless of size are to be safely stowed to prevent injury. • Ensuring any devices placed in the hold are switched off and cannot be inadvertently turned on and any spare batteries are carried in the cabin (See Operations Manual PartA Chapter9 – Dangerous Goods and Weapons and Cabin Crew Safety Manual Chapter8 – Dangerous Goods). Handheld Devices Handheld devices Commonly have three types of transmitter which can interfere with aircraft systems: • Mobile phone transmissions (Voice and Data). • WLAN or Wi-Fi communications. • Bluetooth communications – Commonly used to wirelessly connect handheld devices with other devices such as wireless headsets. The majority of handheld devices have a “Flight Safe mode” which prevents them operating as a mobile phone or communicating over Wi-Fi. The majority of devices disable Bluetooth connectivity in “Flight Safe” mode, but this may be overridden in a number of devices to allow Bluetooth connection with headsets and other devices whilst still in “Flight Safe Mode”. Handheld Devices with “Flight Safe” Mode Handheld devices such as tablets, e-readers and mobile ‘phones may be used during all stages of flight provided “flight safe mode” is enabled before departure. Devices must be safely secured in the passenger’s hand or a pocket during taxi, take-off and landing. Any device that transmits or receives communications, but does not have a “flight safe” mode must be switched off during taxi out, take-off, landing and whenever the aircraft is in flight.

Part A General Chapter 8 Laptops, Ultra-books and Notebooks These devices may be used during boarding, but not for taxi, take-off and landing. They may be used in-flight, providing any built-in connectivity such as Wi-Fi is switched off or set to “Flight Safe mode”. They must be stowed away safely during taxi, take-off and landing. Other Devices without Connectivity This will include items such as DVD players, electronic games and music players. Only small handheld devices may be used during taxi, take-off and landing. Larger devices must be switched off and stowed away safely during taxi, take-off and landing. Bluetooth Accessories All Bluetooth accessories (for example wireless keyboards, headphones etc) must remain switched off for the duration of the flight. Personal Headphones Personal headphones may not be used whenever the seat belt signs are illuminated during taxi, take-off and landing. Wireless personal headphones may not be used at any time. Use of Mobile Phones during Refuelling Operations Mobile phones may be used on board the aircraft during refuelling except on BN2 and DHC6 aircraft. Flight Crew Operating Procedures in Relation to PEDs

Note: Refer to relevant Operations Manual Part B. In the following circumstances Commanders are to instruct the Cabin Crew to ensure that all PEDs are switched fully OFF. This includes PEDs with “Flight Safe mode”. • Prior to departure when LVPs are in use at the Aerodrome of departure. • Prior to commencing a VOR approach. • Prior to commencing a Category 2 approach. • Any time interference is suspected to be affecting any of the avionics systems.

Part A General Chapter 8 Cabin crew will make the appropriate PA in accordance with the Part B Cabin Crew Safety Manual and verify as far as practical that all PEDs are switched off. Procedures relating to the stowage of portable Electronic Devices can be found in the Part B Cabin Crew Safety Manual. Suspected Interference from PEDs In the event of suspected interference from PEDs this must be reported using the company Safety Reporting system in accordance with the Operations Manual PartA Section11.2. Air Safety reports relating to PED interference will be reported to the CAA under the MOR scheme. Pre-flight The crew member responsible for cabin safety is to confirm that the passenger compartment contains the requisite emergency equipment in the appropriate stowage(s) and that any means for emergency evacuation that deploys automatically is armed (see also procedures in Part B); seat-backs are in the upright position and lap straps and/or harnesses are neatly arranged ready for use. Tables should be folded and stowed, and any catering secured in its approved area or compartment. Unless the mass and balance for the flight and passenger category will be such that the random occupation of seats is permissible, passengers should be shown, or conducted to their allocated seats, and unless toilet facilities are available on the aeroplane, should be advised to remain in their seats, with lap straps fastened, throughout the flight. Passenger briefing should be carried out when all passengers are seated, and their attention can readily be gained. The briefing is to be given in a calm and authoritative manner, and be as interesting and informative as possible in order to ensure that all passengers will retain sufficient of the information to react sensibly in the event of an emergency which, it should be emphasised, is unlikely to occur. It should be remembered that although passengers may be experienced air travellers, others may have not previously flown, or may not be accustomed to different content of the passenger safety cards. In Flight No person may be in any part of the aeroplane that is not designed for their accommodation unless the commander has granted temporary access for safety reasons or to examine cargo/stores. In the single pilot case, the use of any available cabin warning signs should be supplemented by drawing the nearest passenger’s attention to any

Part A General Chapter 8 requirement to tighten lap straps and secure any catering in case of turbulence, or to the need to extinguish cigarettes and prepare seats, fold away tables and secure harnesses for landing. Provided that he can be spared from the flight deck, a first officer when carried may visit the cabin at appropriate times to check such details, while established cabin crew should automatically complete such duties when so warned by the commander. Post Flight Passengers must be instructed to remain seated with their seat belts fastened until the aeroplane has come to rest and the engines have been stopped. Normally a crew member is to open the aeroplane door(s) and remain in attendance with the passengers until an approved escort is available. The commander is to ensure that local aerodrome procedures do not prohibit pedestrian passengers from traversing the movement area. Exits and Escape Paths The crew member responsible for cabin safety is to ensure that before taxying, take-off and landing all exits and escape paths are unobstructed. (see also procedures in PartB). Refuelling If circumstances require that refuelling or defuelling operations take place while passengers are embarking, are on board, or are disembarking, the procedures detailed in paragraph 8.2.1 are invariably to be followed.

Note: procedures are to be found in the Cabin Crew Safety Manual. Carriage of Musical Instruments and Diplomatic Bags It is allowable for EMB and ATR aircraft to carry particular items of baggage (musical instruments and diplomatic bags) in accordance with the conditions below in the passenger compartment without being stowed in stowage spaces approved for the purpose. 1. A seat must be purchased for the item. 2. There is a limit of one musical item per passenger, or two diplomatic bags. 3. It must be accompanied by the passenger on the same flight.

Part A General Chapter 8 4. It must not be on a seat in an emergency exit row. 5. It can only be on a seat adjacent to the aircraft fuselage. 6. The seat must be dedicated solely for that item. 7. It must not exceed 75kg in weight. 8. It must be properly secured by means of an aircraft safety lap strap, including extension piece where necessary. 9. The centre of mass must not be more than 30cm above the seat cushion. 10. Cello’s must NOT exceed the following dimensions – 150×60×46cm. 11. Diplomatic bags must be clearly identified as such, and must be accompanied by the appropriate paperwork. Carriage of Guide Dogs and Assistance Dogs in the Aircraft Cabin Definition of a Guide Dog The definition of a guide dog is one that is trained to provide mobility assistance to a blind or partially sighted person. In the UK guide dog is trained, assessed and accredited by the Guide Dogs for the Blind Association. Outside the UK the definition of a guide dog is one that is trained by an individual or organisation that is accepted by and affiliated to the International Guide Dog Federation. Definition of an Assistance Dog An assistance dog is one which has been specifically trained to assist a disabled person, and which has been qualified by one of the (currently five) charitable organisations registered as members of identification and have been granted certification by the UK Department of Health on the basis that the dog’s high standards of training, behaviour, health and welfare are such that it should be permitted to accompany its client, owner or partner at all times and in all places within the United Kingdom. Assistance dogs from other nations, when entering the UK, should meet the full membership criteria of the established international assistance dog organisations: Assistance Dogs International and Assistance Dogs Europe, or other such bodies as may from time to time be recognised. Currently the following are registered members of Assistance Dogs (UK): • Guide Dogs for the Blind Association.

Part A General Chapter 8 • Hearing Dogs for Deaf People. • Support Dogs. • Dogs for the Disabled. • Canine Partners. Those dogs that comply with the above definitions should generally be permitted to be carried in an aircraft passenger compartment. Any dog not meeting the above criteria, or any other animal must be treated as a pet and other arrangements made for its carriage. It should be noted that assistance dogs could be of any breed and size from a large Labrador to a miniature Yorkshire Terrier. Cabin Safety Considerations A dog and its owner must not be seated in a row adjacent to an emergency exit. A suitable harness, which should be provided by the owner and then attached to the owner’s seatbelt, should be utilised to provide the dog with an effective level of restraint during take-off, landing and during turbulence. In the cruise it would be acceptable for the dog to be subject to less constraint sufficient to enable it to achieve a comfortable position. This should take into account the potential problems of trip-hazards associated with passengers using the aisles and cross-aisles. Larger dogs should be accommodated on the cabin floor at the owner’s feet but smaller, lighter dogs may be carried on the owner’s lap, suitably restrained with the harness as outlined above. The maximum number of guide dogs and or assistance dogs that may be carried at any one time are: ATR 42/72– 2 DHC6 Twin Otter – 2 BN2 Islander – 2 EMB 135/145 – 2

Part A General Chapter 8

8.3.19 Passenger Briefing Procedures

The commander is responsible for ensuring that all the passengers are given the appropriate briefing, or equipment demonstration, for the various stages of flight, as outlined in the following paragraphs. The routine in-flight address given to passengers by the captain or first officer must not contain any statements likely to give offence or cause uncertainty or apprehension. Additionally, on no account must flight crew express personal opinions or make personal observations when addressing passengers. In general, addresses should be brief, informative, relevant only to the flight in progress, should not contain obscure detail on engineering or operational matters and should not be open to misinterpretation. Pre-board Briefing Concerning Dangerous Goods Dangerous Goods must not be carried in or as passenger or crew checked or carry on baggage. Security type attaché cases incorporating dangerous goods, e.g. lithium batteries or pyrotechnic material, are forbidden. Pre-Take-off Briefing The address is to be confined to welcoming the passengers on board and giving information relevant to the progress of the flight. Weather conditions at the destination airfield may be passed on but not in terms which are likely to cause concern about the safe conduct of the flight. Should the weather at the destination airfield be marginal then the passengers should be told that there is a possibility of diversion and – if known – what arrangements the Company will make for their onwards transmission to destination, Similarly, apologies should be made for delays and the reasons stated in a concise manner. Passengers’ attention is to be drawn to the briefing cards, which they should be advised to read, and they are in any case to be verbally briefed (if applicable) on: 1. Any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable; 2. Emergency lighting (floor proximity escape path markings, exit signs); 3. Correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation; 4. The use and stowage of portable electronic devices;

Part A General Chapter 8 5. The location and presentation of the safety briefing card, the importance of its contents and the need for passengers to review it prior to take-off; and 6. Compliance with ordinance signs, pictograms or placards, and crew member’s instructions. Pre-Take-off Demonstration Passengers should receive a demonstration of the following: 1. The use of safety belts or restraint systems, including how to fasten and unfasten the safety belts or restraint systems; 2. The location of emergency exits; 3. The location and use of oxygen equipment, if required. Passengers should also be briefed to extinguish all smoking materials when oxygen is being used; and 4. The location and use of life-jackets, if required. After Take-off Passengers should be reminded of the following, if applicable: 1. Use of safety belts or restraint systems including the safety benefits of having safety belts fastened when seated, irrespective of seat belt sign illumination; and 2. Caution when opening overhead compartments. In-flight Announcements should be made before encountering adverse weather conditions such as turbulence or heavy icing but, again, these should be low key and not phrased in dramatic or unsettling language. Passengers are to be advised as necessary throughout the flight whenever conditions require the fastening of seat belts. Before Landing Passengers should be reminded of the following, if applicable: 1. Use of safety belts or restraint systems; 2. Any cabin secure aspects, e.g. required position of seat backs, tray tables, footrests, window blinds, etc. as applicable;

Part A General Chapter 8 3. Correct stowage of hand baggage and the importance of leaving baggage behind in case of evacuation; 4. The use and stowage of portable electronic devices; 5. The location of the safety briefing card, the importance of its contents and its review. After Landing Passengers should be reminded of the following: 1. Use of safety belts or restraint systems; 2. The use and stowage of portable electronic devices; and 3. Caution when opening overhead compartments. Emergency During Flight If an emergency occurs during flight, passengers are to be briefed on such emergency action as may be appropriate to the circumstances. Smoking Regulations The frequency of smoking regulation reminders can be found in the passenger announcement booklet.

8.3.20 Cosmic and Solar Radiation Detection Equipment

Requirements The Council of the European Union and the Civil Aviation Authority have adopted Directive 96/29 Euratom. The guidance material associated with this directive gives guidance to operators on the monitoring and recording of cosmic radiation exposure. Operators of turbo-prop aircraft are not required to measure or record exposure owing to the normal flight characteristics of these aircraft resulting in the annual doses being less than 1mSv per year.

8.3.21 Focus (Sterile) Flight Deck

FLT 3.11.17 Distraction of the Flight Crew has been a significant contributory factor in many incidents and accidents. Where possible, use should be made of the autopilot to reduce workload. Detailed use of the autopilot is given in the Automation Policy Statement, in Part A Section8.3.22.

Part A General Chapter 8 During the following: 1. Critical phases of flight. 2. Taxiing (Except when stationary other than first aircraft at the holding point). 3. Below 10,000 ft, except for cruise flight or in a holding pattern delayed for weather improvement. 4. Within 1000ft of assigned level. Flight crew should not perform non essential matters, not least the following activities: 1. Make radio calls concerning passenger connections, fuel loads, catering etc. 2. Make public address announcements concerning sights of interest, proposed routes etc. 3. Carry out non critical paperwork. 4. Read publications not related to the conduct of the flight. 5. Have non essential conversations (Remarks not pertinent to safe aircraft operation) within the flight compartment and non–essential communication between the cabin crew and flight crew. 6. Make Mass and balance corrections, performance corrections, unless required for safety reasons. 7. Use Electronic Flight bags (EFB) unless urgently necessary. 8. Remove headsets.

Note: tasks such as “Direct to”. The FMS should not be programmed during taxy.

8.3.21.1 Runway and Taxiway Incursion Prevention

General Runway/taxiway incursion; any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for taxi, landing, and take-off of aircraft. Best Practices, Prevention Strategies and Lines-of-Defence The recommendations to avoid incursions are multiple:

Part A General Chapter 8 Departing from or arriving at an airport should be prepared well in advance. Thorough planning for taxi operation is essential. This preparation should be done at the gate or prior to starting descent. Adequate communication technique during taxi. Proper knowledge of airport surface markings, lights, and signs. Proper preparation of expected taxi out/in routing, and adequate taxi technique and operation. Communication Guidelines Use of aviation English and language proficiency and adherence to established standard ICAO phraseologies to keep situational awareness for all participants. Acknowledge and read back all the clearances and instructions, including call sign and runway designator, especially full read back of any holding position instructions. Listening to other traffic information gives the pilots an overall picture of the traffic situation. Take-off and landing clearances are important. If you hear any conflicting clearances advice ATC immediately.

8.3.21.2 Flight Deck Procedures for Maintaining Situational Awareness

Preparation/planning of ground operations at the gate and prior to starting the descent. Review the airport layout using adequate airport charts, ATIS and NOTAM information, and share previous experience at this airport, if any, to determine expected taxi routes. Conduct detailed taxi route briefing with cross-coordination of both flight crew members, these briefings should take place before push-back or engine start, and during the descent preparation. Pay special attention of areas or points on the airport surface that could pose a higher risk of potential incursion. HOT SPOTS is a location on an aerodrome movement area with a history or potential risk of collision or runway incursion, and where heightened attention by pilots and drivers is necessary. Know what runways you will encounter between where you are and where you are going.

Part A General Chapter 8 Both pilots shall agree about clearances and other instructions.

8.3.21.3 Taxi Operations When Taxi Clearance Has Been Received

If taxi instructions are complex or at unfamiliar airports, writing down all instructions is desirable, request progressive taxi instructions (i.e.: step by step routing directions) if needed. Use transponder according to procedure in OM-B. Use all available resources, heading indicators, airport charts, airport signs, markings, lighting and air traffic control to keep an aircraft on its assigned flight and/or taxi route. Heading is important when turning, especially onto the intended runway. When taxiing, both flight crew members should be “in the loop” for actively monitoring and updating their progress and location on the airport diagram; this includes knowing the aircraft’s present position and mentally calculating the next location on the route: PF- guided by-PM with cross-confirmation should be the operational standard. Reading taxi checklist shall be completed so that it does not interfere with navigation during taxiing. Before entering or crossing any runway, both pilots shall check their respective side regarding approach sector and runway for conflicting traffic. Performing administrative tasks shall be deferred to non-critical phases of taxi. If case of a runway change, be aware that the nav aids need to be reset and a new departure route shall be inserted in the FMS accompanied with a new departure briefing. If you have any doubt at any time of aircraft location, stop and immediately inform ATC. Do not hesitate to ask for a “Follow-me” vehicle. Do not taxi past a red-lighted crossbar or stoplights. Stop and inform ATC about the lit stop bar if you have received further taxi clearance. Active crossbar lights or stoplights must be switched off before taxiing further unless clearance has been received and taxiing behind a Follow-me car.

Part A General Chapter 8

8.3.21.4 Taxi Operations When Line Up and Hold Clearance, or Line Up

and Take-off Clearance has been received. Before entering the runway check that the approach area is clear and check the stop bars removed. Verbally coordinate and agree on the assigned runway. Perform a line-up check onto the departure runway: identification of runway markings and lights, alignment with correct runway heading position as active runway check. Both pilots shall agree on T/O clearance received. Light up the aircraft and make it more visible when entering a runway to take-off or when taxiing into position and holding for take-off. Contact ATC if take-off is delayed for more than 90s, after ATC take-off clearance has been received.

8.3.22 Automation Policy Statement

FLT 3.11.22

8.3.22.1 Background

Automation has contributed substantially to the sustained improvement of flight safety. Automation increases the timeliness and precision of routine tasks and procedures, thereby offering a significant reduction in the number of errors and the risks associated to the safety of flight operations. However it must always be recognised that automation has its limits. Critically, in complex and highly automated aircraft, flight crews can lose situational awareness of the automation mode under which the aircraft is operating or may not understand the interaction between a mode of automation and a particular phase of flight or pilot input. Such confusion can lead to the mismanagement of the energy state of the aircraft or to the aircraft deviating from the intended flight path and encountering an undesirable aircraft state leading to potential incident or even a major accident. The aim of this document is to increase crew awareness of the relationship between the pilot and the aircraft automation, its benefits and the threats they pose.

Part A General Chapter 8 The guidance and procedures shall address the use of aircraft automated flight and navigation systems to include: Flight crew monitoring of automated flight and navigation systems (AFS) to ensure appropriate aircraft response to inputs by: • Cross checking mode control panel status • Observing the results of any mode changes • Supervising the resulting guidance and aircraft response.

Part A General Chapter 8 There are seven key areas to consider: 1. Philosophy The core philosophy, irrespective of the level of automation, must always be ‘Fly the aircraft’. Flight Crew must appreciate that they must always be in control of, and aware of, what the aircraft is doing at any given point in time. Flying the aircraft through the automatics is as important a skill as manual handling therefore the pilot must always be in command of any situation. If the automatics are not performing what was expected or programmed then the crew are required to disengage the autopilot system and manually return the aircraft to the desired flight path. When inputting information into automated systems the following procedures should be applied and adopted as Standard Operating Procedures: When acting as PF: Confirm inputs on autopilot/flight director and FMS with the other pilot. Activate input. Monitor mode annunciations to ensure the autoflight system performs as intended. Intervene if necessary. Both crew members: Verbalise. Verify. Monitor. Applying these simple mnemonics can greatly assist in reducing errors and loss of situational awareness. Pilots should be aware of the capabilities, limitations and failure susceptibility of automation. Active monitoring of automation performance during critical stages of flight by both flight crew members is essential as is communication of any observed deviations or irregularity in expected performance. In some situations automation may even increase pilot workload where

Part A General Chapter 8 additional programming is involved. Pilots should be very cautious of falling into the trap of both crew members going ‘heads down’ looking at the FMS with no one monitoring aircraft performance. Although crews are encouraged to make maximum use of the automatics to help free up brain capacity it is essential that crews also regularly practice manual flying skills when conditions and workload allow. 2. Level of Automation The level of interaction with an automated system is dependent on the complexity of the task. Where short term tasks are required such as an ATC heading change can be easily achieved by rotation of a heading bug whereas a significant route change which requires reprogramming of the FMS will mean more head down time for the PF and may have to be managed in a different way so that situational awareness of the external environment is not lost. In a busy flight deck environment this may involve asking the PM to carry out the task and the PF confirming the action – effectively a reversal of normal roles, whereas in a quiet phase of the cruise normal operating procedures would not impact on the safe operation of the aircraft. The choice of the most appropriate level of automation for any phase of flight will be dependent on the stage of flight and the complexity of the task. In general when the PF is manually flying the aircraft he should request the other pilot to complete inputs as per SOPs. With the autopilot engaged the PF may carry out inputs himself but should be wary of extended periods inputting data to the FMS where there is a significant period of head-down time. In these instances it is better for the PM to compete this task while the PF continues to monitor flight path. In all cases it should be remembered that the appropriate level may be a reversion to manual flight in accordance with Item1 above. The PF should always retain authority for selection of the most appropriate course of action with the PM providing the monitoring role to ensure the correct flight path is being followed as briefed. Any

Part A General Chapter 8 deviation should be called out, at no point should the uncomfortable feeling of ‘what is it doing now’ be allowed to develop. If it doesn’t look right or feel right it probably isn’t right. It should be evident that an understanding of how the system works with the respective modes selected is an important requirement for operating crew. Questions worth considering are: • How is the system designed to operate. • Why does it operate that way. • How does the system interact and communicate with the pilot. • How does the pilot operate the system in normal and abnormal situations. Again, the guidance is that the PF must set the targets – then use the appropriate mode of autopilot to achieve the stated goal. The PM must monitor and confirm, or call out deviations as appropriate. 3. Situation Awareness A very common fault observed during recurrent simulator training is a failure to confirm the current mode by calling out the display on the EADI. Too often crews call out the mode button they have pushed instead without confirming that mode has captured. The SOP is to call out the captured mode – that is the only way you know what the autopilot is doing. The key to high levels of situational awareness is that all crew members should know what the automatic system is doing at the moment and what it is going to do next. As the aircraft reaches a waypoint or glideslope intercept what are you expecting it to do – what are you going to do if it does not do what is expected. Anticipation is an essential element of automation interface. It is good CRM within the flight deck for the PF to advise ahead of time, for instance during the take off brief, when they intend to engage the autopilot. Also during an approach – when does the PF intend to disengage the automatics. The final item on the landing checklist is the yaw damper; it is often left until very late in the approach before disengaging. It is more appropriate to advise the PM when you intend to disengage it, that way if you don’t do it by then the PM can call out the deviation. Landing with the yaw damper engaged is a recurring item in the ASR list.

Part A General Chapter 8 4. Communication Effective communication involves three components: a. Clarity of message. b. Understanding by the receiver. c. Verification of understanding by two way communication (feedback). The following items are all essential when using automated systems: • Announce automatic or manual changes to automation status (the idea being to keep PM fully in the loop – don’t say things when they are engaged in other tasks – wait for a suitable opportunity). • Brief and compare the programmed flight path with the chart/ plog against the active routing. • Verbalise intentions before making inputs which alter aircraft flight profile. • Call out EADI displayed modes and seek confirmation. • Call out and monitor 1000 feet to go (500 feet to go as applicable) and ALT capture. • When making APA changes remember the SOP, PF points and PM verbally confirms from the written down cleared level. • Brief any special automation requirements, e.g. NAV mode with a heading intercept. • Actively listen for other traffic, communications and clearances. 5. Verification Verification of system status has been a recurring feature throughout, understand and apply the correct SOPs in order to keep both pilots in the loop. • Both pilots should check the EADI Modes. • Both pilots should confirm the entered waypoints on the FMS SID and route. • Both pilots monitor performance achieved against that programmed. • Both pilots confirm alterations to track, altitude and EADI selection changes.

Part A General Chapter 8 6. System and Crew Monitoring Monitoring is simply carefully observing flight deck displays and indications to ensure the aircraft response matches the briefed and selected modes and targets and that the aircraft speed and trajectory matches expectations. • Scan indications to ensure aircraft performs as expected. • Monitor status (indications and mode annunciations). • Monitor APA capture. • Below MSA always ensure one pilot is head up at all times. • Avoid distractions especially during critical phases of flight. • DO not allow automation to interfere with external vigilance (visually or by reference to alternative displays). • Maintain a continuous lookout during phases of ground movement and during VMC flight. • In the event of system failure or red flag do not use information from that system. 7. Workload and System Use There is a common misconception that with the autopilot engaged the pilot workload is removed. The reality is that the pilot workload has altered. By removing the manual flying task there is more free brain capacity to deal with other actions. The pilot role has changed from system operator to system manager, it is important that flight crew fully understand this role change. In order to deal with this change in role flight crew must consider their actions and prioritise workload according to a slightly different ‘mental model’ of their role in the flight deck. The following items give some guidance on this changing role: • PF still has responsibility for flight path and should be ready to assume manual control (abnormal conditions). • PF should intervene if the flight status is not as desired, disengaging any automated system that does not function as expected. • When flight conditions and workload permits crews should practice manual flying skills within the normal operating parameters and SOPs.

Part A General Chapter 8 • Maximising use of autopilot can result in improved performance by removing the flying workload, therefore crew are encouraged to use it as much as possible while appreciating the change in role. • When handing over duties of PF and PM ensure that each pilot is fully aware of the change in responsibilities with regard to autopilot functions.

8.3.22.2 Summary

Optimum use of autopilot and other automated systems relies on understanding and application of the information above. Properly used, automation can free up the pilot for other tasks – the most important of which is correct programming and monitoring of what the automation is doing! In all cases the golden rule is ‘FLY THE AEROPLANE’, either through the autopilot or manually. If the autopilot is not doing what it is supposed to then manual reversion must be actioned. Keeping manual flying skills at high levels is as important as high levels of automation skill.

8.3.22.3 Key Points

• Understand the interface with the automated systems. • Understand mode transition and reversion sequences. • When levelling off remember there is no auto thrust function – you are responsible for power setting. • Be aware of armed and selected modes. • Be alert to adapt the automation level to the task ahead. • Revert to manual flying if required. • Brief the flight profile and both pilots monitor the performance of the system. • PM monitor the profile against that briefed by the PF and call out deviations. • Adhere to the design and operating philosophy and company SOPs. • Back up information with raw data and navaids as available. • When flying manually with Flight Director displayed ensure the correct mode is displayed and follow it. • If you are not using the Flight Director remove it from the screen.

Part A General Chapter 8

8.3.23 Threat and Error Management Policy

8.3.23.1 Background

Threat and Error Management is becoming one of the main areas of CRM training, awareness of the principles and the operating philosophy will assist crews in dealing with abnormal and emergency situations by: • Error Prevention. • Error Recognition. • Error Recovery. It has to be accepted by crews that threats and errors are a routine part of everyday operations and must therefore be managed in a correct way by the crew in order to achieve a satisfactory outcome. In addition to threat and error management crews also require to manage ‘undesirable aircraft states’ which if not properly handled can lead to unsafe outcomes. As you read through the following try and identify where our current Non Technical Skills are relevant (Situation Awareness, Decision Making, Cooperation and Leadership and management), it is interesting to see how application of Non Technical Skills can lead to understanding of the principles involved and therefore to improved levels of safety awareness.

8.3.23.2 Threats

FLT 3.12.6 Threats can be defined as events or errors which take place outside the influence of the crew. Examples could be: • Adverse weather conditions. • Hostile terrain in vicinity of airfield. • Congested airspace. • External agencies. • Technical malfunctions. Additionally threats for consideration during each brief are highlighted below as they are significant contributors to aircraft accidents: • RE – Runway Excursion. • GCOL – Ground collision (includes Runway Incursion). • MAC – Mid Air Collision (particularly during operations outside Controlled Airspace). • CFIT – Controlled Flight Into Terrain.

Part A General Chapter 8 • LOC-I (such as degraded flight controls, the possibility of an asymmetric Go Around G/A). Threats can be dealt with to some degree by flight crew by: • Analysis of prevailing weather conditions. • Flying appropriate arrival and departure profiles and use of correct SOPs. • Use of TCAS/Navigation equipment and interaction with ATC. • Auditing of service providers and systems. • Crew training in emergency/abnormal situations. Threats such as CB’s can be can be anticipated by analysis of weather conditions, avoided by use of weather radar and if encountered unexpectedly the threat can be reduced by reducing speed to the appropriate rough air speed. Threats like these are therefore expected or known. Threats can also be unexpected such as a system failure, these will usually require flight crew to apply a degree of skill or previous knowledge to achieve a successful outcome, events such as these can be trained for during recurrent LPC/OPC flight checks or by distribution of relevant training material. The final threat is the one which is not obvious and can only be determined following analysis of an event. These threats are latent in that they are always there but do not necessarily combine with other factors to lead to an undesirable state. The effect of turning the heading bug more than 180 degrees may not be known until the first time you try it and get a surprise when the aircraft turns the wrong way. A twenty minute turnaround may be achievable on 99% of days but when the weather is bad and there a couple of ADD’s combined with LMC’s then the risks of something being missed are greatly increased. Rushing to try and complete a task on such a day would be likely to increase the threat levels to a dangerous state. It is better to be five minutes late off the ground than fifty years early under it! Regardless of whether the threat is known, unexpected or latent it is important that flight crews anticipate and respond in the appropriate manner to allow them to manage the situation to a satisfactory outcome. Threat management is the first in a chain of events which can be linked to flight crew errors and subsequent undesirable aircraft states. Next time you look at an accident or incident report see if you can recognise the initial threats which have set the chain of events in motion. As the last line of defence it is important that threats are recognised by the flight crew to prevent them from impacting on normal operations.

Part A General Chapter 8 The final point on threats is that they can be divided into two groups – environmental or organisational. Environmental Threats Organisational Threats Windshear, turbulence, Delays, late arrivals, aircraft swaps, contaminated ADD’s, runway, icing, thunderstorms, ATC, maintenance errors, ground language, ATIS, altimetry, handling birdstrike, delays, incorrect loadsheet, complicated taxi instructions, operational construction pressures. work, terrain, approach lighting, navaids availability, callsign confusion Environmental threats are generally out with the control of the flight crew and have to either be planned for or managed in real time as they happen. Organisation threats are controllable in that they can be removed or minimised at source by the industry, they can still be mitigated by the flight crew, as the last line of defence, by consideration of their impact on the planned operation but ultimate control lies with the aviation organisation itself.

8.3.23.3 Errors

Errors can be defined as actions or inaction by the crew that leads to a deviation from the intended outcome. Failure to properly manage an error once it has occurred can lead to an undesirable aircraft state or worse, an accident. Operational errors inevitably lead to reduced safety margins and an increase in the probability of an adverse event. From this it can be seen that it is important that crews detect and respond to errors before they lead to an undesirable outcome and this is one of the key elements of TEM – error detection and response. It is important to understand the relevance of this key element. Too often on detecting an error crews have wasted valuable time trying to seek the source of the error and apportion blame (causation and commission). There is little point in arguing about when the altimeter setting was missed and by who when the TAWS is shouting “PULL UP PULL UP”. Early intervention and rectification will usually prevent undesirable state developing and will thus become operationally inconsequential. Additionally proper error management represents an example of successful human performance and can provide a valuable learning and training example.

Part A General Chapter 8 Types of error relevant to aircrew are listed below. Handling errors will occur when the crew are interacting directly with the aircraft either by hand flying or via the aircraft automatics. Procedural errors will occur when there is a failure within a procedure – SOP, checklist, etc. Communication errors will occur when the crew are interacting with another agency – ATC, ground crew, other crew members. All of these errors may be either unintentional or intentional (breach of SOP for no valid reason) and may also be linked directly to proficiency considerations such as poor levels of skill or knowledge or lack of training opportunity. Error Examples • Handling Errors • Speed deviations • Unstabilised approach • Incorrect mode selection • Exceeding limiting speed • Fuel imbalance • Turning onto wrong heading • Taxiing at high speed • Failure to follow taxi instructions Procedural Errors • Failure to check mode selection • Incorrect use of checklist • Failure to cross check Altitude Alert setting • Failure to follow RAD ALT SOP • Departure brief incomplete/items missing • Arrival brief incomplete • MSA callouts/awareness • Wrong documentation • Incorrect weight and balance

Part A General Chapter 8 • Wrong fuel load due to incorrect flight log presentation • Incorrect application of MEL procedures • Incorrect take off performance data Communication Errors • Lack of ground crew communication • Wrong response due misinterpretation • Incorrect read back • Missed calls • Crew miscommunication • Language difficulties

8.3.23.4 Undesired Aircraft States

Undesired aircraft states result from crew induced aircraft position or speed deviations, misapplication of controls/system configuration. The main thing about these is that they are directly as a result of crew inputs, they will not occur without the flight crew getting into the aircraft in the first place. Undesired states are directly attributable to previous action which can be a handling error/procedural error/communication error, as per the TEM model. To put it simply – the aircraft is not in a situation you want it to be in! It is important that crews realise the necessity to switch from error management to undesirable aircraft state management to prevent the situation reaching a dangerous stage. For example: A crew is flying a Non Precision Approach when they realise that the QNH on the standby Altimeter does not match the No1 or No2 Altimeter. They confirm the QNH with ATC and proceed to change their altimeters and readjust to get back on the profile by checking on the approach plates for Altitude versus Distance, only to discover they have gone below one of the not below check altitudes already. This would be an example of a crew being stuck in error management, trying to rectify the approach profile rather than switching immediately to undesired aircraft state mode and initiating a go around. It serves to illustrate how easy it is to get locked in error management mode as task completion is often a driving force in many aviation related incidents. Although it may at first appear simplistic the following illustrates the need to understand the difference between an undesirable state and an outcome. An aircraft on a stabilised approach (normal operational state) becomes unstabilised (undesirable state). At this stage the flight crew can

Part A General Chapter 8 either attempt a recovery back to the stabilised approach with acceptable margins of safety, or continue with no recovery which may well lead to a runway excursion, (outcome) not the sort of holiday you want. Once the situation becomes an outcome it is too late to affect any recovery. Sounds simplistic? It happens every week somewhere in the world. Early correction of any undesirable state is essential to restoring safety margins back to an acceptable level.

8.3.23.5 Countermeasures

As part of their everyday duties crews must employ necessary countermeasures to prevent threats errors and undesirable aircraft states reducing safety margins. Examples of countermeasures are SOPs, checklists, briefings, callouts, personal skill and knowledge levels. It is estimated that during a safe flight 70% of crew time is spent on countermeasures-related activities. Countermeasures are usually thought of as crew actions but there are many ‘hard’ systems within the aviation intended to assist in error prevention and it is important recognise them as such: • TCAS/ACAS • TAWS/GPWS • SOPs • Altitude Alert pre-selector • Checklists • SOPs • Briefings • Training Other countermeasures exist related to personal contributions from the crew members most noticeably from appreciation of the Non Technical Skills and CRM related subjects. Remember CRM is not about psycho-analysis it is about understanding the importance of the Non Technical Skills and their application in the work environment. There are three basic categories of individual and team countermeasures for the preparation stage, execution stage and review stage:

8.3.23.6 Planning Countermeasures

• SOP briefing/Interactive and operationally thorough/Concise/Bottom lines established. • Plans stated/decisions communicated and acknowledged/shared understanding/in the loop.

Part A General Chapter 8 • Workload assignment/defined roles for normal and abnormal situations/communicated and agreed. • Contingency management/effective strategies to manage threats/ threat consequences anticipated/resources allocated to manage threats.

8.3.23.7 Execution Countermeasures

• Monitoring/ Cross checks/verification of crew actions/supportive not divisive. • Workload management/prioritisation of tasks/primary roles taken care of/avoidance of task fixation and completion/do not allow overload to take place. • Automation management/balanced to reduce situational workload/ setup pre briefed and agreed/effective recovery initiated from any automation anomalies.

8.3.23.8 Review Countermeasures

• Evaluation/Modification of plans where necessary/open discussion of actions without prejudice/critical analysis. • Inquiry/crew members able to question and investigate current plans of action/crew members should not be afraid to express a lack of knowledge. • Assertiveness/critical information and solutions offered with appropriate persistence/all should be able to offer opinion without hesitation.

8.3.23.9 Summary

• Threat and Error Management is a simple and easy to understand concept, it should be applied in order to raise safety levels. • Threats should be identified and addressed before they develop into situations. Most of the threats we encounter daily during flight operations are discussed in the Operations Manual Part(s) B relevant to your aircraft type. This is one of the main principles of Risk Management system – identifying threats and putting measures to deal with them in place. This will result in a defined set of operating parameters which if followed will result in safe flight conditions. • Good and effective CRM/NOTECH skills will result in high levels of situation awareness and threat and error management. • Error will happen, recognising them and resolving them is essential to flight safety.

Part A General Chapter 8 • If you make an error don’t hide it – your colleague(s) can help with resolution of the problem. • If you see an error speak up – you may save a situation your colleague was not aware of. • Be proactive where threats and errors are concerned, being prepared will prevent situations developing in the first place.

8.3.24 In-Flight Medical Emergency

FLT 3.14.12 A medical emergency is an injury, illness or other physical condition that is acute and poses an immediate risk to a person’s life or long term health. In flight medical emergencies may occur in many forms and may occur at any time during a flight, including taxi. On discovery of an inflight medical emergency the cabin crew will assess the situation and if necessary make a PA asking if there are any medically qualified passengers on board who can provide assistance in treating the emergency. Cabin crew will administer first aid treatment and assist medically qualified persons as appropriate. If the cabin crew assess the situation to be a medical emergency the senior cabin crew member must inform the commander immediately. The cabin crew will contact the commander using the emergency function of the interphone system and when the flight crew respond, state that there is a medical emergency on board. As soon as is practicable the commander will request that the cabin crew provide details of the medical emergency in the form of a NITS brief. The flight crew will record the details on the flight log. As a medical emergency poses an immediate risk to the person’s life or long term health the commander should consider that a diversion to the nearest suitable aerodrome is necessary. The commander should declare the emergency using a Mayday or Pan call and at an appropriate time pass details of the medical emergency to ATC including a request to be met by emergency medical services. Guidance may be sought from ATC in deciding which aerodrome is most suitable to provide the earliest medical assistance. Action to initiate the diversion should be taken by the flight crew without delay. At an appropriate point the commander should make a PA to the passengers stating that a diversion is being made and what to expect from the emergency services on landing.

Part A General Chapter 8 The commander will request regular updates from the cabin crew on the condition of the medical emergency via the interphone and will provide the cabin crew with an expected arrival time and planned arrangements for transfer of the medical emergency on landing. This may require the aircraft to be taxied clear of the active runway and then shut down for the emergency services to board the aircraft. If a medical emergency occurs on the ground the position of the aircraft at the time will dictate what actions are taken to give emergency services access to the aircraft to treat the emergency. In all cases good communications regarding the situation must be maintained between the commander and cabin crew with appropriate use of the interphone system and face to face briefings. Flight Crew Duties The flight crew should continue operation as normal except if an exceptional circumstance exists. If so, the CMDR will, based on the information from CCM, advise ATC of the situation and decide to land as soon as possible or continue to destination. Cabin Crew Duties The Cabin crew shall take the appropriate action and inform the CMDR as soon as possible. The Cabin crew should: Take care of the person; Call flight deck: Make a PA announcement asking for medical assistance.

8.3.25 Confirmation of Critical Actions Between Flight Crew

Members Summary FLT 3.11.20, 3.14.3 Whenever a flight crew member has to perform an action within the cockpit that is deemed safety critical, that action should be announced and a cross-check and confirmation sought from the other operating flight crew member. This applies under normal, abnormal and emergency situations. These actions include: • Aircraft configuration changes (landing gear, wing flaps, speedbrakes)

Part A General Chapter 8 • Altimeter bug and airspeed bug settings, as applicable • Altimeter subscale settings • Altitude (window) selections • Transfer of controls of the aircraft • Changes to the automated flight system/flight management system and radio navigation aids during the departure and/or approach phases of flight • Weight/Mass and balance calculations and associated AFS/FMS entries • Performance calculations or inputs including AFS/FMS entries This also applies to critical systems under abnormal and emergency situations where a crosscheck and verbal confirmation from the other operating crew member must take place before actuating any critical aircraft system controls. These actions include but aren’t limited to: • Engine thrust/power levers • Fuel master or control switches • Engine fire handles or switches • Engine fire extinguisher discharge switches (if not automatically armed in conjunction with the associated fire handle or switch)

Note: OMB.

8.3.26 CRM and Communication Principles

FLT 3.11.16, 3.14.3 In addition to technical requirements and technical skills, flight crew are required to demonstrate non-technical CRM skills during their activities at work. This is especially the case during high workload situations within the cockpit. In many incidents and accidents, human factors are a significant contributing factor. Human factors encompass CRM which is described as the effective utilisation of all available resources (e.g. human resources, hardware, and information) to achieve safe and efficient operation.

Part A General Chapter 8 The four main principles of CRM are; • Co-operation – Situational Awareness – Decision Making • Leadership and Management The objective of CRM is to enhance the communication and management skills of the crew members concerned. Emphasis is placed on the non-technical aspects of crew performance and in particular the adoption of the behavioural markers. CRM skills are assessed during training and recurrent checks (see OM-D2.1) using the specified marker system and feedback given. It is best practice to for flight crew to exercise good CRM principles during all phases of line operations.

8.3.26.1 Standard Verbiage, Terminology, Signals and/or Verbal

Commands Since crews are constantly changing, it is necessary to facilitate the teamwork by strict adherence to the Company Standard Operating Procedures, as prescribed in OMB. Standard verbiage, terminology, signals and/or verbal commands should always be used for communication between flight crew and cabin crew during normal, abnormal, and emergency situations. Crew members shall use standardized verbal callouts during each phase of flight. Standard callouts are used to improve crosscheck, coordination and mutual crew member awareness and are typically used for; • Give command, delegate a task. • Acknowledge a command or confirm receipt of an information. • Challenge and respond to checklist items. • Call a change of an indication. • Identify a specific event. • Identify exceedances. Standard callouts are detailed in OMA, OMBs and CCSM.

Part A General Chapter 8

8.3.26.2 Standard Flight Crew – Cabin Crew Communication

Situation From To Method Remarks Call from SCCM: “May I close the door?” (Answer: -YES from Flight deck). This means that it is ok to start engines In person or and start taxiing as soon as all doors Ready for Departure CC FD Interphone have been closed. If SCCM already has received permission to close the door, the question “May I close the door?” should be omitted. CCM ready for immediate CC FD Interphone Cabin Secure' take-off Two chimes by using the “No smoking” CCM released after take-off FD CC P/A system sign. Seatbelt sign on before P/A system + FD CC “Cabin Crew, 10 minutes to landing” landing Seatbelt sign on CCM and cabin ready for CC FD Interphone Cabin Secure' landing Approximately 2 minutes Completing Landing checklist: One FD CC P/A system before landing chime by using the “No smoking” sign.

8.3.27 Simulation of Abnormal Situations

FLT 2.2.38, 2.2.39, 3.14.2 Simulation of abnormal or emergency situations (e.g. simulated engine failures, pulling of circuit breakers) and simulation of IMC by artificial means are not allowed, except on Maintenance check flights. An exemption to this is the DHC6 and BN2 fleets.

8.3.28 Policy and Procedure for Post Flight Responsibilities

Securing the Aircraft When parked, the aircraft will require protection against prevailing weather and climatic conditions. The extent of the protection required will depend upon the length of time the aircraft is to be parked and the ambient and forecast conditions. At a destination that has Loganair Engineering facilities this will be carried out by the Engineers. At a destination without Loganair Engineering facilities this responsibility lies with the Aircraft Commander. This may be delegated to a responsible person where applicable arrangements have been made. Where local

Part A General Chapter 8 arrangements have been made but the responsible person is not available the OCC duty Manager should be contacted Immediately to ensure that the arrangements are carried out. If there is no direct handover to an inbound crew and the aircraft is to be parked for several hours or left unattended overnight the following should be carried out, in addition to the security requirements detailed in the Operations Manual Part A: 1. Position aircraft into wind on level ground with nose wheel centred (only, if possible, on variable parking apron). 2. Ensure Flying Control Gust Lock(s) are engaged. 3. Ensure Parking Brake is set (for EMB see OMB 2.23.3 for low temperature exemption). 4. Ensure aircraft is chocked sufficiently for conditions. 5. Fit and secure port propeller strap (and starboard if conditions dictate). 6. Fit Pitot Covers (and open techlog entry). 7. Close Main door and Cargo door. 8. If freezing precipitation or snow is forecast or falling fit the engine blanks if practically possible (and open techlog entry). 9. Remove electrical power. If strong winds are forecast overnight (gusting more than 50knots), liaise with OCC to determine if safe for aircraft to remain at this destination.

8.3.29 Flight Deck Beverage and Food Policy

To maintain the safety, integrity, and functionality of the flight deck, all pilots must adhere to the following guidelines regarding food and beverage consumption: 1. Use of Secure Containers • All beverages brought onto the flight deck must be in a spill-resistant container with a secure lid. Open cups, cans, or other unsecured liquids are strictly prohibited. 2. Proper Placement • Beverages must be stored in designated cup holders or secure storage areas. Under no circumstances should drinks be placed on avionics panels, flight controls, or near electronic equipment.

Part A General Chapter 8 3. Handling During Critical Phases • No handling of food or beverages during critical phases of flight (e.g., take off, landing, or during high workload situations). 4. Crew Awareness and Responsibility • All crew members are responsible for ensuring their drinks and meals are always secured. If a spill risk is observed, corrective action should be taken immediately. 5. Incident Reporting • Any spill that occurs on the flight deck, regardless of severity, must be reported to maintenance and operations as soon as possible to assess potential damage and ensure continued aircraft safety.

Part A General Chapter 8

8.4 All Weather Operations

FLT 3.11.63, 3.11.65, 3.11.67, 3.11.68B

8.4.1 All Category Operations

Operating Minima Operating minima shall be determined as detailed in paragraph 8.1.4 and presented as detailed in paragraph 8.1.6. Definitions a. Non-precision Approach and Landing Operations. An instrument approach and landing which does not utilise electronic glide path guidance. b. Precision Approach and Landing Operations. An instrument approach and landing using precision azimuth and glide path guidance with minima as determined by the category of operation. c. Category I (Cat I) Operation. A precision instrument approach and landing using ILS, MLS or PAR with a decision height of not lower than 200ft and with an RVR not less than 550m. d. Final Approach. That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified: i. At the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or ii. At the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which: a. A landing can be made; or b. A missed approach procedure is initiated. e. Categories of Aeroplane. (See paragraph 8.1.4.)

Part A General Chapter 8 f. Circling Approach. Circling is the term used to describe the visual phase of an instrument approach to bring an aeroplane into position for landing on a runway which is not suitably located for a straight in approach. g. Minimum Descent Altitude/Height (MDA/H). A specified altitude/height in a non-precision approach or circling approach below which descent may not be made without visual reference. h. Decision Altitude/Height (DA/H). A specified altitude/height (A/H) in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established. Note 1: Decision Altitude (DA) is referenced to Mean Sea Level (MSL) and Decision Height (DH) is referenced to the threshold elevation. Note 2: The Required Visual Reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aeroplane position and rate of change of position, in relation to the desired flight path. i. Cloud Base. The lowest reported cloud level (reported as FEW) j. Cloud Ceiling. The vertical distance from the elevation of the aerodrome to the lowest part of any cloud visible from the aerodrome, which is sufficient to obscure more than one half of the sky above the elevation of the aerodrome (reported as BKN). k. Visual Reference, Non-precision Approach. i. A pilot may not continue an approach below MDA/H unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot; ii. Elements of the approach light system; iii. The threshold; iv. The threshold markings; v. The threshold lights; vi. The threshold identification lights;

Part A General Chapter 8 vii. The visual glideslope indicator; viii. The touchdown zone or touchdown zone markings; ix. The touchdown zone lights; x. Runway edge lights; or xi. Other visual references accepted by the Authority. l. Visual Reference, Category I Approach. A pilot may not continue an approach below the Category I DA/H unless at least one of the visual references described above for the intended runway is distinctly visible and identifiable to the pilot. m. Missed Approach Point (MAPt). That point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. n. 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 appropriate obstacle clearance criteria. o. Obstacle Clearance Limit (OCL). The height above aerodrome elevation below which the minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a missed approach. p. Runway Visual Range (RVR). The range over which the pilot of an aeroplane on the centreline of a runway can see the runway surface markings or the lights delineating the runway for identifying its centreline. q. Reported RVR. The RVR communicated to the commander of an aeroplane, by or on behalf of the person in charge of the aerodrome. r. Visual Approach. An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. A visual approach may not be concluded when the RVR, or factored equivalent, is less than 800metres.

Part A General Chapter 8 s. Approach Ban (commencement and continuation of approach). i. The Commander or the pilot to whom conduct of the flight has been delegated may commence an instrument approach regardless of the reported RVR/Visibility but the approach must not be continued below 1000ft above the aerodrome (AAL) or into the final approach segment in the case where the DA/H or MDA/H is more than 1000ft above the aerodrome, if the reported RVR/Visibility is less than the applicable minima. ii. Where RVR is not available RVR values may be derived by converting the reported visibility in accordance with Table8.1.4(11) for non-precision and Category I approaches only; iii. If, after passing below 1000ft above the aerodrome (AAL), the reported RVR/Visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H. iv. The approach may be continued below DA/H or MDA/H and the landing may be completed provided that the required visual reference is established at the DA/H or MDA/H and is maintained; v. The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid-point is 125m or the RVR required for the touch-down zone if less, and 75m for the stop-end; vi. Regulations ban a Visual Approach if the RVR, or Factored Met Visibility, is less than 800metres; vii. Loganair bans a visual approach to an airfield which is served by a serviceable approach aid when the reported cloud cover is more than 4oktas below circling minima or the reported visibility is less than 3km; viii. The ban in (viii) above does not apply to aircraft inbound to Kirkwall from an Orkney island airstrip. Note 1: Before commencing an approach to land, the commander must be satisfied that as a crew they are suitably qualified to carry out the approach type. Note 2: 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

Part A General Chapter 8 prevent a safe approach, landing or missed approach, having regard to the performance information contained in the Operations Manual. Note 3: Even when an approach ban as described above does not apply, captains should exercise their discretion on to advisability of commencing an approach – taking into account all the circumstances of the flight, their own efficiency at the time as well as the information directly related to the approach and what alternative courses are open. Note 4: ”Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down to a speed of approximately 60knots. Operating Procedures Take-off Briefing Before every take-off a briefing will be given to cover all the relevant aspects of that take-off and subsequent departure. Full details of this briefing are to be found in PartB – Aeroplane Operating Matters, Type Related. Monitoring of Radio Aids a. Cross monitor possible. i.e. the ability to use one radio aid to cross check the information from another when multiple aids are available such as ILS with NDB/VOR etc. All radio aids are to be identified by at least one pilot and the primary aid is to be identified by both pilots. b. No cross monitor possible. When one radio aid alone is used then it must be identified by both pilots and the call sign must be monitored or re-identified as follows: i. ILS The call sign must be re-identified: A. When the aeroplane is established on the localizer; B. Whenever warning flags have appeared and cleared; C. Whenever indications are in doubt.

Note: integrity of the glideslope signal.

Part A General Chapter 8 ii. VOR The call sign must be re-identified: A. When established on the inbound radial or when on final approach; B. Whenever warning flags have appeared and cleared including passing an indicated overhead; C. Whenever indications are in doubt. iii. NDB The call sign is to be monitored by the PM throughout the approach, and missed approach when relevant. Even if a stopwatch timing facility is not obligatory for the type of approach being conducted it must be remembered that timing provides useful navigational information and can be used as a gross error check. Missed Approach An instrument approach must be discontinued if visual reference has not been attained or cannot be maintained and: a. Warning flags indicate a failure; b. The call sign of the primary aid ceases; c. Indications are in doubt; d. The aeroplane is displaced vertically and/or laterally beyond pre-determined limits; e. On an SRA or PAR approach if communications cease. Warning Flags It is possible during certain ground station malfunctions for warning flags not to appear when the main signal is invalid. This emphasises the need for cross-monitoring when possible and being alert at all times to aeroplane anomalous behaviour, e.g. abnormal headings and rates of descent for the type of approach flown and current wind velocities. Descent for Approach An aeroplane must not descend below the appropriate safety altitude except: a. By using an approved Instrument Approach procedure; or b. When under positive radar control and the aeroplane commander is satisfied with the flight profile; or

Part A General Chapter 8 c. When in continuing visual contact with the ground and able to ensure adequate clearance from all obstacles affecting the intended flight path.

Note: of vertical guidance must not be made below the relevant safety altitude until the aeroplane is established on the ILS localiser and is within 10nm of touchdown. The position of the aeroplane must be positively established prior to commencing descent and re-confirmed prior to descending below the relevant safety altitude. Except in an emergency, or when there has been a significant change in reported weather conditions, no more than two successive approaches to an aerodrome may be carried out where both approaches have resulted in go-around. Approach and Landing Briefing This must be given by the Pilot Flying (PF) before the aeroplane commences its initial descent for approach and should cover at least the following items: a. Initial descent point navigational fix; b. Any aerodrome special briefing; c. Safety altitudes, MOCA, MORA and Sector Safety Altitude (SSA) and Minimum Safe Altitude (MSA) from approach plate; d. The STAR or arrival route including transition level, holding facility, minimum holding altitude and speed restrictions; e. The Instrument Approach Plate (Chart) covering procedures, radio aids, and approach minima; f. The aerodrome chart covering touchdown elevation, QNH/QFE millibar difference if relevant, expected visual cues on contact, runway conditions and expected runway exit; g. Aeroplane operation covering flap setting, anti-icing, approach speed and wind additives, continuous ignition, wipers, landing lights, reverse thrust and wheel brake settings; h. Planned alternate aerodrome and fuel requirement; i. Any additional items; and j. Questions.

Part A General Chapter 8 All pre-landing checks should be completed before the aeroplane descends below 1000ft above the runway threshold excepting only type specific and/or late phase items such as landing lights, windscreen wipers etc. This is in order that the final stages of the approach can be adequately monitored. Continuous Descent Final Approach (CDFA) Continuous Descent Final Approach (CDFA) is a technique, consistent with Stabilized Approach procedures, which must be used for flying the final approach segment of all non-Precision (2D) instrument Approach procedures as a continuous descent along a nominal constant, vertical profile, without level-off, from the Descent Point/FAF to the height above the runway where the landing manoeuvre begins, observing any step-down crossing altitudes if applicable.

CAUTION: Most CFIT accidents occur in the final approach segment of NPAs. This technique ensures that an approach can be flown on the desired vertical path and track in a stabilized manner, in appropriate trim condition, without significant vertical path changes during the final segment descent to the runway. The CDFA applies to approaches with no vertical guidance and controls the descent path depicted on the IAC. NPA procedures designed according to PANS-OPS criteria may indicate Minimum Obstacle Clearance (MOC) altitudes for all segments of final approach. Those may be lower than the CDFA-relevant crosscheck altitudes published in the IAC profile section above those MOC altitudes. However, the published Constant Descent Angle (CDA) must be adhered to applying the CDFA technique. During all approaches the aeroplanes descent path must be carefully monitored. Both pilots should note when the aeroplane descends below the minimum safety altitude and also when indications first appear on the radio altimeter. Aerodromes Without Published Instrument Approach Procedures and/or Navaids For operations to aerodromes where there are either no navigational aids or published procedures, specific instructions are detailed in PartC. Stabilised Approach Criteria

Part A General Chapter 8 It has been established that a large proportion of landing accidents result from unstabilised approaches. It is reasonable, therefore, to set criteria which must be met before an approach can be continued to landing. In order to continue an approach to land, Company aircraft must achieve the following criteria by 600ft above touchdown. In the case of the Twin Otter, Islander aircraft, 300ft above touchdown: a. The aircraft should be established on the runway centreline by 600’AAL and MUST be established on the runway centreline with wings level by 300’AAL. b. If this requirement cannot be met for reasons of Terrain clearance, it should be covered in the landing brief. c. On the nominated approach slope (PAPIs). d. In the landing configuration – except for landing flap if a precision approach has been flown to minima. e. Airspeed not more than Vat + 30kts. If all these criteria are not achieved, a go-around is mandatory; on two-crew aircraft, if the handling pilot does not initiate it himself, the go-around must be called by the non-handling pilot. Confirmation of Checks – Instrument Approaches During an instrument approach, it is standard procedure to call “500 above” minima. This call should also be used to confirm that all the appropriate checks have been actioned. Any checks which are still outstanding are to be called by the PM at this time. Note that the expression “Checks complete” should never be used while there are checks outstanding. Touch-Down The final stages of the approach should be flown to cross the threshold in trim at V or V as appropriate. Touchdown should occur on the AT FA appropriate touchdown markings or at a point around 300m from the threshold where these are absent. The correct visual glideslope should be maintained to touchdown.

Part A General Chapter 8

8.4.2 Low Visibility Operations

FLT 3.11.9 Currently the Company holds approval to carry out Low Visibility Operations with the EMB and ATR aircraft (Category II approaches). A Category II operation is a precision instrument approach and landing using ILS or MLS with: i. A decision height (DH) below 200ft but not lower than 100ft; and ii. A minimum RVR of 300m. a. Low Visibility Procedures (LVPs). These are ground procedures at the aerodrome designed to prevent the entry of ground vehicles and taxying aircraft into areas protected for take-off and landing. In addition they protect the sensitive areas of the aerodromes ILS or MLS transmissions and regulate the flow of air traffic on the approach. ATC at the aerodrome will ensure these procedures have been implemented by the time: i. The cloud ceiling is 200ft or less; or ii. The RVR has dropped to 600m or less. b. Cloud Ceiling (Ceiling). The height of the base of cloud at the aerodrome which is sufficient to obscure more than half of the sky visible.

8.5 Extended Range Twin Operations (ETOPS) (Not

Applicable)

8.6 Use of Minimum Equipment Lists

8.6.1 Unserviceabilities

Occasions arise when certain items of installed aeroplane equipment may be unserviceable without adversely affecting the aeroplane’s fitness for a particular flight, or the required level of safety. The Company holds an approval from the Authority which allows its aeroplanes to operate with such items unserviceable, subject to the requirements of its Minimum Equipment List (MEL). The MEL is based on, but may not be less restrictive than the Master MEL (MMEL) which has been produced for the type by the aeroplane manufacturer, and accepted by the Authority. The Company may not operate an aeroplane other than in accordance with the MEL unless permitted by the Authority. Any such permission will in no circumstances permit operation outside the constraints of the MMEL.

Part A General Chapter 8

8.6.2 MEL

FLT 3.11.58 As its name implies, the MEL lists all the equipment, systems and installations which must be serviceable before a particular flight is undertaken. Items which may be unserviceable are indicated, together with any additional limitations which may apply to flights with such items inoperative. The MEL provides the commander with the authority to operate the aeroplane with specified items of equipment unserviceable, but it must be emphasised that irrespective of the provisions of the MEL, he is not obliged to operate with a particular defect or defects if in his opinion these unserviceabilities could adversely affect the safety of a proposed flight. Further the MEL must take into account the area of operation including whether the aeroplane is being despatched from base or an outstation.

8.6.3 Configuration Deviation List (CDL)

The Configuration Deviation List (CDL) allows an aircraft to operate with specific items of equipment missing as opposed to unserviceable items allowed by the MEL. Such items can include undercarriage doors, aerodynamic fairings, panels, etc. The CDL will state any fuel or performance penalties that should be applied and aircraft operating with items of equipment missing. CDLs for Company aeroplanes are contained in the Part B (Type Specific) or in the Approved Flight Manual.

8.6.4 Specific MEL

MELs for Company aeroplanes are contained in Part B (Type specific) and are carried as part of the ships library and are to be available to the aeroplane commander at all stages of flight.

8.7 Complex Non-Commercial Operations

Non-revenue flight procedures and limitations of UK CAA registered aircraft.

8.7.1 Operational Procedures for Ferry Flights (i.e. a Flight to

Position an Aircraft to Another Airfield for Rectification Out with the MEL/CDL) The nominated flight operations personnel who will authorise the flight. • Director of Flight Operations and/or • Fleet Technical Manager and/or • Head of Training.

Part A General Chapter 8 The considerations to be considered before authorising a ferry flight, which may include: a. Applicable limitations for the ferry flight are within the Flight Manual and can be managed from existing crew operating procedures. b. Runway limitations. c. Performance data available for all phases of flight in the configuration to be flown. d. Fuel planning and management. e. Existing unserviceable conditions (MEL). f. Overflight permissions for the route to be flown. g. En route weather (Icing?). h. Crew experience required. i. Additional crew operating procedures applicable to the aircraft configuration. j. Flight time limitations. k. Flight plans available at relevant speeds/altitudes. l. Crew briefing arrangements. Flight Crew Ferry Flight Training Requirements Specific training requirements for ferry flights, where necessary, are defined. Documents/Clearances As a minimum the following additional documents are required to be on board the aircraft before commencing the ferry flight. • Permit to fly. • Flight Release Certificate. Note 1: For ferry flights commencing from a point outside the UK it is recommended that the original Permit is carried on board in case of inspection by the responsible local or en-route authorities. Note 2: It is an international requirement that permission is obtained for overflight of any state en-route to the destination, when conducting flights with a Permit to Fly.

Part A General Chapter 8 All records of the ferry flight will be retained by the Technical Services Department, together with any documents supporting the decision to conduct the flight. The documents should include the technical concurrence, email or other written communication with the Type Certificate Holder and/or Part 21 Design Organisation Approval and/or Flight Operations Department. The Compliance and Safety Department will sample this procedure and records as part of the internal audit process.

8.7.2 Passenger Carrying Flights

Flights on which passengers are carried but which are not classed as commercial transport flights (e.g. those carrying Company personnel only) are to be conducted in accordance with the requirements of the Operations Manual.

8.7.3 Non-Passenger Flights (i.e. Training Flights, Test

Flights, Delivery and Demonstration Flights or Empty Positioning Flights) Except for empty positioning flights; The nominated Flight Operations personnel who will authorise the flights are. • Director of Flight Operations and/or • Fleet Technical Manager and/or • Head of Training. When no passengers are carried the normal requirements of the Operations Manual should be met, with the following exceptions: 1. A mass and balance document need not be raised, nor any copy left on the ground, provided that the aeroplane Commander remains responsible for ensuring that the aeroplane is, and will remain, within the appropriate mass and balance limits throughout the projected flight; 2. Within the United Kingdom, the aerodromes of operation need not be licensed, except for flight crew training, provided that the specified performance requirements and aerodrome operating minima continue to be met.

Part A General Chapter 8

8.8 Oxygen Requirements

FLT 3.11.49

8.8.1 Non-Pressurised Aeroplanes

a. General i. Company non-pressurised aeroplanes shall not be operated at altitudes above 10,000feet unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided. ii. The amount of supplemental oxygen for sustenance required for a particular operation shall be determined on the basis of flight altitudes and flight duration, consistent with operating procedures for each operation in the Operations Manual and with the routes to be flown, and with the emergency procedures specified in the Operations Manual. iii. An aeroplane intended to be operated at pressure altitudes above 10,000feet shall be provided with equipment capable of storing and dispensing the oxygen supplies required. b. Oxygen Supply Requirements i. Flight Crew members. Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Table8.8.1(1). If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. ii. Cabin Crew members, additional crew members and passengers. Cabin Crew members and passengers shall be supplied with oxygen in accordance with Table8.8.1(1). Cabin Crew members carried in addition to the minimum number of Cabin Crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

Part A General Chapter 8 Table8.8.1(1) Supplemental Oxygen for Non-Pressured Aeroplanes (a) (b) SUPPLY FOR DURATION AND PRESSURE ALTITUDE 1. All occupants of flight deck seats on flight Entire flight time at pressure altitudes above deck duty 10,000feet. Entire flight time at pressure altitudes above 13,000feet and for any period exceeding 30 2. All required cabin crew members minutes at pressure altitudes above 10,000feet but not exceeding 13,000feet. Entire flight time at pressure altitudes above 3. 10% of passengers (See note) 13,000feet. Entire flight time after 30 minutes at pressure 4. 10% of passengers (See note) altitudes greater than 10,000feet but not exceeding 13,000 feet.

Note: includes infants under the age of two years.

8.8.2 Pressurised Aeroplanes

a. General i. The Company shall not operate a pressurised aeroplane at pressure altitudes above 10,000feet unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required by this paragraph, is provided. ii. The amount of supplemental oxygen required shall be determined on the basis of cabin pressure altitude, flight duration and the assumption that a cabin pressurisation failure will occur at the pressure altitude or point of flight that is most critical from the standpoint of oxygen need, and that, after failure, the aeroplane will descend in accordance with emergency procedures specified in the Aeroplane Flight Manual to a safe altitude for the route to be flown that will allow continued safe flight and landing. iii. Following a cabin pressurisation failure, the cabin pressure altitude shall be considered the same as the aeroplane pressure altitude, unless it is demonstrated to the Authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal to the aeroplane pressure altitude. Under these circumstances, the demonstrated maximum cabin pressure altitude may be used as a basis for determination of oxygen supply.

Part A General Chapter 8 b. Oxygen Equipment and Supply Requirements i. Flight Crew members. Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Table8.8.2(1). If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. Flight deck seat occupants, not supplied by the flight deck source, are to be considered as passengers for the purpose of oxygen supply. Flight crew members, not covered by sub-paragraph b.(i) above, are to be considered as passengers for the purpose of oxygen supply. Oxygen masks shall be located so as to be within the immediate reach of flight crew members whilst at their assigned duty station. Oxygen masks for use by flight crew members in pressurised aeroplanes operating at pressurised altitudes above 25,000feet shall be a quick donning type mask. ii. Cabin Crew members, additional crew members and passengers. Cabin Crew members and passengers shall be supplied with supplemental oxygen in accordance with Table8.8.2(1), except when note 1 below applies. Cabin Crew members carried in addition to the minimum number of Cabin Crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

Note: Table8.8.1(1) above for aeroplanes not certified to fly above 25,000feet may be reduced to the entire flight time between 10,000feet and 13,000feet cabin pressure altitudes for all required cabin crew members and for at least 10% of the passengers if, at all points along the route tobe flown, the aeroplane is able to descend safely within 4 minutes to a cabin pressure altitude of 13,000feet.

Part A General Chapter 8 Table8.8.2(1) Oxygen – Minimum Requirements for Supplemental Oxygen for Pressured Aeroplanes (a) (b) SUPPLY FOR DURATION AND PRESSURE ALTITUDE Entire flight time when the cabin pressure altitude exceeds 13,000feet and entire flight time when the cabin pressure altitude exceeds 10,000feet but does not exceed 13,000feet 1. All occupants of flight deck seats on flight after the first 30 minutes at those altitudes, but deck duty in no case less than: (i) 30 minutes for aeroplanes certificated to fly at altitudes not exceeding 25, 000feet (note 2) (ii) 2 hours for aeroplanes certificated to fly at latitudes more than 25,000feet (note 3). Entire flight time when cabin pressure altitude exceeds 13,000feet but not less than 30 minutes (note 2), and entire flight time when 2. All required cabin crew members cabin pressure altitude is greater than 10,000feet but does not exceed 13, 000feet after the first 30 minutes at these altitudes. Entire flight time when the cabin pressure 3. 100% of all passengers (Note 5) altitude exceeds 15,000feet but in no case less than 10minutes (note 4). Entire flight time when the cabin pressure 4. 30% of passengers (Note 5) altitude exceeds 14,000feet but does not exceed 15,000feet. Entire flight time when the cabin pressure altitude exceeds 10,000feet but does not 5. 10% of passengers (Note 5) exceed 14,000feet after the first 30minutes 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 aeroplane’s maximum certificated operating altitude to 10,000feet in 10 minutes and followed by 20 minutes at 10,000feet. Note 3: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certificated operating altitude to 10,000feet and followed by 110 minutes at 10,000 feet. The oxygen required for the supply of Protective Breathing Equipment (PBE) may be included in determining the supply required. Note 4: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certificated operating altitude to 15,000 feet in 10 minutes. Note 5: For the purposes of this table ‘passengers’ means passengers actually carried and includes infants.

Part A General Chapter 8 Supplemental Oxygen – Pressurised Aeroplanes (Not certified to fly above 25,000 feet). The maximum altitude up to which an aeroplane can operate, without a passenger oxygen system installed and capable of providing oxygen to each cabin occupant, should be established using an emergency descent profile which takes into account the following conditions: a. 17 second time delay for pilot’s recognition and reaction including mask donning, for trouble shooting and configuring the aeroplane for the emergency descent; b. Maximum operational speed V or the airspeed approved by the MO Aeroplane Flight manual for the emergency descent, whichever is the less; c. All engines operative; d. The estimated mass of the aeroplane at the top of climb; Emergency descent data (charts) established by the aeroplane manufacturer and published in the Aeroplane Operating Manual and/or AFM should be used to ensure uniform application of the rule. On routes where the oxygen is necessary to be carried for 10% of the passengers for the flight time between 10,000 feet and 13,000 feet the oxygen maybe provided either: a. By a plug-in or drop-out oxygen system with sufficient outlets and dispensing units uniformly distributed throughout the cabin so as to provide oxygen to each passenger at his own discretion when seated on his assigned seat; or b. By portable bottles when a fully trained cabin crew member is carried on board of each such flight. Hyperventilation Hyperventilation, or over breathing, is a disturbance of respiration that may occur in individuals as a result of emotional tension or anxiety. The most common symptoms are, dizziness, hot and cold sensations, tingling of the hands, legs and feet, nausea, sleepiness and finally unconsciousness. If symptoms are observed the following action should be taken: a. Place oxygen mask over the patient’s nose and mouth (DO NOT TURN ON THE OXYGEN) and allow a significant amount of rebreathing of the expired air. If an oxygen mask is not immediately

Part A General Chapter 8 available, or is uncomfortable for the distressed person, then rebreathing from an open sick bag held loosely over the mouth and nose will have the same effect; b. Tell the patient to breathe slowly and deliberately until the symptoms clear; and c. Resume normal breathing rate. Hypoxia Hypoxia, in simple terms, is a lack of sufficient oxygen to keep the brain and other body tissues functioning correctly. Hypoxia is all the more dangerous as the body has no built-in alarm system to warn the sufferer. One major early symptom is an increased sense of well being, progressing to a slowing of reactions, impaired thinking ability, unusual fatigue and a dull headache. The most likely situations in which Hypoxia will occur are: a. At altitudes of above 10,000 feet without supplemental oxygen. b. At altitudes below 10,000 feet at night. c. At even lower altitudes than above if you smoke 20 or more cigarettes a day. If symptoms are observed the following action must be taken: a. Select Oxygen regulator to Emergency and monitor flow. b. Obtain clearance for emergency descent to a lower level. The Toxic Effect of Fire Extinguishers The BCF and CO fire extinguishers whilst approved for use inside and 2 around aircraft can become asphyxial during and after use, furthermore after contact with fire BCF residue gases are toxic. Being heavy gases, they collect in the lowest spaces in a cabin or compartment and remain there until removed by ventilation. After using these extinguishers, every effort must be made to flush out these gases by: a. In flight: Opening all cabin air vents and direct vision windows. b. On the ground: Opening doors and direct vision windows and ensuring an airflow through the cabin.

Part A General Chapter 8 Skin Contamination by Aviation Fuels Skin contact with Kerosene can cause a skin reaction or dermatitis. In particular, clothes soaked with kerosene and remaining in contact with the skin can create serious problems. The removal of soaked clothes from contact with the skin and the washing of affected areas of skin with copious amounts of cold water will assist in preventing damage to the skin.

8.8.3 Crew Protective Breathing Equipment – Pressurised

Aeroplanes Protective Breathing Equipment requirements for pressurised aeroplanes are as follows: a. Flight Crew Each member of flight crew on flight deck duty shall have equipment to protect his eyes, nose and mouth and to provide oxygen for a period of not less than 15minutes; if the flight crew is more than one and a cabin crew member is not carried, a portable protective breathing apparatus to protect the eyes, nose and mouth of one member of the flight crew, and to provide breathing gas for not less than 15minutes must also be available on the flight deck and be easily accessible for the immediate use by each member of the flight crew in his duty station.

Note: wear Oxygen Masks. b. Cabin Crew When cabin crew are required to be carried, the following Protective Breathing Equipment shall be available: i. Portable protective breathing equipment to protect the eyes, nose and mouth of each required cabin crew member, and to provide oxygen for not less than 15minutes, installed adjacent to each required cabin crew member duty station; ii. Where a hand fire extinguisher is required to be installed in the cabin, an additional portable protective breathing apparatus is to be carried, and located at/or adjacent to the fire extinguisher except that, where the fire extinguisher is located inside a cargo compartment, the Protective Breathing Equipment must be stowed outside, but adjacent to, the entrance to that compartment.

Part A General Chapter 8 c. Oxygen – Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes (see paragraph 8.8.2. Table8.8.1(1) above).

8.9 Electronic Flight Bag

8.9.1 General

A description for the two available EFB systems is briefly described in the table below. Class Type Definition (UK CAA AMC 20-25) I Portable A portable EFB is a portable EFB host platform, used on the flight deck, which is not part of the certified aircraft configuration. II Installed An EFB host platform installed in the aircraft and considered as an aircraft part, covered, thus, by the aircraft airworthiness approval. Loganair operate a Class I portable system which was introduced in accordance with UK CAA AMC 20-25. All hardware is COTS (commercially off the shelf) available.

8.9.2 Responsible Manager

The EFB is managed within Loganair by Josh LaRiviere the EFB Administrator, reporting to the Manager Flight Support and working within the Flight Operations department. The responsibilities of the EFB Administrator are detailed in Section1.3.20. The EFB deputy is Owen Purday – Senior Flight Support Officer.

8.9.3 Hardware

8.9.3.1 Specification

Dependant on fleet, crew are issued with either an Apple 6th Generation iPad 9.7", Apple 9th Generation iPad 10.2", Apple 4th Generation iPad Mini 8" or Apple 5th Generation iPad Mini 8". All iPads have cellular and WiFi connectivity and have a minimum of 32GB storage. iPads are provided on an individual basis to all pilots and cabin crew. iPads are supplied with a case that provides complete encasement and a screen protector. All pilots are issued with a portable battery pack of a minimum 36Wg (10AH at 3.6V) and conforms to UN 38.3.

Part A General Chapter 8 New generations of iPad will be evaluated to ensure their suitability however must contain a minimum of 32GB storage and have WiFi and cellular data connectivity. The dimensions of any new generation iPads will be evaluated to ensure that they fit in existing aircraft mounts. iPads will be held in viewable stowage during critical phases of flight. The type of viewable stowage is fleet and aircraft specific and are detailed in the table below: Fleet Viewable Stowage Device ATR RAM double suction cup iPad 6th Generation 9.7" 32GB mounts with tab-tite holder for WiFi and Cellular. iPad, or aircraft mounting arm attached to an iPad cradle. ERJ Aircraft mounting arm attached iPad 9th Generation 10.2" 64GB to an iPad cradle. WiFi and Cellular. DHC6, MyClip MyBigKneeboard iPad 4th/5th Generation iPad BN2 Mini 8" 64GB WiFi and Cellular. For aircraft equipped with RAM mounts, the iPads are secured within an RAM Tab-Tie Spring loaded cradle designed for us with 5th generation and older iPads. Tension provided by the springs ensures that the iPad is held securely. The cradle is made from a high strength composite to maximise longevity and durability. The iPad can be used within the mount with all buttons accessible. The Tab-Tite cradle is attached to the suction cup mount on a double ball joint arm to allow fine adjustment and multiple viewing angles. The arm is made from high-strength composite and marine grade aluminium. The suction cups are fixed to the window with a twist lock mechanism allowing for a very secure fit. The suction cups should only be re-seated when necessary and must be placed with an area of the window as per the appropriate Part B. For aircraft equipped with mounting arms attached to iPad cradles, these solutions will only be incorporated by approved SB, STC or as installed by OEM. All solutions allow the iPad to be used within the mount with all buttons accessible. The iPads remain out of the way of flying controls and do not create unacceptable workloads for pilots or require undue ‘head-down’ movements during critical phases of flight. For fleets using the MyClip MyBigKneeboard solution, this fits around the upper leg which secures the iPad at either side and features adjustable length. It should only be worn inside the aircraft and therefore should be adjusted and clipped on when entering the aircraft and unclipped before exiting.

Part A General Chapter 8

8.9.3.2 Allocation & Responsibility

iPads with cases, matte screen covers, sim cards and portable battery banks will be allocated on an individual basis to both pilots and cabin crew. The iPad remains the property of the company and must not be treated as a personal device. Crew are responsible for the care of their own device and any damage should be reported immediately to Flight Support. The responsibility to define the software and EFB content lies with the EFB administrator. The responsibility to ensure that EFB software databases are updated lies with the EFB users. Several spare iPads will be held at the cirrus HQ with the purpose of being used to immediately replace any damaged units. A spare iPad will also be held in both the Glasgow and Kirkwall crew rooms. RAM mounts will be stored on board the aircraft within the cockpit. They will fall under the same category as existing charting whereby they are not part of the aircraft fit as they are not permanently attached. MyBigKneeboard mounts will be given to DHC6 and BN2 pilots on an individual basis. It is the responsibility of the pilot to ensure that the mount is serviceable. Spare units will be held at Glasgow and Kirkwall.

8.9.3.3 Repair and Exchange

If an EFB is damaged, malfunctioning or list – contact flightsupport@loganair.co.uk who will provide instructions on how to receive a replacement device, posted from a central store of spares at Cirrus HQ. Your broken device will be collected by courier and the replacement delivered to Cirrus HQ. Devices may also be immediately replaced at an Apple approved service centre. It is the responsibility of the flight crew to verify the function of the viewable stowage, either kneeboard or RAM Mount, as part of the first flight of the day checks. If the viewable stowage hardware is found to unserviceable then OCC must be notified and noted within the EVR. The crew member may then take another viewable stowage unit as spares will be kept at each crew room throughout the network.

8.9.3.4 Hardware Part Control

Each EFB device is individually assigned to the user and is labelled with a unique Apple serial number. The device database and user allocation is managed by the EFB administrator through a mixture of excel based solutions and in part the MDM software. The MDM software contains unique user profiles for every crewmember allowing for settings to be transferred to a replacement device.

Sectors Minimum Charge (%)
1 35%
2 50%
3 65%
4 80%
5 or more 95%
Part A General
Chapter 8
8.9.3.5 Responsibilities
Individually assigned iPads are the responsibility of the assignee. It is the
responsibility of each crew member to ensure that their iPad contains the
minimum level of charge specified in the table below based upon sectors
to be flown, with the exception of the BN2 Islander fleet. Battery backups
must hold at least 75% charge at the time of duty report.
1 35%
2 50%
3 65%
4 80%
The average use is less than 15% per sector based upon an office based
trial for DHC6, ERJ, SF34 and ATR aircraft.
BN2 Islander crew must ensure their iPad is at least 60% charged when
reporting for any duty irrespective of number of sectors.
Battery backups must not be used to charge the iPad while in flight. A
suitable time for use may be during a turnaround or in the crew room if wall
charging is not available.
Backup iPads held within Flight Support at Cirrus HQ are the responsibility
of the EFB administrator. These iPads must be kept at 90% or greater
charge always to be available for quick dispatch.
8.9.4 Software
8.9.4.1 Operating System
The iPads run on iOS 17 which is an intuitive, advanced and secure
mobile operating system. The operating system is a platform with
individual apps available for required functions. Hardware and firmware
features are designed to protect against malware and viruses. A passcode
is used to access the device, which automatically encrypts and protects
information such as email, calendar events, contacts and third-party apps.
The 6-digit passcode will be a requirement set within the device
management software. The version of iOS on the iPads will be locked
such that individual users may not carry out iOS updates. Updates to iOS
and new versions will be evaluated by the EFB administrator before they
are released.

Part A General Chapter 8

8.9.4.2 Device Management

Mobile Device Management (MDM) software enables the EFB administrator to control the application contents and device settings remotely. This includes restrictions of device settings and the ability to update and install applications as required. Instruction for MDM use is contained within the FSPM. Only apps which are approved by Loganair will be contained on the iPad and users will not be able to add new apps. The MDM software will provide the login for the iPad and users will not require or be able to add their own apple ID. Each iPad is fitted with a Vodafone sim and has an allowance of 4 GB data per month. It is anticipated that monthly usage will be no greater than 1 GB for EFB applications. Data usage will be monitored through the MDM software by the EFB administrator and any usage over 4 GB may be subject to scrutiny.

8.9.4.3 EFB Specific Applications

There are three main components to Loganair EFB with each having a specific application as outlined below. The components are Navigation Charts, Manuals and Flight ‘Paperwork’. NAVBLUE Charts+ displays charts for both enroute sectors and aerodromes including aerodrome general information and procedural charts. The application holds a navigation database which is updated as part of a weekly cycle. The EFB administrator manages the back-office software ensuring that all iPads are held up to date. Vistair Docunet provides access to all company documentation in an interactive electronic format. The app allows users to highlight, annotate and comment and search across all manuals. When a new version of a manual is available each user receives a notification, and may carry out the update. International Flight Support (IFS) EFBOne is a digital representation of the flight log allowing data entry and loadsheet calculation. this app interfaces with CrewBriefing and downloads flight logs, weather and NOTAMs for selected flights. Once downloaded the package is available to view without a data connection.All flight crew are given a unique set of user credentials allowing Commanders to sign electronically. The app reads the package and creates a digital flight log on which times and fuel logs may be entered. PFB also has an electronic loadsheet calculator which takes data entered by the pilot and produces an envelope and computerised loadsheet. the loadsheet must be signed off by the Commander.

Software Type Software Product Data Access
B Navblue Charts+ Cellular & WiFi
B Vistair Docunet Cellular & WiFi
Part A General
Chapter 8
Flygprestanda Guru2 is a performance calculator which calculates takeoff
and landing performance and associated speeds.
The app uses a in-built Airport Obstacle Database (AODB) which is
monitored and updated by Flygprestanda.
Use of type B Type: Portable, iPad Mini 4th/ Britten Norman BN2A/B
EFB applications 5th Generation with/without De Havilland DHC6
light duty case.
iPad viewable stowage:
Kneeboard Mount.
Type B Applications:
Docunet, IFS EFBOne
Type: Portable, iPad 5th/6th/9th Embraer EMB135
Generation with/without light Embraer EMB145
duty case. ATR 42-500, ATR 42-600
iPad viewable stowage: ATR 72-212A and ATR
Embraer: TASS iPad cradle 72-212A ‘600 version’
with mount arm.
ATR 72-600/42-600: ATR
supplied EFB cradle with
mount arm.
ATR 72-500: RAM double
suction cup mount with tab-tite
holder.
ATR 42-500: Either RAM
double suction cup mount with
tab-tite holder or Aeroconseill
EFB cradle with mount arm.
Type B applications:
Docunet, IFS EFBOne,
Flygprestanda Guru2
8.9.4.4 Additional Applications
Company email may be accessed through the Outlook app and Loganair
generic staff documentation may be accessed through the SharePoint
app. Any other apps will be restricted to WiFi data access only as they are
not vital to the operation of EFB.

Part A General Chapter 8 Software Type Software Product Data Access B Paperless Flight Bag Cellular & WiFi A Microsoft Outlook, Cellular & WiFi Sharepoint incl. any other Microsoft Office products A Safari Cellular & WiFi A Q-Pulse Reporting Cellular & WiFi A Standard apple suite: WiFi Calendar, Photos, Camera, Contacts, Clock, Maps, Notes, Reminders, News, Settings, Find iPhone, Messages, Music, Mail, Files

8.9.5 Flight Crew

Crew will receive training as part of initial training during the first week. this will take them through hardware setup, company procedures and overview of Type B application functionality. Crew on recurrent training will got through company procedures and a deep dive into Docunet, Charts+ and PFB. Any crew already operating EFB will have received computer based training.

8.9.5.1 Training Material

Training documentation will be available to all crews through the Docunet and NAVBLUE Charts applications and PFB.

8.9.5.2 Loganair Computer Based Training

The computer based training is an online presentation consisting of the following modules. A short questionnaire must be completed following this. • Device care and management • Abnormal procedures • Device repair and replacement • Human interface device management & human factors General training will take approximately 1 hour and is made up of a computer based training module, a quiz and a self-study document.

Part A General Chapter 8

8.9.5.3 Application Specific Training – Vistair Docunet

Vistair produce a manual describing for their Docunet app on the iOS platform. The document covers all aspects of the application from an end-user perspective. It covers initial set up and the new functionality featured in the Docunet viewer. Crew will be required to read relevant chapters of this manual as set out below. Relevant chapters: 4, 5, 6, 7, 11, 12.

8.9.5.4 Application Specific Training – NAVBLUE Charts+

NAVBLUE Charts+ training is available to trainers through the NAVBLUE academy – a series of videos and interactive content. The videos are available on Loganair Sharepoint. Crew members must view the video to familiarise themselves with the Charts application.

8.9.5.5 Applicable Specific Training – Paperless Flight Bag

Paperless Flight Bag documentation is available via Sharepoint. this documentation is produced and owned by Loganair.

8.9.5.6 Simulator Training

Initial and recurrent simulator training will be conducted with EFB Mounts installed in the simulator and all EFB procedures should be used and will be assessed by the examiner. The SF34 and ATR simulators have RAM sockets installed and these will be used rather than suction cup mounts.

8.9.6 Operating Procedures

Operating procedures are available in the appropriate OMB. When using PFB the following applies to all Fleets: It is a regulatory requirement that a copy of the load sheet is kept on the ground before an aircraft departs. When using the IFS APP, this can normally be achieved if the load sheet is sent successfully to the IFS server, which in turn sends a copy automatically to the handling agent email address. If the load sheet cannot be sent electronically before departure, ie. No data connection, EFB fault etc, then the flight information sheet must be completed and handed to the dispatcher. Any questions please contact Flightsupport@loganair.co.uk.

Part A General Chapter 8

8.9.7 Technical Log

Part A General Chapter 9 9 Dangerous Goods and Weapons FLT 3.9.8 Loganair Ltd holds a dangerous goods approval issued by the UK CAA in accordance with SPA DG.100 and National Regulations for the transport of Dangerous Goods by air excluding Radioactive and Magnatized material. This approval is currently only applicable to routes from Aberdeen, Glasgow, Isle of Man, City of Derry and the Scottish Islands (Sumburgh, Kirkwall, Stornoway, Benbecula, ISlay, Barra, Tiree and Campbeltown). We can carry back to the mainland (Aberdeen & Glasgow) only from Sumburgh and Kirkwall where we have trained personnel in place. Included in the approval is the carriage of biological samples – UN3373 Cat B – for all routes.

Note: (DGR) or the ICAO Technical Instructions for the safe transport of dangerous goods by air, including addenda as appropriate shall be available at each location where revenue or non-revenue cargo operations are conducted and dangerous goods are accepted. The following nominated person is responsible for ensuring that the operator remains in compliance with applicable dangerous goods requirements in accordance with ORO.GEN.210(b) and ORO.AOC.135 is Mrs Caroline Tunney (NP Ground). Mr Graham Everett, Ground, Security and Cargo Manager, should be contacted for any queries or approvals for the carriage of dangerous goods. This person is also responsible for the supervision and maintenance of the dangerous goods approval. In his absence, Mr David Lafferty is to be contacted. Mr Graham Everrett – 0141 842 7160 – Grahameverett@loganair.co.uk Mr David Lafferty – 0141 842 6269 – Davidlafferty@loganair.co.uk The OMA Chapter 9 is the Master document all updates to the OMA Chapter 9 requires communication between the Part A owner and the DG NP prior to submission to the CAA for approval. References to EU regulations in this document are to those regulations as retained (and amended in UK domestic law) under the European Union (Withdrawal) Act 2018.

Part A General Chapter 9 The Annual update of Chapter9 in the OMA and Chapter15 in the GOM requires communication between the Part A owner and the DG NP prior to submission to the CAA for approval.

Section 9: Dangerous Goods

9.1 Policy on the Transport of Dangerous Goods

9.1.1 Approval for the Transport of Dangerous Goods

(CAT.GEN.MPA.200, SPA.DG.105) Dangerous goods can only be carried according to the International Civil Aviation Organization’s Technical Instructions for the Safe Transport of Dangerous Goods by Air (Technical Instructions), irrespective of whether the flight is wholly or partly within or wholly outside the territory of a State. An approval must be granted by the State of the Operator before dangerous goods can be carried on an aircraft. Loganair Ltd holds a UK CAA approval for the transport of dangerous goods by air. Loganair Ltd does not carry Radioactive material or Magnatized materials as dangerous goods. Loganair Ltd ONLY carries Dangerous goods between Aberdeen and Sumburgh and return.

9.1.2 Forbidden Dangerous Goods (CAT.GEN.MPA.200 (c),

GM1 CAT.GEN.MPA.200) Certain dangerous goods, which are normally forbidden, may be specifically approved for air transport by the State of Origin and the State of the Operator: 1. to transport dangerous goods forbidden on passenger and/or cargo aircraft where Special Provision A1/A2 applies; or 2. for other purposes as specified in the ICAO Technical Instructions; provided that in such instances an overall level of safety in transport which is at least equivalent to the level of safety provided for in these Instructions is achieved. In instances of extreme urgency or when other forms of transport are inappropriate or full compliance with the prescribed requirements is contrary to public interest, the States concerned may grant an exemption from the provisions of the Instructions provided that in such instances an overall level of safety in transport which is at least equivalent to the level of safety provided for in these Instructions is achieved. For the purposes of exemptions, “States concerned” are the States of Origin, Operator,

Part A General Chapter 9 transit, overflight and destination. For the State of overflight, if none of the criteria for granting an exemption are relevant, an exemption may be granted based solely on whether it is believed that an equivalent level of safety in air transport has been achieved. Additionally, since controls exist for the quantities of some explosives which may be carried to or from specific airfields in the United Kingdom, operators must seek advice from the Civil Aviation Authority as to the suitability of the intended airfield of loading and unloading when Class 1 dangerous goods are being carried under an A2 approval.

Note: Dangerous goods office (Dgo@Caa.co.uk) at least 10 working days prior to the propsed flight date. Dangerous goods carried in accordance with an exemption or approval must comply with the conditions on the exemption or approval, as well as those on the permanent approval unless these have been varied by the exemption or further approval. These exemptions or approvals will be advised to crew and ground staff alike by means of a ground Operations Notice – GONOT, Flight crew are advised via the NOTAC or crew brief. When an exemption is in effect a copy of the exemption will be provided to the station and Flight crew.

9.1.3 General Exceptions

9.1.3.1 Airworthiness and Operational Items (CAT.GEN.MPA.200(b)(1))

An approval is not required for dangerous goods which are required to be aboard the aircraft as: 1. items for airworthiness or operating reasons or for the health of passengers or crew, such as batteries, fire extinguishers, first-aid kits, insecticides, air fresheners, life rafts, escape slides, life-saving appliances, portable oxygen supplies, tritium signs, smoke hoods, passenger service units; 2. aerosols, alcoholic beverages, perfumes, colognes, liquefied gas lighters and portable electronic devices containing lithium metal or lithium ion cells or batteries (provided that the batteries meet the provisions applicable when carried by passengers and crew) carried aboard an aircraft by the operator for use or sale on the aircraft during the flight or series of flights, but excluding non-refillable gas lighters and those lighters liable to leak when exposed to reduced pressure;

Part A General Chapter 9 3. dry ice intended for use in food and beverage service aboard the aircraft; 4. alcohol-based hand sanitisers and alcohol-based cleaning products carried aboard an aircraft by the operator for use on the aircraft during the flight or series of flights for the purposes of passenger and crew hygiene; 5. electronic devices such as electronic flight bags, personal entertainment devices, credit card readers, containing lithium metal or lithium ion cells or batteries and spare lithium batteries for such devices carried aboard an aircraft by the operator for use on the aircraft during the flight or series of flights, provided that the batteries meet the provisions applicable to the carriage of portable electronic devices containing lithium or lithium ion cells or batteries by passengers (see the entry for ‘Batteries’ in the table produced at 9.1.5). Spare lithium batteries must be individually protected so as to prevent short circuits when not in use.

Note: referred to in 9.1.3.1 1, 2 and 3 above may not be carried without the approval referred to in 9.1.1 and unless consigned and accepted for transport in accordance with the ICAO Technical Instructions.

9.1.3.2 Veterinary Aid (CAT.GEN.MPA.200 (b)(1))

An approval is not required for dangerous goods which are carried for use in flight as veterinary aid or as a humane killer for an animal. Such dangerous goods must be stowed and secured during take-off and landing and at all other times when deemed necessary by the pilot-in-command. The dangerous goods must be under the control of trained personnel during the time when they are in use on the aircraft. Dangerous goods may be carried on a flight made by the same aircraft before or after a flight for which they are required as veterinary aid or as a humane killer for an animal, (e.g. training flights and positioning flights prior to or after maintenance), when it is impracticable to load or unload the dangerous goods immediately before or after the flight, subject to the following conditions: 1. the dangerous goods must be capable of withstanding the normal conditions of air transport; 2. the dangerous goods must be appropriately identified (e.g. by marking or labelling);

Part A General Chapter 9 3. the dangerous goods may only be carried with the approval of the operator; 4. the dangerous goods must be inspected for damage or leakage prior to loading; 5. loading must be supervised by the operator; 6. the dangerous goods must be stowed and secured in the aircraft in a manner that will prevent any movement in flight which would change their orientation; 7. the pilot-in-command must be notified of the dangerous goods loaded on board the aircraft and their loading location. In the event of a crew change, this information must be passed to the next crew; 8. all personnel must be trained commensurate with their responsibilities; and 9. the provisions of 9.7.4 (Dangerous Goods Accident and Incident Reports) apply.

9.1.3.3 Medical Aid for a Patient (CAT.GEN.MPA.200(b)(1))

An approval is not required for dangerous goods where the dangerous goods are; • to provide, during flight, medical aid to a patient or to preserve tissues or organs intended for use in transplantation when those dangerous goods: 1. have been placed on board an aircraft with the approval of the operator; or 2. form part of the permanent equipment of the aircraft when it has been adapted for specialised use; Providing that: a. the gas cylinders have been manufactured specifically for the purpose of containing and transporting that particular gas; b. the drugs and medicines and other medical matter are under the control of trained personnel during the time when they are in use;

Part A General Chapter 9 • the equipment containing wet cell batteries is kept, and when necessary secured, in an upright position to prevent spillage of the electrolyte; and 1. proper provision is made to stow and secure all the equipment during take-off and landing and at all other times when deemed necessary by the commander in the interests of safety; and 2. lithium metal or lithium ion cells or batteries meet the provisions of 2;9.3 and spare lithium batteries are individually protected so as to prevent short circuits when not in use; These dangerous goods may also be carried on a flight made by the same aircraft to collect a patient or after that patient has been delivered (e.g. training flights and positioning flights prior to or after maintenance), when it is impracticable to load or unload the goods at the time of the flight on which the patient is carried.

Note: above due to the needs of the patient. These provisions apply both to dedicated air ambulances and to temporarily modified aircraft.

9.1.3.4 Excess Baggage Being Sent as Cargo

An approval is not required for dangerous goods contained within items of excess baggage being sent as cargo provided that: 1. the excess baggage has been consigned as cargo by or on behalf of a passenger; 2. the dangerous goods may only be those that are permitted by and in accordance with 9.1.5 to be carried in checked baggage; and 3. the excess baggage is marked with the words “Excess baggage consigned as cargo”. With the aim of preventing dangerous goods, which a passenger is not permitted to have, from being taken aboard an aircraft in excess baggage consigned as cargo, any organization or enterprise accepting excess baggage consigned as cargo should seek confirmation from the passenger, or a person acting on behalf of the passenger, that the excess baggage does not contain dangerous goods that are not permitted and seek further confirmation about the contents of any item where there are suspicions that it may contain dangerous goods that are not permitted.

Part A General Chapter 9

9.1.3.5 Transport of Dangerous Goods by Post/Mail

The dangerous goods listed in this subsection may be accepted in mail for air carriage subject to the provisions of the appropriate national authorities concerned and the parts of these Regulations, for UK Mail approvals are in place for the following: 1. Infectious substances, assigned to Biological substance, Category B (UN 3373) only, when packed in accordance with the requirements of Packing Instruction 650. 2. Patient specimens (Patient specimens are those collected directly from humans or animals, including, but not limited to, excreta, secreta, blood and its components, tissue and tissue fluid swabs and body parts being transported for purposes such as research, diagnosis, investigational activities, disease treatment and prevention). 3. Lithium ion batteries contained in equipment (UN 3481) meeting the provisions of Section II of Packing Instruction 967. No more than four cells or two batteries may be mailed in any single package. 4. Lithium metal batteries contained in equipment (UN 3091) meeting the provisions of Section II of Packing Instruction 970. No more than four cells or two batteries may be mailed in any single package.

9.1.4 Instructions on the Carriage of Employees of the

Operator (AMC2 CAT.OP.MPA.160) There is no restriction of the carriage of employees on an aircraft carrying dangerous goods which are permitted on a passenger aircraft, providing the requirements of the Technical Instructions are complied with. When an aircraft is carrying dangerous goods which can only be carried on a cargo aircraft, employees of the operator can also be carried provided they are in an official capacity. It is intended this be interpreted as meaning they have duties concerned with the preparation or undertaking of a flight or on the ground once the aircraft has landed, although not necessarily in connection with an aircraft. See also 9.3.4.

Part A General Chapter 9

9.1.5 Items That May Be Carried by Passengers and Crew

(CAT.GEN.MPA.200 (b)(2)) An approval is not required for those dangerous goods which, according to the Technical Instructions, can be carried by passengers or crew members. Passengers or crew are forbidden to carry dangerous goods either as or in carry-on baggage, checked baggage or on their person unless the dangerous goods are permitted in accordance with the table below and: 1. carried by passengers or crew for personal use only; 2. contained in baggage that has been separated from its owner during transit (e.g. lost baggage or improperly routed baggage); or 3. contained within items of excess baggage sent as cargo as permitted by 9.1.3.4. The entry in the table that most appropriately describes the item or article must be selected. For instance, electronic cigarettes must meet the requirements of the entry for “Battery-powered portable electronic smoking devices” not the entry for lithium batteries or non-spillable batteries. An item or article that contains multiple dangerous goods must meet all applicable entries. For instance, the restrictions and conditions for entries 1) and 14) apply to an avalanche backpack that contains lithium batteries and gas cartridges. Active devices must meet defined standards for electromagnetic radiation to ensure that the operation of the devices does not interfere with aircraft systems. Where an entry requires compliance with specific UN tests or Special Provisions, if considered necessary (e.g. to grant the operator’s approval for carriage), passengers should be able to confirm that the applicable requirements have been met. For items such as batteries, the passenger should be able to obtain confirmation from the manufacturer or distributor of the item.

Note: listed below by passengers or crew members either as or in carry-on baggage or checked baggage or on their person. Additional restrictions implemented by countries in the interests of aviation security may, however, limit or forbid the carriage of some of these items.

Part A General Chapter 9 Baggage intended to be carried in the cabin that is placed in the cargo compartment must only contain dangerous goods permitted in checked baggage. When baggage intended as carry-on is taken by the operator and placed into the cargo compartment for carriage, the operator must confirm with the passenger that dangerous goods which are only permitted in carry-on baggage (e.g. lithium batteries, including power banks) have been removed. Note 1: The following dangerous goods may be commonly carried by passengers on other modes of transport, however, they are prohibited either as or in carry-on baggage or checked baggage: • personal medical oxygen devices that utilize liquid oxygen; • electroshock weapons (e.g. tasers) containing dangerous goods such as explosives, compressed gases, lithium batteries, etc.; • “strike anywhere” matches; • lighter fuel and lighter refills; • premixing burner lighter without a means of protection against unintentional activation; and • battery-powered lighters powered by a lithium ion or lithium metal battery (e.g. laser plasma lighters, tesla coil lighters, flux lighters, arc lighters and double arc lighters) without a safety cap or means of protection against unintentional activation. Note 2: Exceptions found in the Technical Instructions from the restrictions on carriage by passengers and crew (e.g. by application of a Special Provision) are not reproduced in the tables below. The following dangerous goods are not subject to the Technical Instructions: • Radio-pharmaceuticals contained within the body of a person as the result of medical treatment; and • Energy efficient lamps when in retail packaging and intended for personal or home use. Note 3: Air Cylinders for purposes such as scuba diving: if empty or at a pressure less than 200 kPa at 20° (2 Bar or 29 PSI) air cylinders are not classified as dangerous goods so are permitted for carriage by passenger or crew.

Part A General Chapter 9 Approval to carry items that require Loganair’s approval can be gained via contact with Loganair Ground Services Managers. This can be achieved in a number of ways. E-mail: DG@Loganair.co.uk or specialassistance@loganair.co.uk Or by phone: Graham Everett – Head of Ground Services Tel: 0141 842 7160 Mr David Lafferty – 0141 842 6269 – Davidlafferty@loganair.co.uk For information on Loganair’s procedures for carriage of Wheelchairs and Mobility Devices please see: Xref->Appendix E in this manual. An approval is not required for those dangerous goods which, according to the Technical Instructions, can be carried by passengers or crew members as per the following table:

Note: hold (e.g. due to the size of the baggage preventing proper stowage in the cabin) it is necessary to verify that the baggage contains no dangerous goods that are permitted for carriage in carry-on baggage only (e.g. spare lithium batteries, heat producing articles etc.). This check should be completed by either the ground staff or cabin crew and a request for the passenger to carry any identified objects on as hand baggage.

9.1.5.1 Loading of Battery-Powered Mobility Aids Carried Under the

Provisions of Part 8

9.1.5.1.1 Loading of Wheelchairs/Mobility Aids with Non-spillable Wet

Batteries, Nickel-Metal Hydride Batteries or Dry Batteries Battery-powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), with non-spillable wet batteries which comply with Special Provision A67 or nickel-metal hydride batteries which comply with Special Provision A199 or dry batteries which comply with Special Provision A123. These batteries must meet the following requirements: The mobility aid must be prepared for transport to prevent: 1. Unintentional activation; and

Part A General Chapter 9 2. Non-spillable batteries are not permitted to contain any free or unabsorbed liquid. Loganair must secure, by use of straps, tie-downs or other restraint devices, a battery powered mobility aid with installed battery(ies). The mobility aid, the battery(ies), electrical cabling and controls must be protected from damage including by the movement of baggage, mail or cargo. Loganair must verify that: 1. The passenger has confirmed that the battery(ies) is a non-spillable wet battery that complies with Special Provision A67, or a nickel-metal hydride battery that complies with Special Provision A199 or dry battery that complies with Special Provision A123; 2. The battery terminals are protected from short circuits, e.g. by being enclosed within a battery container; 3. The battery(ies) is either: a. Adequately protected against damage by the design of the mobility aid and securely attached to the wheelchair or mobility aid. The electrical circuits must be isolated following the manufacturer’s instructions; or b. Removed from the mobility aid following the manufacturer’s instructions. A passenger may carry a maximum of: 1. One spare wet, non-spillable battery meeting Special Provision A67; or 2. Two spare nickel-metal hydride batteries meeting Special Provision A199 or dry batteries meeting Special Provision A123. Loganair must ensure that any battery(ies) removed from the wheelchair/ mobility aid and any spare batteries are carried in strong, rigid packagings which must be carried in the cargo compartment. Loganair must inform the pilot-in-command of the location of mobility aids with installed battery(ies), removed battery(ies) and spare battery(ies). It is recommended that passengers make advance arrangements with each operator.

Part A General Chapter 9

9.1.5.2 Loading of Wheelchairs/Mobility Aids with Spillable Batteries

Battery-powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), with spillable batteries. These batteries must meet the following requirements: Loganair must secure, by use of straps, tie-downs or other restraint devices, a battery powered mobility aid with installed battery(ies). The mobility aid, the battery(ies), electrical cabling and controls must be protected from damage including by the movement of baggage, mail or cargo. Loganair must verify that: 1. The battery terminals are protected from short circuits, e.g. by being enclosed within a battery container; 2. The battery(ies) is fitted, where feasible, with spill-resistant vent caps; 3. The battery(ies) is either: a. Adequately protected against damage by the design of the mobility aid and securely attached to the wheelchair or mobility aid. The electrical circuits must be isolated following the manufacturer’s instructions; or b. Removed from the mobility aid following the manufacturer’s instructions when the mobility aid cannot be maintained in an upright position. Loganair must load, stow, secure and unload a mobility aid with a spillable battery(ies) in an upright position. If the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in an upright position or if the mobility aid does not adequately protect the battery(ies), the operator must remove the battery(ies). The removed battery(ies) must be carried in strong, rigid packagings as follows: 1. Packagings must be leak-tight, impervious to battery fluid and be protected against upset by securing to pallets or by securing them in cargo compartments using appropriate means of securement (other than by bracing with freight or baggage) such as by use of restraining straps, brackets or holders; 2. Battery(ies) must be protected against short circuits, secured upright in these packagings and surrounded by compatible absorbent material sufficient to absorb their total liquid contents; and

Part A General Chapter 9 3. These packagings must be marked “BATTERY, WET, WITH WHEELCHAIR” or “BATTERY, WET, WITH MOBILITY AID” and be labelled with the “Corrosive” label (see Figure 7.3.V) and with the “Package Orientation” label (see Figures 7.4.D and 7.4.E). The operator must inform the pilot-in-command of the location of mobility aids with installed battery(ies) and removed battery(ies). It is recommended that passengers make advance arrangements with each operator.

9.1.5.2.1 Loading of Wheelchairs/Mobility Aids with Lithium Batteries

Lithium ion battery powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), subject to the following conditions: The batteries must be of a type which meets the requirements of each test in the UN Manual of Tests and Criteria, Part III, subsection 38.3. Loganair must secure, by use of straps, tie-downs or other restraint devices, a battery powered mobility aid with installed battery(ies). The mobility aid, the battery(ies), electrical cabling and controls must be protected from damage including by the movement of baggage, mail or cargo. Loganair must verify: 1. The battery terminals are protected from short circuits, e.g. by being enclosed within a battery container; 2. The battery(ies) is either a. Adequately protected against damage by the design of the mobility aid and securely attached to the wheelchair or mobility aid. The electrical circuits must be isolated following the manufacturer’s instructions; or b. Removed from the mobility aid following the manufacturer’s instructions. Each battery removed from the mobility aid must not exceed 300Wh. A passenger may carry a maximum of one spare lithium ion battery not exceeding 300Wh or two spare batteries each not exceeding 160Wh.

Part A General Chapter 9 Loganair must ensure that any battery(ies) removed from the mobility aid and any spare battery(ies) are carried in the passenger cabin. The removed or spare battery(ies) must be protected from damage (e.g. by placing each battery in a protective pouch). Loganair must inform the pilot-in-command of the location of the mobility aid with installed battery(ies), removed battery(ies) and spare battery(ies). It is recommended that passengers make advance arrangements with each operator.

9.1.6 Provision of Information to Passengers

(CAT.GEN.MPA.200 (f)) Loganair passengers receive information about dangerous goods at the time of check-in whether on-line or in person, this information is displayed on the on-line check-in page and at the airport is physically shown to the passenger. Dangerous goods signs at check-in are highlighted to the passenger and they are verbally asked if they are carrying any of the items highlighted on the list. Dangerous goods notices are displayed at all gates and at the baggage arrivals areas. If a passenger has hand baggage that is too large to accommodate on board the aircraft it may be offloaded and placed in the hold (Valet bag), prior to doing so the passenger must be asked if they are carrying any of the following in the bag: 1. Laptops or other electrical items containing lithium-ion cells or batteries 2. Spare Lithium-ion Batteries 3. Prohibited or hazardous items 4. Medication If all answers are “No” then the bag can be tagged with a Valet tag, which will have the passenger name and seat number recorded on the tag. If passenger has any of the items in their baggage Loganair must remove the dangerous goods items for carriage in the cabin i.e. laptops or other electrical items and recommends that any medication is carried in the cabin in case of loss of baggage.

Part A General Chapter 9 LOG/004(05/12) Approved Cabin Baggage Tag (cid:3) Loganair Pack Safely V4

Part A General Chapter 9

9.1.6.1 Provisions for Dangerous Goods Carried by Passengers or Crew

Location Dangerous Goods eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC Batteries 1. Lithium batteries Yes (except Yes (see c) a. Each battery must be of a type which meets the requirements of (including for g) and h)) and d)) each test in the UN Manual of Tests and Criteria, Part III, subsection portable 38.3; electronic b. Each battery must not exceed the following: devices) – For lithium metal batteries, a lithium content of 2 grams; or – For lithium ion batteries, a Watt-hour rating of 100 Wh; c. Each battery may exceed 100 Wh but not exceed 160 Wh Watt-hour rating for lithium ion with the approval of the operator; d. Each battery may exceed 2 grams but not exceed 8 grams lithium content for lithium metal for portable medical electronic devices with the approval of the operator; e. Batteries contained in portable electronic devices should be carried as carry-on baggage; however, if carried as checked baggage: – Measures must be taken to prevent unintentional activation and to protect the devices from damage; and – The devices must be completely switched off (not in sleep or hibernation mode); If the batteries exceed: – For lithium metal batteries, a lithium content of 0.3 grams; – For lithium-ion batteries, a Watt hour rating of 2.7Wh. f. Batteries and heating elements must be isolated in portable electronic devices capable of generating extreme heat, which could cause a fire if activated, by removal of the heating element, battery or other components; g. Spare batteries, including power banks: – Must be carried as carry-on baggage; and – Must be individually protected so as to prevent short circuits (by placement in original retail packaging or by otherwise insulating terminals, e.g. by taping over exposed terminals or placing each battery in a separate plastic bag or protective pouch); h. Baggage equipped with a lithium battery(ies) exceeding: – For lithium metal batteries, a lithium content of 0.3 grams; or – For lithium ion batteries, a Watt-hour rating of 2.7 Wh Must be carried as carry-on baggage unless the battery(ies) is removed from the baggage, in which case the battery(ies) must be carried in accordance with g); i. No more than two spare batteries meeting the requirements of c) or d) may be carried per person.

Part A General Chapter 9 Location Dangerous Goods 2. Non-spillable Yes Yes No a. For a non-spillable battery: wet, nickel-metal i. Must meet the requirements of Special Provision A67; hydride, and dry ii. Each battery must not exceed a voltage of 12 volts and a batteries Watt-hour rating of 100Wh; iii. Each battery must be protected from short circuit by the effective insulation of exposed terminals; iv. No more than two spare batteries per person may be carried; and v. If contained in equipment, the equipment must be either protected from unintentional activation, or each battery must be disconnected and its exposed terminals insulated. b. For a dry battery or nickel-metal hydride battery, each battery must comply with Special Provision A123 or A199, respectively; and c. Batteries and heating elements must be isolated in battery powered equipment capable of generating extreme heat, by removal of the heating element, battery or other components. 3. Battery-powered No Yes No a. If powered by lithium batteries, each battery must comply with portable restrictions of 1) a), b) and g); electronic b. The devices and/or batteries must not be recharged on board the smoking devices aircraft; and (e.g. c. Measures must be taken to prevent unintentional activation of the e-cigarettes, heating element while on board the aircraft. ecigs, ecigars, epipes, personal vaporizers, electronic nicotine delivery systems) eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 Location Dangerous Goods 4. Mobility aids Yes (see e) Yes a. For use by passengers whose mobility is restricted by either a (e.g. disability, their health or age, or a temporary mobility problem (e.g. wheelchairs) broken leg); powered by: b. The passenger should make advance arrangements with each – spillable operator and provide information on the type of battery installed and batteries; on the handling of the mobility aid (including instructions on how to – non-spillable isolate the battery); wet batteries; c. In the case of a dry battery or nickel-metal hydride battery, each – dry batteries; battery must comply with Special Provision A123 or A199, – nickel-metal respectively; hydride batteries; or d. In the case of a non-spillable wet battery: – lithium ion i. Each battery must comply with Special Provision A67; and batteries ii. A maximum of one spare battery may be carried per passenger; e. In the case of a lithium ion battery: i. Each battery must be of a type which meets the requirements of each test in the UN Manual of Tests and Criteria, Part III, subsection 38.3; ii. When the mobility aid does not provide adequate protection to the battery: – The battery must be removed in accordance with the manufacturer’s instructions; – The battery must not exceed 300Wh; – The battery terminals must be protected from short circuit by insulating the terminals, e.g. by taping over exposed terminals); – The battery must be protected from damage (e.g. by placing each battery in a protective pouch); and – The battery must be carried in the cabin; iii. A maximum of one spare battery not exceeding 300Wh or two spare batteries not exceeding 160Wh each may be carried. Spare batteries must be carried in the cabin. Flames and fuel sources 5. Cigarette lighter No (see b) No a. No more than one per person; Small packet of b. Must be carried on the person; safety matches c. Must not contain unabsorbed liquid fuel (other than liquefied gas); and d. If a cigarette lighter is powered by lithium batteries, each battery must comply with restrictions of 1) a), b) and g) and 3) b) and c). 6. Alcoholic Yes Yes No a. Must be in retail packagings; and beverages b. No more than 5 L total net quantity per person. containing more

Note: than 24 per cent cent alcohol by volume are not subject to any but not more restrictions. than 70 per cent alcohol by volume eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 Location Dangerous Goods 7. Internal Yes No No Measures must be taken to nullify the hazard. combustion a. For flammable liquid powered engines: engines or fuel i. The engine is powered by a fuel that does not meet the cell engines classification criteria for any class or division; or ii. The fuel tank of the vehicle, machine or other apparatus has never contained any fuel or the fuel tank has been flushed and purged of vapours and adequate measures taken to nullify the hazard; and iii. The entire fuel system of the engine has no free liquid and all fuel lines are sealed or capped or securely connected to the engine and vehicle, machinery or apparatus. b. For flammable gas powered internal combustion or fuel cell engines: i. The entire fuel system must have been flushed, purged and filled with a non-flammable gas or fluid to nullify the hazard; and ii. The final pressure of the non-flammable gas used to fill the system does not exceed 200 kPa at 20°C; 8. Fuel cells No Yes No a. Fuel cell cartridges may only contain flammable liquids, corrosive containing fuel substances, liquefied flammable gas, water reactive substances or hydrogen in metal hydride; Spare fuel cell Yes Yes No b. Refuelling of fuel cells on board an aircraft is not permitted except cartridges that the installation of a spare cartridge is allowed; c. The maximum quantity of fuel in any fuel cell or fuel cell cartridge must not exceed: – for liquids 200 mL; – for solids 200 grams; – for liquefied gases, 120 mL for non-metallic fuel cell cartridges or 200 mL for metal fuel cell or fuel cell cartridges; and – for hydrogen in metal hydride, the fuel cell or fuel cell cartridges must have a water capacity of 120 mL or less; d. Each fuel cell and each fuel cell cartridge must conform to IEC 62282-6-100 Ed. 1, including Amendment 1, and must be marked with a manufacturer’s certification that it conforms to the specification. In addition, each fuel cell cartridge must be marked with the maximum quantity and type of fuel in the cartridge; e. Fuel cell cartridges containing hydrogen in metal hydride must comply with the requirements in Special Provision A162; f. No more than two spare fuel cell cartridges may be carried by a passenger; eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 Location Dangerous Goods g. Fuel cells containing fuel are permitted in carry-on baggage only; h. Interaction between fuel cells and integrated batteries in a device must conform to IEC 62282-6-100 Ed. 1, including Amendment 1. Fuel cells whose sole function is to charge a battery in the device are not permitted; i. Fuel cells must be of a type that will not charge batteries when the portable electronic device is not in use and must be durably marked by the manufacturer: “APPROVED FOR CARRIAGE IN AIRCRAFT CABIN ONLY” to so indicate; and j. In addition to the languages which may be required by the State of Origin for the markings specified above, English should be used. Gases in cylinders and cartridges 9. Cylinders of Yes Yes Yes a. No more than 5 kg gross mass per cylinder; oxygen or air b. Cylinders, valves and regulators, where fitted, must be protected required for from damage which could cause inadvertent release of the medical use contents; c. Advance arrangements recommended; and d. The pilot-in-command must be informed of the number of oxygen or air cylinders loaded on board the aircraft and their loading location(s). 10. Cartridges of Yes Yes No Spare cartridges of a similar size are also allowed, if required, to ensure Division 2.2 worn an adequate supply for the duration of the journey. for the operation of mechanical limbs 11. Cartridge of Yes Yes No a. No more than one per person; hydrocarbon gas b. The safety cover must be securely fitted over the heating element; contained in hair and styling c. Spare cartridges must not be carried. equipment 12. Cartridges of Yes Yes Yes a. No more than two personal safety devices per person; Division 2.2 with b. The personal safety device must be packed in such a manner that no subsidiary it cannot be accidentally activated; hazard fitted into c. Must be for inflation purposes; a self-inflating personal safety d. No more than two cartridges are fitted into the device; and device such as a e. No more than two spare cartridges. life-jacket or vest 13. Cartridges of Yes Yes Yes a. No more than four cartridges per person; and Division 2.2 with b. The water capacity of each cartridge must not exceed 50 mL. no subsidiary

Note: hazard for other of 50 mL is equivalent to a 28 g cartridge. than a self-inflating personal safety device eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 Location Dangerous Goods 14. Cartridges and Yes Yes Yes a. No more than one avalanche rescue backpack per person; cylinders of b. The backpack must be packed in such a manner that it cannot be Division 2.2 with accidentally activated; no subsidiary c. May contain a pyrotechnic trigger mechanism which must not hazard contained contain more than 200 mg net of Division 1.4S; and in an avalanche rescue backpack d. The airbags within the backpack must be fitted with pressure relief valves. Radioactive material 15. Radioisotopic n/a (see n/a (see No Must be implanted into a person or fitted externally as the result of cardiac restrictions) restrictions) medical treatment. pacemakers or other medical devices Mercury 16. Small medical or Yes No No a. No more than one per person; and clinical b. Must be in its protective case. thermometer which contains mercury Other dangerous goods 17. Non-radioactive Yes Yes No a. No more than 0.5 kg or 0.5 L total net quantity per single article; medicinal articles b. No more than 2 kg or 2 L total net quantity of all articles (e.g. four (including aerosol cans of 0.5 L each) per person; aerosols), toiletry c. Release valves on aerosols must be protected by a cap or other articles suitable means to prevent inadvertent release of the contents; and (including aerosols) and d. The release of gas must not cause extreme annoyance or aerosols in discomfort to crew members so as to prevent the correct Division 2.2 with performance of assigned duties. no subsidiary hazard 18. Dry ice Yes Yes Yes a. No more than 2.5 kg per person; b. Used to pack perishables that are not subject to these Technical Instructions; c. The package must permit the release of carbon dioxide gas; and d. When carried as checked baggage, each package must be marked: i. “DRY ICE” or “CARBON DIOXIDE, SOLID”; and ii. The net weight of dry ice or an indication that the net weight is

2.5 kg or less. 19. Cartridges in Yes No Yes a. No more than 5 kg gross mass per person; Division 1.4S b. Must be securely packaged; (UN 0012 or UN c. Must not include ammunition with explosive or incendiary 0014 only) projectiles; and d. Allowances for more than one person must not be combined into one or more packages. 20. Permeation Yes No No Instructions on how to package permeation devices for calibrating air devices quality monitoring equipment are found in Special Provision A41. eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 Location Dangerous Goods 21. Non-infectious Yes Yes No Instructions on how to package and mark specimens are found in specimens in Special Provision A180. flammable solutions 22. Refrigerated Yes Yes No Must be contained in insulated packagings (e.g. dry shippers) that would liquid nitrogen not allow the build-up of pressure and be fully absorbed in a porous material so that there is no free liquid that could be released from the packaging. Refer to Special Provision A152 for more information. 23. Dangerous Yes No Yes The security-type equipment must be equipped with an effective means goods of preventing accidental activation and the dangerous goods incorporated in incorporated in the equipment must meet the conditions of Special security-type Provision A178. equipment, such as attaché cases, cash boxes, cash bags, etc.

9.1.7 Marking and Labelling of Packages

Articles and substances meeting the dangerous goods classification criteria are assigned a ‘UN Number’ under the United Nations classification system. This consists a four-digit number preceded by the capital letters ‘UN’. Packages of dangerous goods must be marked with the UN Number(s) applicable to their contents. Packages containing dangerous goods can also be identified by labels indicating the hazard of the goods by their class or division or by the presence of certain handling labels/marks.

Note: declared as dangerous goods, it is often an indication that they do contain such goods. Undeclared dangerous goods must not be loaded on an aircraft and reporting procedures must be implemented (see 9.7.4). During the course of air transport, including storage, dangerous goods marks and labels must not be covered or obscured by any part of or attachment to the packaging or any other label or marking.

Note: packages of dangerous goods have been lost, detached or illegible the operator must replace them with appropriate eht fo lavorppA deriuqeR si )s(rotarepO Restrictions egaggaB dekcehC egaggaB no-yrraC

Part A General Chapter 9 marks or labels in accordance with the information provided on the dangerous goods transport document or other transport document, such as air waybill, when applicable as required by PART 7; 2.7 of the technical instructions.

Part A General Chapter 9 CLASS 1 – EXPLOSIVE Class 1 (with exploding bomb Class 1 (without exploding bomb symbol) – explosives usually symbol) – explosives generally permitted on an aircraft. not permitted on an aircraft.

1.4 1.5 1.6

1 * (cid:3) * 1 * (cid:3)(cid:3) * 1 * (cid:3)(cid:3) * 1 * (cid:3) * Division and compatibility *** Compatibility group group CLASS 2 – GASES Flammable gas Non-flammable, non-toxic gas Toxic gas (Division 2.3) (Division 2.1) (Division 2.2) 2 (cid:3) CLASS 3 – FLAMMABLE LIQUID 3

Part A General Chapter 9 CLASS 4 – FLAMMABLE SOLIDS; SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION; SUBSTANCES WHICH, IN CONTACT WITH WATER, EMIT FLAMMABLE GASES Flammable solid Substance liable to Substance which, in contact (Division 4.1) spontaneous combustion with water, emits flammable (Division 4.2) gas (Division 4.3) 4 4 4 (cid:3) (cid:3) CLASS 5 – OXIDISING SUBSTANCES AND ORGANIC PEROXIDES Oxidising substance Organic peroxide (Division 5.2) (flame may be black or white) (Division 5.1) CLASS 6 – TOXIC AND INFECTIOUS SUBSTANCES Toxic substance (Division 6.1) Infectious substance (Division 6.2) The bottom part of the label should bear the inscription: “INFECTIOUS SUBSTANCE – In case of damage or leakage immediately notify public health authority”. 6 6 (cid:3) (cid:3)

Part A General Chapter 9 CLASS 7 – RADIOACTIVE MATERIAL Category I Category II Category III RADIOACTIVE RADIOACTIVE I I RADIOACTIVE C A O C N T T IV E I N T T Y S ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. C A O C N T T IV E I N T T Y S ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. C A O C N T T IV E I N T T Y. S .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. TRANSPORT INDEX TRANSPORT INDEX 7 7 7 (cid:3) (cid:3) Criticality safety index label 5 mm Radioactive Material, Excepted Package This package contains radioactive material, excepted package and is in all respects in compliance with the applicable international and national governmental regulations. FISSILE MINIM 10 U 0 M m D mIMENSION SCARFEITTICYA INLIDTEYX MINIMUM 1 D 0 I0 M m Em NSION (cid:3) CLASS 8 – CORROSIVE *8 (cid:3) CLASS 9 – MISCELLANEOUS Class 9 label for Section IA and IB lithium battery shipments 9 HANDLING LABELS Packages of dangerous goods may also bear labels providing handling information; these are:

Part A General Chapter 9 Magnetized Material Cargo Aircraft Only (cid:3) Cryogenic Liquid Label Package Orientation Keep Away From Heat CONTAINS CRYOGENIC LIQUID (cid:3) (cid:3) (cid:3) (red or black) Intermediate Bulk Containers (IBCs) are only permitted for the transport of UN 3077 Environmentally hazardous substance, solid, n.o.s. The maximum permitted stacking load applicable when the IBC is in use must be displayed on a symbol as follows: IBCs capable of being stacked IBCs NOT capable of being stacked

Part A General Chapter 9 LITHIUM BATTERIES MARK Application of the lithium battery mark to a consignment of lithium batteries (of any type) indicates that the Shipper has determined specific requirements have been met. Such consignments do not need to be accompanied by a dangerous goods transport document (Shipper’s Declaration) and no acceptance check is required. Consignments bearing the lithium battery label must be accompanied with a document such as an air waybill with an indication that: • the package contains lithium metal cells or batteries; • the package must be handled with care and that a flammability hazard exists if the package is damaged; • special procedures should be followed in the event the * Place for UN Number(s) package is damaged, to include inspection and ** Place for telephone number for repacking if necessary; additional information • a telephone number for additional information; and • when an air waybill is issued the applicable Packing Instruction must be stated together with the words ‘not restricted’; and ‘lithium ion batteries’ or ‘lithium metal batteries’ as applicable.

Part A General Chapter 9 EXCEPTED QUANTITIES MARK Packages containing excepted quantities of dangerous goods can be identified from the following: Hatching and symbol of the same colour, black or red, on white or suitable contrasting background. * Place for class or, when assigned, the division number(s). ** Place for name of shipper or consignee, if not shown elsewhere on the package. LIMITED QUANTITIES MARK Packages containing limited quantities of dangerous goods can be identified from the following: Many dangerous goods when in reasonably limited quantities present a reduced hazard during transport and can safely be carried in good quality packagings that have not been tested and marked as is required for UN Specification packagings required for larger quantities of dangerous goods. Packages containing limited quantities of dangerous goods must be marked with a diamond shaped mark. When presented for carriage by air, the (cid:3) mark must additionally include a “Y” which indicates compliance with the provisions of the ICAO Technical Instructions, some of which are more stringent than those of the UN Model Regulations and of other modes of transport.

Note: indicates that the package contains dangerous goods in limited quantities as permitted by surface transport regulations (ADR/IMDG) which may not be acceptable for air transport. A package so marked and offered for transport in the absence of a dangerous goods transport document must be reported to the appropriate authority where the goods are discovered as a discovery of undeclared dangerous goods (the CAA if discovered within the UK).

Part A General Chapter 9 ENVIRONMENTALLY HAZARDOUS SUBSTANCES MARK Packages containing environmentally hazardous substances (UN Nos. 3077 and 3082) must be durably marked with the environmentally hazardous substance mark with the exception of packages containing a net quantity per single or inner packaging of 5L or less for liquids or having a net mass per single or inner packaging of 5kg or less for solids.

9.2 Duties of All Personnel Involved

9.2.1 Detailed Assignments of Responsibilities (Dangerous Goods Acceptance)

(CAT.GEN.MPA.200 (d)) Person • Oversight and control of the carriage of dangerous goods. Nominated as • Ensuring all necessary permissions, approvals and Responsible for exemptions are held. Operator’s • Generation (or acceptance) of relevant procedures. Dangerous • Responding to queries regarding the carriage of goods Approval dangerous goods. Cargo • Arrangement of the carriage of dangerous goods only in Department/ accordance with the operator’s stated policies. Cargo Sales • Recognition of undeclared dangerous goods. Agents Persons • Recognition of undeclared dangerous goods. receiving or • Dealing with dangerous goods that are found damaged or handling general leaking during processing for transport. cargo, mail and • If there is a dangerous goods incident or accident, or if stores undeclared dangerous goods are detected, a report is made to the appropriate Authority (see 9.7.4).

Part A General Chapter 9 Persons • Acceptance procedures for dangerous goods are carried receiving or out as required by the Technical Instructions. handling • Inspection procedures during the processing of dangerous dangerous goods for transport are carried out as required by the goods Technical Instructions. • Dealing with dangerous goods that are found damaged or leaking during processing for transport. • Dangerous goods are loaded, segregated, stowed and secured on an aircraft in accordance with the Technical Instructions. • Generation of written information to the commander (NOTOC). • Provision of written information about dangerous goods loaded on board to the commander for signature. • Retention of documentation on the ground. • Recognition of undeclared dangerous goods. • If there is a dangerous goods incident or accident, or if undeclared dangerous goods are detected, a report is made to the appropriate Authority (see 9.7.4). Reservations • Ensuring that information is provided with the passenger ticket or in another manner such that prior to or during the check-in process the passenger receives the information. • Considering passenger requests for approval of the operator for items of dangerous goods requiring such approval. Persons • Ensuring that the provisions concerning passengers and handling dangerous goods are complied with. passengers • Ensuring that notices are displayed in sufficient number and prominence at each of the places at an airport where tickets are issued, passengers checked in and aircraft boarding areas maintained, and at any other location where passengers are checked in. • With the aim of preventing dangerous goods which passengers are not permitted to have from being taken on board an aircraft in their baggage, seeking confirmation from a passenger about the contents of any item where there are suspicions that it may contain dangerous goods. • Ensuring that the discovery of prohibited dangerous goods (after a passenger has checked in) is reported to the appropriate Authority (see 9.7.4). Cabin Crew • Ensuring that the provisions concerning passengers and dangerous goods are complied with. • Responding to a dangerous goods incident or accident in the cabin. • Ensuring that a dangerous goods incident or accident in the cabin, or the discovery of prohibited dangerous goods (after a passenger has boarded), is reported to the appropriate Authority (see 9.7.4).

Part A General Chapter 9 Operations • If there is an aircraft incident or accident, involving Personnel Loganair aircraft, information pertaining to dangerous good onboard and dangerous goods carried as cargo is passed without delay to emergency services and state Authorities as required by the Technical Instructions (see 9.7.4). • If there is a dangerous goods incident or accident, or if undeclared dangerous goods are detected a report is made to the appropriate Authority (see 9.7.4). • Shall have access to the same information pertaining to dangerous goods carried as cargo on board the aircraft that is provided to the PIC. Flight Crew • Signature of NOTOC to indicate receipt of information. • If an in-flight emergency occurs, as soon as the situation permits, passage of details of dangerous goods on board to the appropriate Air Traffic Services Unit. Trainers • Provision of initial and recurrent dangerous goods training commensurate with the responsibilities of the personnel concerned. Compliance • Ensuring that activities are monitored for compliance with Monitoring dangerous goods requirements and that these activities Manager, are carried out properly under the supervision of the Auditors and relevant head of functional area. Safety Manager • Ensuring the initiation and follow-up of internal occurrence/ accident investigations.

9.2.2 Dangerous Goods Training Programs

Loganair Ltd.’s dangerous goods approval issued by the UK CAA is maintained in accordance with CAT.GEN.110(j) and National Regulations for the transport of dangerous goods by air. Any substantive changes to the DG training programs require prior approval.

9.2.2.1 Establishment and Maintenance

Note: methodology, assessment, initial and recurrent training, instructor qualifications and competencies, training records and evaluation of the effectiveness of training.

9.2.2.2 The employer of personnel that perform functions aimed at ensuring that

dangerous goods are transported in accordance with these Regulations must establish and maintain a dangerous goods training program.

Part A General Chapter 9

Note: perform any function for which they are responsible is provided in Appendix H: “Dangerous good training programs guidelines–Competency-based training and assessment (CBTA) approach.” 2. Security personnel who are involved with the screening of passengers and crew and their baggage and cargo or mail are required to be trained irrespective of whether the operator on which passenger or cargo is to be transported carries dangerous goods as cargo.

9.2.2.3 All operators must establish a dangerous goods training program

regardless of whether or not they are approved to transport dangerous goods as cargo.

9.2.2.4 Training courses may be developed and delivered by or for the employer

– Loganair completes Dangerous Goods Awareness training in house but full Dangerous Goods Training utilises a third party training organisation.

9.2.3 Objective of Dangerous Goods Training

9.2.3.1 The employer must ensure that personnel are competent to perform any

function for which they are responsible prior to performing any of these functions. This must be achieved through training and assessment commensurate with the functions for which they are responsible. Such training must include: 1. General familiarization training–Personnel must be trained to be familiar with the general provisions; 2. Function specific training–Personnel must be trained to competently perform the function for which they are responsible; and 3. Safety training–Personnel must be trained on how to recognise the hazards presented by dangerous goods, on the safe handling of dangerous goods and on emergency response procedures.

Note: by passengers and crew (see 2.3) should be included in training courses, as appropriate.

9.2.3.2 Personnel who have received training but who are assigned to new

functions must be assessed to determine their competence in respect of their new function. If competency is not demonstrated, appropriate additional training must be provided.

Part A General Chapter 9

9.2.3.3 Recurrent Training and Assessment

Personnel must receive recurrent training and assessment within 24months of previous training and assessment to ensure that competency has been maintained. However, if recurrent training and assessment is completed within the final three months of validity of the previous training and assessment, the period of validity extends from the month on which the recurrent training and assessment was completed until 24months from the expiry month of that previous training and assessment. For example, a person attends an initial course finishing on 14April2019; their training validity therefore expires 30April2021. They may attend recurrent training any time between 1February and 30April2021 and their next recurrent training date will remain 30April2023. If, however they complete recurrent training in January2021, then as this is more than 3months prior to the end of April then their training expiry date becomes 31January 2023.

9.3 Guidance on the Requirements for Acceptance,

Handling and Stowage (SPA.DG.105)

9.3.1 Acceptance Check

Before a consignment consisting of a package containing dangerous goods, is first accepted for carriage by air, the operator must, by use of a checklist, verify the following: 1. the documentation or, when provided, the electronic data is compliant with the applicable requirements; 2. the quantity of dangerous goods stated on the dangerous goods transport document is within the limits per package on a passenger or cargo aircraft as appropriate; 3. the marking of the package, overpack or freight container accords with the details stated on the accompanying dangerous goods transport document and is clearly visible; 4. where required, the letter in the packaging specification marking designating the packing group for which the design type has been successfully tested is appropriate for the dangerous goods contained within. This does not apply to overpacks where the specification marking is not visible; 5. proper shipping names, UN numbers, labels, and special handling instructions appearing on the interior package(s) are clearly visible or reproduced on the outside of an overpack; 6. the labelling of the package, overpack or freight container is correct and as required for the consignment;

Part A General Chapter 9 7. the outer packaging of a combination package or the single packaging is permitted by the applicable packing instruction, and when visible is of the type stated on the accompanying dangerous goods transport document and is permitted by the applicable packing instruction; 8. the package or overpack does not contain different dangerous goods which require segregation from each other; 9. the package, overpack, freight container or Unit Load Device (ULD) is not leaking and there is no indication that its integrity has been compromised; and 10. The shippers declaration for dangerous goods, if required, or other documentation complies with the requirements of the current edition of the DGR; 11. For international flights, English, in addition to the language required by the state of origin, is used for markings and transport documents related to the shipment of the dangerous goods; 12. The person completing the acceptance check the must clearly identify themselves on the acceptances paperwork. Note 1: An acceptance check is not required for dangerous goods in excepted quantities, lithium batteries consigned in accordance with Section II of the applicable packing instruction. Note 2: Persons conducting dangerous goods acceptance checks must have received dangerous goods training commensurate with this responsibility. Acceptance checks conducted in the United Kingdom must only be conducted by a person who has successfully completed training applicable to this role from a CAA Approved Dangerous Goods Training Organisation. Loganair must ensure that this person has received the correct training by means of regular auditing. Note 3: When dangerous goods hazard labels are found to be missing, illegible or detached from shipments subsequent to the time of acceptance, such labels shall be replaced in accordance with the information provided on the shippers declaration for dangerous goods. Such requirements for the replacement of labels shall not apply where labels are found to be missing or illegible at the time of acceptance.

Part A General Chapter 9

9.3.2 Inspections for Damage or Leakage (SPA.DG.105)

A package containing dangerous goods must not be loaded onto an aircraft unless it has been inspected immediately prior to loading and found free from evidence of leakage or damage. In situations where the dangerous goods package/shipment has already been loaded but is found to be damaged or leaking then it must be immediately removed from the aircraft. In the event of leakage having been identified, an evaluation shall be conducted in order to identify and prevent from transport any baggage, cargo, transport devices or other items that may have become contaminated. Packages or overpacks containing dangerous goods must be inspected for signs of damage or leakage upon unloading from the aircraft. Any package found to be leaking (including any sign of contamination of the aircraft cargo hold), shall be reported without delay to the loading supervisor and flight crew. In addition, Loganair flight Operations department shall be advised with immediate effect. Cleaning of the aircraft instructions shall follow in accordance with the contamination evaluation that has been conducted relating to the leakage of dangerous goods.

9.3.3 Prohibition on the Carriage of Dangerous Goods Within

a Cabin Occupied by Passengers (SPA.DG.105) Dangerous goods must not be carried in the cabin of an aircraft occupied by passengers or on the flight deck, except as provided for in the Technical Instructions.

9.3.4 Prohibition on the Carriage of Passengers with ‘Cargo

Aircraft Only’ Dangerous Goods (SPA.DG.105) Dangerous goods identified as suitable for transport only on a cargo aircraft must not be carried on an aircraft on which passengers are being carried. In this context “passenger” excludes a crew member, an operator’s employee (see 9.1.4), an authorised representative of an Authority and a person with duties in respect of a particular shipment of dangerous goods or other cargo on board.

Part A General Chapter 9

9.3.5 Segregation, Separation and CAO Accessibility

(SPA.DG.105) Dangerous goods must be loaded, stowed and secured on an aircraft as required by the Technical Instructions. This includes segregating packages from each other when they contain incompatible dangerous goods, the separation of explosives of different division numbers and compatibility groups (when required), securing packages in a manner that will prevent any movement. Dangerous goods must also be protected so they cannot be damaged by the movement of baggage, mail, stores or other cargo. With certain exceptions (see Exceptions) packages or overpacks of dangerous goods bearing the “Cargo aircraft only” label must be loaded for carriage by a cargo aircraft (see 9.3.4) in accordance with one of the following provisions: a. In a Class C aircraft cargo compartment; or b. In a unit load device equipped with a fire detection/suppression system equivalent to that required by the certification requirements of a Class C aircraft cargo compartment as determined by the appropriate national authority (a ULD that is determined by the appropriate national authority to meet the Class C aircraft cargo compartment standards must include “Class C compartment” on the ULD tag); or c. In such a manner that in the event of an emergency involving such packages or overpacks, a crew member or other authorized person can access those packages or overpacks, and can handle and, where size and mass permit, separate such packages or overpacks from other cargo. Exceptions i. Flammable liquids (Class 3), Packing Group III, other than those with a subsidiary hazard of Class 8; ii. Toxic substances (Division 6.1) with no subsidiary hazard other than Class 3; iii. Infectious substances (Division 6.2); iv. Radioactive material (Class 7); v. Miscellaneous dangerous goods (Class 9); vi. UN 3528 – Engine, internal combustion, flammable liquid powered or Engine, fuel cell, flammable liquid

Hazard Label 1 2.1 2.2, 2.3 3 4.1 4.2 4.3 5.1 5.2 8 9 See 9.3.5.3
1 Note 1 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2 Note 2
2.1 Note 2 X
2.2, 2.3 Note 2
3 Note 2 X X
4.1 Note 2 X
4.2 Note 2 X
4.3 Note 2 X
5.1 Note 2 X X X
5.2 Note 2
8 Note 2 X
9 See 9.3.5.3 Note 2 X X X X
Part A General
Chapter 9
vii. Powered or Machinery, internal combustion, flammable liquid
powered or Machinery, fuel cell, flammable liquid powered; and
viii. UN 3529 – Engine, internal combustion, flammable gas powered or
Engine, fuel cell, flammable gas powered or Machinery, internal
combustion, flammable gas powered or Machinery, fuel cell,
flammable gas powered.
Packages and overpacks containing UN 3480 – Lithium ion batteries
prepared in accordance with Section IA or Section IB of Packing
Instruction 965 and packages and overpacks containing UN 3090 –
Lithium metal batteries prepared in accordance with Section IA or Section
IB of Packing Instruction 968 must not be stowed on an aircraft next to, or
in a position that would allow interaction with, packages or overpacks
containing dangerous goods which bear a Class 1, other than Division
1.4S, Division 2.1, Class 3, Division 4.1 or Division 5.1 hazard label.
Table9.3.5(1) Segregation of Incompatible Dangerous Goods
Hazard 2.2, 9 See
Label 1 2.1 2.3 3 4.1 4.2 4.3 5.1 5.2 8 9.3.5.3
9 See
9.3.5.3
An “X” at the intersection of a row and column indicates that packages
containing these classes of dangerous goods may not be stowed next to
or in contact with each other, or in a position which would allow interaction
in the event of leakage of the contents. Thus, a package containing Class
3 dangerous goods may not be stowed next to or in contact with a
package containing Division 5.1 dangerous goods.
substances and articles.
Division and Compatibility Group 1.3C 1.3G 1.4B 1.4C 1.4D 1.4E 1.4G 1.4S
1.3C X
1.3G X
1.4B X X X X X X
1.4C X
1.4D X
1.4E X
1.4G X
1.4S
Part A General
Chapter 9
Note 2: This class or division must not be stowed together with
explosives other than those in Division 1.4, Compatibility
GroupS.
Note 3: Packages containing dangerous goods with multiple hazards in
the class or divisions which require segregation in accordance
with the above table need not be segregated from other
packages bearing the same UN number.
Note 4: UN 3528, Engines, internal combustion, flammable liquid
powered, Engines, fuel cell, flammable liquid powered,
Machinery internal combustion, flammable liquid powered and
Machinery, fuel cell, flammable liquid powered need not be
segregated from packages containing dangerous goods in
Division 5.1.
Table9.3.5(2) Separation of Explosive Substances and Articles
Division and
Compatibility
An “X” at the intersection of a row and column indicates that explosives of
these divisions and compatibility groups must be loaded into separate unit
load devices and, when stowed aboard the aircraft, the unit load devices
must be separated by other cargo with a minimum separation distance of
2m. When not loaded in a unit load device, these explosives must be
loaded into different, non-adjacent loading positions and separated by
other cargo with a minimum separation distance of 2m. Explosive
substances and articles carried under an exemption may be subject to
additional separation requirements.

Part A General Chapter 9

9.3.6 Loading of Dry Ice (SPA.DG.105)

Dry ice (Carbon dioxide, solid; UN1845) may be carried onboard aircraft to keep food (galley or cargo) and medicine or biological materials (as cargo) in a frozen or chilled condition. Carbon dioxide gas produced by the sublimation of dry ice is an asphyxiant and will reduce the amount of available oxygen to breathe. Dry ice sublimation producing excess CO 2 gas may be dangerous in confined spaces where there is an absence of ventilation or ventilation rates are low. The signs and symptoms of CO 2 poisoning are similar to those that precede lack of oxygen, namely headache, dizziness, muscular weakness, drowsiness, and ringing in the ears. CO poisoning does have a greater effect on breathing than simple 2 lack of oxygen, causing a significant increase in the rate and depth of breathing as an early symptom. 10% carbon dioxide in air can be endured for only a few minutes whereas 12% to 15% would cause unconsciousness. Ground staff must be informed that dry ice is being loaded or is onboard the aircraft. The Maximum amount of dry ice that may be carried is as follows: ATR42/72 pax config – 75 Kgs ATR 42 Freighter – 300 Kgs EMB Pax Config – 75 Kgs EMB Freighter config – 300 Kgs DHC6 – Nil BN2 – Nil Passenger’s may carry 2.5 kg per person of dry ice as baggage (up to the Max 75kg per passenger Aircraft) – see Section9.1.5. Ensure the hold is well ventilated before entering. Crew should refer to their relevant fleet specific procedures if carried, with particular emphasis on in flight air conditioning failure.

Part A General Chapter 9 Loading of Dry Ice Ensure the Hold is well ventilated after carriage of Dry Ice and No Pets/Animals to be carried at same time in the hold. Dry ice (Carbon dioxide, solid; UN1845). Carbon dioxide gas produced by the sublimation of dry ice is an asphyxiant and will reduce the amount of available oxygen to breathe. Dry ice sublimation producing excess CO 2 gas may be dangerous in confined spaces where there is an absence of ventilation or ventilation rates are low. The signs and symptoms of CO 2 poisoning are similar to those that precede lack of oxygen, namely headache, dizziness, muscular weakness, drowsiness, and ringing in the ears. CO poisoning does have a greater effect on breathing than simple 2 lack of oxygen, causing a significant increase in the rate and depth of breathing as an early symptom. 10% carbon dioxide in air can be endured for only a few minutes whereas 12% to 15% would cause unconsciousness.

9.3.7 Loading of Magnetised Material (SPA.DG.105)

Loganair will not accept Magnatized Material as cargo shipments.

9.3.8 Loading of Radioactive Material (SPA.DG.105)

Loganair will not accept Radioactive cargo shipments.

9.3.9 Notification to Captain (NOTOC) (AMC SPA.DG.110(a))

As early as practicable before departure of the aircraft, but in no case later than when the aircraft moves under its own power, the operator of an aircraft in which dangerous goods are to be carried must: 1. provide the pilot-in-command with accurate and legible written or printed information concerning dangerous goods that are to be carried as cargo; and 2. provide the local flight operations supervisor and baggage team leader with the same information that is required to be provided to the pilot-in-command (e.g. a copy of the written information provided to the pilot-in-command). This is to facilitate notifying emergency services and authorities of the dangerous goods on board in the event of an aircraft accident or incident (see 9.7.4). A copy of the NOTOC must also be sent to Operations Control Centre (OCC) (OCC@Loganair.co.uk) preferably by e-mail to ensure that they have the Dangerous Goods Information in the event of an incident.

Note: previous departure point and which are to be carried on the subsequent flight.

Part A General Chapter 9 This information must include the following: 1. the date of the flight; 2. the air waybill number (when issued); 3. the proper shipping name (the technical name(s) shown on the dangerous goods transport document is not required) and UN Number or ID number; 4. the class or division, and subsidiary hazard(s) corresponding to the subsidiary hazard label(s) applied, by numerals, and (in the case of Class 1) the compatibility group; 5. the packing group shown on the dangerous goods transport document; 6. the number of packages and their exact loading location. For radioactive material see (7) below; 7. the net quantity, or gross mass if applicable, of each package, except that this does not apply to radioactive material or other dangerous goods where the net quantity or gross mass is not required on the dangerous goods transport document. For a consignment consisting of multiple packages containing dangerous goods bearing the same proper shipping name and UN number, only the total quantity and an indication of the quantity of the largest and smallest package at each loading location need to be provided; 8. for radioactive material, the number of packages, overpacks or freight containers, their category, their Transport Index (if applicable) and their exact loading location; 9. whether the package must be carried on cargo aircraft only; 10. the aerodrome at which the package(s) is to be unloaded; 11. where applicable, an indication that the dangerous goods are being carried under a State exemption; and 12. signed confirmation, or some other indication, from the person responsible for loading the aircraft that there was no evidence of any damage to or leakage from the packages or any leakage from the unit load devices loaded on the aircraft. Note 1: For UN 1845 Carbon dioxide, solid (dry ice), the information detailed above may be replaced by the UN number, proper shipping name, class, total quantity in each cargo compartment on the aircraft and the aerodrome at which the package(s) is to be unloaded.

Part A General Chapter 9 Note 2: For UN 3480 (Lithium ion batteries) and UN 3090 (Lithium metal batteries), the information detailed above may be replaced by the UN number, proper shipping name, class, total quantity at each specific loading location, the aerodrome at which the package(s) is to be unloaded and whether the package must be carried on cargo aircraft only. A full NOTOC is required when such batteries are carried under a State exemption. Note 3: For consumer commodities, the information provided may be either the gross mass of each package or the average gross mass of the packages as shown on the dangerous goods transport document. Loganair carries Dangerous goods between Aberdeen and Sumburgh and return to assist the Oil and Gas sector operations, which operate to Sumburgh Airport and from there to offshore locations via Rotary wing helicopters. Loganair also carries Company AOG parts which may contain Dangerous goods on routes from Aberdeen and Glasgow and the Scottish Highlands and Islands (Sumburgh, Kirkwall, Stornoway, Benbecula, Islay, Barra,

Part A General Chapter 9 Tiree and Campbeltown). We can carry back to the mainland (Aberdeen & Glasgow) only from Sumburgh and Kirkwall where we have trained personnel in place. Current procedures for carriage of Dangerous goods on its Oil and Gas flights are as follows: Dangerous Goods shipment identified and are advised to either Babcock Mission Critical Services, CHC Scotia helicopters at Aberdeen or Dalcross Handling Aberdeen depending on the which service the aircraft is to operate. For Oil and Gas services these shipments are DG Checked by Ace Handling in Aberdeen whom complete the paperwork and make ready for flight Items are then delivered to either Babcock or CHC where they are added to the manifest, security checked and a NOTOC produced for the crew. Shipments for Scheduled services are completed by Swissport Cargo Aberdeen after which they are collected by Dalcross Handling, loaded and secured on the aircraft. After departure a copy of the notoc/checklist/Manifest is faxed or e-mailed to Loganair at Sumburgh LSICS@LOGANAIR.CO.UK and MOVEMENTCONTROL@LOGANAIR.CO.UK. For Oil and Gas flights where the shipment is travelling offshore Sumburgh Loganair complete a further DG checklist to ensure that this item complies with IATA DG Regulations, this is completed for any DG shipments in both directions, either fixed wing to helicopter or helicopter to fixed wing. Loganair’s AOG parts are managed by the Loganair stores department at Glasgow and Aberdeen and will process any parts containing dangerous goods or otherwise via the cargo process which is managed by WFS cargo in Glasgow and Swissport cargo in Aberdeen. These will follow the standard acceptance process for cargo including Dangerous goods with timescales provided by these cargo units. The following dangerous goods need not appear on the NOTOC: • Dangerous goods packed in excepted quantities. • Biological substance, Category B. • Genetically modified micro-organisms.

Part A General Chapter 9 • Genetically modified organisms. • Lithium ion batteries (including lithium ion polymer batteries); Lithium ion batteries contained in equipment; and Lithium ion batteries packed with equipment when meeting the Section II requirements of the applicable Packing Instruction. • Lithium metal batteries (including lithium alloy batteries), Lithium metal batteries contained in equipment, and Lithium metal batteries packed with equipment when meeting the Section II requirements of the applicable Packing Instruction. • Magnetized material (Loganair DO NOT CARRY as DG). • Radioactive material, excepted package (UN 2908, UN 2909, UN 2910 or UN 2911) (Loganair DO NOT CARRY as DG).

9.3.10 Availability of NOTOC on the Ground for the Duration of

Flight (SPA.DG.110) A legible signed copy of the information to the pilot-in command must be retained on the ground, a copy held at both departure, arrival stations and Operations Control.

9.3.11 Retention of Documents (ORO.MLR.115 (b)(4),

SPA.DG.110(f)) At least one copy of the documents appropriate to the transport by air of a consignment of dangerous goods (including consignments that fail their acceptance check) must be retained for a minimum period of three months within the local flight file, after the flight on which the dangerous goods were transported. As a minimum, the documents which must be retained are the dangerous goods transport document (Shipper’s Declaration), the acceptance checklist when this is in a form which requires completion including the identification of the person who completed it and the NOTOC (if the goods were carried).

9.3.12 Ad Hoc Charters (CAT.GEN.MPA.200 (a))

Loganair carries Dangerous goods on regular charter flights operated on behalf of Oil and Gas customers between Aberdeen and Sumburgh (and vice versa), these goods are shipped between the agents in Aberdeen who will complete full Dangerous Goods checks as per the standard IATA procedures. A notoc is produced and provided to the Captain. The goods are loaded and then trans-shipped to the helicopter flight after the paperwork is checked again.

Part A General Chapter 9

9.4 Recognition of Undeclared/Hidden Dangerous

Goods (CAT.GEN.MPA.200(e))

9.4.1 ‘Hidden’ Dangerous Goods

Personnel must be alert to indications that undeclared dangerous goods are present within cargo, mail or stores. Personnel interfacing with passengers must be alert to indications that prohibited dangerous goods are carried by passengers or within their baggage.

Note: DANGEROUS GOODS OR THE DISCOVERY OF DANGEROUS GOODS FORBIDDEN FOR CARRIAGE BY PASSENGERS (DISCOVERED AFTER THE CHECK-IN PROCESS) MUST BE REPORTED INTERNALLY AND VIA THE SAFETY TEAM TO THE CAA – SEE 9.7.4. The following is a list of general descriptions that are often used for items in cargo or in passengers’ baggage and the types of dangerous goods that may be included in any item bearing that description. AIRCRAFT ON GROUND (AOG) SPARES – see AIRCRAFT SPARE PARTS/AIRCRAFT EQUIPMENT. AIRCRAFT SPARE PARTS/AIRCRAFT EQUIPMENT – may contain explosives (flares or other pyrotechnics), chemical oxygen generators, unserviceable tyre assemblies, cylinders of compressed gas (oxygen, carbon dioxide, nitrogen or fire extinguishers), paint, adhesives, aerosols, life-saving appliances, first aid kits, fuel in equipment, wet or lithium batteries, matches, etc. AUTOMOBILES, AUTOMOBILE PARTS/SUPPLIES – (car, motor, motorcycle) may contain ferro-magnetic material which may not meet the definition for magnetized material but which may be subject to special stowage requirements due to the possibility of affecting aircraft instruments. May also contain engines, including fuel cell engines, carburettors or fuel tanks which contain or have contained fuel, wet or lithium batteries, compressed gases in tyre inflation devices, fire extinguishers, shocks/struts with nitrogen, air bag inflators/air bag modules, flammable adhesives, paints, sealants and solvents, etc. BATTERY-POWERED DEVICES/EQUIPMENT – may contain wet or lithium batteries. BREATHING APPARATUS – may indicate cylinders of compressed air or oxygen, chemical oxygen generators or refrigerated liquefied oxygen.

Part A General Chapter 9 CAMPING EQUIPMENT – may contain flammable gases (butane, propane, etc.), flammable liquids (kerosene, gasoline, etc.), flammable solids (hexamine, matches, etc.) or other dangerous goods. CARS, CAR PARTS – see AUTOMOBILES, etc. CHEMICALS – may contain items meeting any of the criteria for dangerous goods, particularly flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive substances. COMAT (COMPANY MATERIALS) – such as aircraft parts, may contain dangerous goods as an integral part, e.g. chemical oxygen generators in a passenger service unit (PSU), various compressed gases such as oxygen, carbon dioxide and nitrogen, gas lighters, aerosols, fire extinguishers, flammable liquids such as fuels, paints and adhesives and corrosive material such as batteries. Other items such as flares, first aid kits, life-saving appliances, matches, magnetized material, etc. CONSOLIDATED CONSIGNMENTS (GROUPAGES) – may contain any of the defined classes of dangerous goods. CRYOGENIC (LIQUID) – indicates refrigerated liquefied gases such as argon, helium, neon and nitrogen. CYLINDERS – may indicate compressed or liquefied gas. DENTAL APPARATUS – may contain flammable resins or solvents, compressed or liquefied gas, mercury and radioactive material. DIAGNOSTIC SPECIMENS – may contain infectious substances. DIVING EQUIPMENT – may contain cylinders (such as scuba tanks, vest bottles, etc.) of compressed gas (air, oxygen, etc.), high intensity diving lamps which can generate extremely high heat when operated in air. In order to be carried safely, the bulb or battery must be disconnected. DRILLING AND MINING EQUIPMENT – may contain explosive(s) and/or other dangerous goods. DRY SHIPPER (VAPOUR SHIPPER) – may contain free liquid nitrogen. Dry shippers are subject to these Regulations when they permit the release of any free liquid nitrogen irrespective of the orientation of the packaging.

Part A General Chapter 9 ELECTRICAL EQUIPMENT/ELECTRONIC EQUIPMENT – may contain magnetized materials or mercury in switch gear and electron tubes, wet batteries, lithium batteries or fuel cells or fuel cell cartridges that contain or have contained fuel. ELECTRICALLY POWERED APPARATUS – (wheel chairs, lawn mowers, golf carts, etc.) may contain wet batteries, lithium batteries or fuel cells or fuel cell cartridges that contain or have contained fuel. EXPEDITIONARY EQUIPMENT – may contain explosives (flares), flammable liquids (gasoline), flammable gas (propane, camping gas) or other dangerous goods. FILM CREW OR MEDIA EQUIPMENT – may contain explosive pyrotechnic devices, generators incorporating internal combustion engines, wet batteries, lithium batteries, fuel, heat producing items, etc. FROZEN EMBRYOS – may contain refrigerated liquefied gas or Carbon dioxide, solid (dry ice). FROZEN FRUIT, VEGETABLES, ETC. – may be packed in Carbon dioxide, solid (dry ice). FUELS – may contain flammable liquids, flammable solids or flammable gases. FUEL CONTROL UNITS – may contain flammable liquids. HOT AIR BALLOON – may contain cylinders with flammable gas, fire extinguishers, engines internal combustion, batteries, etc. HOUSEHOLD GOODS – may contain items meeting any of the criteria for dangerous goods including flammable liquids such as solvent based paint, adhesives, polishes, aerosols (for passengers, those not permitted under Section9.1.5), bleach, corrosive oven or drain cleaners, ammunition, matches, etc. INSTRUMENTS – may conceal barometers, manometers, mercury switches, rectifier tubes, thermometers, etc. containing mercury. LABORATORY/TESTING EQUIPMENT – may contain items meeting any of the criteria for dangerous goods, particularly flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive substances, lithium batteries, cylinders of compressed gas, etc.

Part A General Chapter 9 MACHINERY PARTS – may contain adhesives, paints, sealants, solvents, wet and lithium batteries, mercury, cylinders of compressed or liquefied gas, etc. MAGNETS AND OTHER ITEMS OF SIMILAR MATERIAL – may individually or cumulatively meet the definition of magnetized material. MEDICAL SUPPLIES/EQUIPMENT – may contain items meeting any of the criteria for dangerous goods, particularly flammable liquids, flammable solids, oxidizers, organic peroxides, toxic, corrosive substances or lithium batteries. METAL CONSTRUCTION MATERIAL, METAL FENCING, METAL PIPING – may contain ferro-magnetic material, which may be subject to special stowage requirements due to the possibility of affecting aircraft instruments. PARTS OF AUTOMOBILE (CAR, MOTOR, MOTORCYCLE) – may contain wet batteries, etc. PASSENGERS BAGGAGE – may contain items meeting any of the criteria for dangerous goods. Examples include fireworks, flammable household liquids, corrosive oven or drain cleaners, flammable gas or liquid lighter refills or camping stove cylinders, matches, ammunition, bleach, aerosols (those not permitted under Subsection 9.1.6.1), etc. PHARMACEUTICALS – may contain items meeting any of the criteria for dangerous goods, particularly radioactive material, flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive substances. PHOTOGRAPHIC SUPPLIES/EQUIPMENT – may contain items meeting any of the criteria for dangerous goods, particularly heat producing devices, flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive substances or lithium batteries. PROMOTIONAL MATERIAL – see PASSENGER BAGGAGE. RACING CAR OR MOTORCYCLE TEAM EQUIPMENT – may contain engines, including fuel cell engines, carburettors or fuel tanks which contain fuel or residual fuel, flammable aerosols, cylinders of compressed gases, nitromethane, other fuel additives, wet batteries, lithium batteries, etc. REFRIGERATORS – may contain liquefied gases or an ammonia solution.

Part A General Chapter 9 REPAIR KITS – may contain organic peroxides and flammable adhesives, solvent based paints, resins, etc. SAMPLES FOR TESTING – may contain items meeting any of the criteria for dangerous goods, particularly infectious substances, flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or corrosive substances. SEMEN – may be packed with Carbon dioxide, solid (dry ice) or refrigerated liquefied gas. See also DRY SHIPPER. SHIPS’ SPARES – may contain explosives (flares), cylinders of compressed gas (life rafts), paint, lithium batteries (emergency locator transmitters), etc. SHOW, MOTION PICTURE, STAGE AND SPECIAL EFFECTS EQUIPMENT – may contain flammable substances, explosives or other dangerous goods. SPORTING GOODS/SPORTS TEAM EQUIPMENT – may contain cylinders of compressed or liquefied gas (air, carbon dioxide, etc.), lithium batteries, propane torches, first aid kits, flammable adhesives, aerosols, etc. SWIMMING POOL CHEMICALS – may contain oxidizing or corrosive substances. SWITCHES IN ELECTRICAL EQUIPMENT OR INSTRUMENTS – may contain mercury. TOOL BOXES – may contain explosives (power rivets), compressed gases or aerosols, flammable gases (butane cylinders or torches), flammable adhesives or paints, corrosive liquids, lithium batteries, etc. TORCHES – micro torches and utility lighters may contain flammable gas and be equipped with an electronic starter. Larger torches may consist of a torch head (often with a self-igniting switch) attached to a container or cylinder of flammable gas. UNACCOMPANIED PASSENGERS BAGGAGE/PERSONAL EFFECTS– may contain items meeting any of the criteria for dangerous goods, such as fireworks, flammable household liquids, corrosive oven or drain cleaners, flammable gas or liquid lighter refills or camping stove cylinders, matches, bleach, aerosols, etc. (those not permitted under Subsection 9.1.6.1).

Part A General Chapter 9 VACCINES – may be packed in Carbon dioxide, solid (dry ice).

Note: dangerous goods as shown in these Regulations and which in the event of leakage may cause a serious clean-up problem or corrosion to aluminium on a long term basis must be checked by the shipper to at least ensure that the packaging is adequate to prevent leakage during transportation. These may include brine, powdered or liquid dyes, pickled foodstuffs, etc.

9.5 Emergency Situations (AMC1 SPA.DG.105(b))

FLT 3.9.9

9.5.1 Provision of Information for Use in Responding to

In-Flight Emergencies (SPA.DG.110) For those dangerous goods for which a dangerous goods transport document is required, the commander of an aircraft carrying such goods must be provided with information which can be used on board to assist in planning the response to an emergency arising in-flight involving the dangerous goods. Loganair utilises the Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481). For procedures for responding to emergency situations see section 9.7.4.

9.6 Conditions Under Which Weapons, Munitions of

War and Sporting Weapons May Be Carried (CAT.GEN.MPA.155, CAT.GEN.MPA.160)

9.6.1 Need for Approval to Transport Munitions of War

(CAT.GEN.MPA.155) Weapons of war and munitions of war can only be carried provided an approval to do so has been granted by all the States concerned before a flight. They must be carried in the aircraft in a place which is inaccessible to passengers during flight and, in the case of firearms, unloaded, except as specified in 9.7.4 below. Loganair Ltd holds CAA approval for the transport of Munitions of War by air within the UK. Requests to carry any Munitions of War must be made to Loganair Ground Services see Chapter9 for contact details.

Part A General Chapter 9

9.6.2 Stowage Requirements for Munitions of War (EC

Regulation 300/2008) In exceptional circumstances, weapons of war and munitions of war may be carried other than in an inaccessible place on the aircraft and may be loaded, provided an approval to do so has been granted by all the States concerned before a flight. These exceptional circumstances are intended primarily to permit the carriage of law enforcement officers, protection officers, etc. UK Police Protection Officers hold an exemption from the Air Navigation Order that enables them to carry their weapons on their person when accompanying specific named VIPs. A condition on the exemption requires the police to provide the operator with a copy of the relevant exemption in advance of the flight to demonstrate that the exemption applies to them and the person they are accompanying. Official Record Series 4 approves the carriage of weapons by operators in accordance with the exemption issued to UK Police Protection Officers. Should an operator be asked to carry protection officers bearing weapons on their person and the Police do not/cannot provide a copy of the relevant exemptions (preferably when booking the flight), then their weapons must be stowed in a location that is inaccessible during flight. When the police officer is not accompanying any of the persons referred to in the exemption, the unloaded arms and ammunition shall be stowed in a location which is inaccessible to passengers on the aircraft. The exemption issued to UK Police Protection Officers and the Official Record Series 4 document each contain additional conditions with which operators must comply. There are some limited occasions when the UK CAA may grant one-off exemptions for persons not on the two exemptions held by the Police, such as visiting Heads of State, but these will generally only be when accompanied by UK Protection Officers. In such circumstances, or in the event of a request for non-UK protection officers to carry weapons in the cabin, the operator must apply to the dgo@caa.co.uk.

Part A General Chapter 9

9.6.3 Notifying Commander of the Carriage of Munitions of

War (CAT.GEN.MPA.155) The commander must be notified before a flight if weapons of war, munitions of war, Sporting weapons or Armed Police Protection officers are to be carried on the aircraft. Loganair ground Services will also contact both the airport of departure and arrival to ensure local Security Managers are aware of the carriage. For authorised personnel carrying firearms in the cabin the pilot in Command (PIC) must be notified of the number and seat numbers where the authorised personnel are seated on board.

9.6.4 Carriage of Sporting Weapons (SWP) When

Inaccessible to Passengers During Flight (CAT.GEN.MPA.160) FLT 3.9.4 Sporting weapons and ammunition for such weapons may be carried without an approval from an Authority, provided they are stowed in a place on the aircraft which is inaccessible to passengers during flight and, in the case of firearms, unloaded. Carriage of Sporting Weapons on the BN2 islander aircraft is prohibited due to access from the cabin to hold baggage area. *Exception for Firearms carried by Police Officers on duty: Loganair can accept firearms in the possession of Police on duty on the BN2 Islander Aircraft. A booking must be made and the Police officer must be sat in the rear row of the aircraft to ensure no access by other passengers, No ammunition can be accepted. The Pilot operating MUST be advised of its carriage. Acceptance and Despatch • Firearms can only be carried by Police Officers whilst on duty. • A booking must be completed in the Loganair reservation system. • Firearms must be unloaded and made safe. • Firearm labels must be attached to the firearms case. • The appropriate “Firearm declaration form” must be completed and signed by the passenger. • The firearm should be carried in a rigid lockable case with the case containing the firearm locked and the key remaining with the Police Officer.

Part A General Chapter 9 • The Police Officer will retain the case and take it to the aircraft. • The Firearm MUST be hold loaded with the Police officer sat in the rear seat. • On arrival at the destination, the ground staff will hand the case directly to the Officer at the aircraft side. Reservations Police Officers are required to notify Loganair at the time of booking if they intend to carry a firearm. Details are to be recorded on the passenger’s reservation record (PNR) and in an SSR note made for check in. Documentation The Police Officers are responsible for ensuring that they have all the necessary documentation relating to their weapons. Firearms and ammunition will only be accepted for carriage as checked baggage, and never as cabin baggage. Such firearms must be unloaded. A written declaration must be made by the passenger, If any Ammunition carried the passenger must confirming that the ammunition is packed in a strong outside container, made of wood, metal or fibreboard, and that inside the container, the ammunition is protected against shock and secured against movement. The declaration also confirms that no more than 5kg are contained in any one piece of checked baggage. Ammunition with explosive or incendiary projectiles is totally prohibited for carriage by air. If there is doubt about whether a firearm is categorised as Munitions of War or a Sporting Weapon contact Loganair Security on 0141 842 7160 for guidance. Acceptance and Despatch Except where otherwise stated the following conditions of acceptance apply for SWP: 1. The aircraft carrying the SWP must have a hold that is inaccessible from the cabin. 2. Guns and ammunition must be hold stowed. 3. Guns must be unloaded and made safe. 4. The amount of ammunition carried is subject to a maximum weight of 5 kilos per passenger regardless of how many guns are checked in or carried.

Part A General Chapter 9 5. Firearm labels must be attached to all bags containing firearms or ammunition. 6. Suitcases or boxes containing the ammunition must not bear the “Explosive” label. 7. The appropriate “Declaration of surrender of Firearm” must be completed and signed by the passenger. 8. Baggage containing SWP is to be checked in against a specific named passenger and not Pooled with other passengers.

Note: discharging a projectile, the passenger or an authorised and duly qualified person has declared weapon not to be loaded. Reservations Passengers are required to notify Loganair at the time of booking if they intend to carry a firearm or ammunition. Details are recorded on the passengers reservation record (PNR). Documentation Passengers are responsible for ensuring that they have all the necessary documentation relating to their weapons and ammunition. This is to include, where required, valid export and import licences and authorisation from control authorities covering carriage of the items to and from the airport. Any passenger who arrives for departure without the necessary documentation must not be accepted for travel with their firearm. When this happens the Security Manager is to be informed. Packaging A firearm must be presented either dismantled and packed securely in a suitcase or contained in a purpose made case. Ammunition must be in its original packaging, in a purpose made box or in some other suitable secure container. It should ideally be carried in a passenger’s hold baggage. A firearm and ammunition may be carried in the same container in the hold. Return of Firearms At the airport at which the passenger’s flight with Loganair ends, the firearms must be returned to the passenger in a secure manner and in accordance with local procedures. The identity of the passenger is to be confirmed before the firearm is handed back. These procedures must conform to all local laws and protocols.

Part A General Chapter 9 UK Domestic Travel Passengers travelling on UK internal domestic flights must declare their firearms to Loganair or their contracted agents at check-in but there is no requirement to declare them to customs. On arrival firearms must be collected from the aircraft by a member of Loganair staff or staff employed by an organisation contracted to Loganair so that the firearms might be returned to the passenger in a discreet area landside. Firearms arriving from Eire are to be presented to Customs as for an International arrival. EU Travel Passengers travelling within the EEC do not need to declare their firearms/ammunition to HM Customs But they must hold all relevant documentation in case they are asked by Customs to produce documentation. Procedures for Carriage of Sporting Weapons and Ammunition Definitions – For the purposes of this paragraph the term Sporting Weapon (SWP) refers to: 1. Guns designed for sporting purposes (such as safari rifles, shotguns, target rifles etc). The term sporting purposes includes rough shooting and all types of hunting with guns as well as target shooting, clay-pigeon shooting and competition shooting. 2. Starting pistols, ball bearing guns, compressed air guns, and paint ball guns and pellets. 3. Replica firearms and antique weapons (such as black powder pistols, muskets and guns over 80 years old) may usually be regarded as SWP and should be handled as such. They may only be carried in the aircraft hold.

9.6.5 Authorisation for Carriage

Loganair require any passenger planning to travel with Sporting Weapons to give prior notification of the intended flight. However a passenger presenting a firearm at check in may have it accepted for carriage provided the relevant provisions outlined below have been met. There is no limit to the number of SWP a passenger may travel with. If there is doubt about whether a firearm is categorised as Munitions of War or a SWP the Security Manager is to be consulted through Loganair Operations Glasgow 0141 842 7455. The passenger and operator (or his agent) must observe all regulations applicable to the export, import and transit of weapons and ammunition, applicable in the country of departure, transit and destination.

Part A General Chapter 9

9.6.6 Reservations

Passengers are required to notify Loganair at the time of booking if they intend to carry a firearm or ammunition. Details are to be recorded on the passenger’s reservation record (PNR) and in an SSR note made for check in.

9.6.7 Documentation

Passengers are responsible for ensuring that they have all the necessary documentation relating to their weapons and ammunition. This is to include, where required, valid export and import licences and authorisation from control authorities covering carriage of the items to and from the airport. Any passenger who arrives for departure without the necessary documentation must not be accepted for travel with their firearm. When this happens the Security Manager is to be informed.

9.6.8 Packaging

A firearm must be presented either dismantled and packed securely in a suitcase or contained in a purpose made case. The only exception to this is for UK Military movements where the rifle may be transported in a padded Hessian roll, which is standard procedure for these passengers. Ammunition must be in its original packaging, in a purpose made box or in some other suitable secure container. It should ideally be carried in a passenger’s hold baggage. A firearm and ammunition may be carried in the same container in the hold.

9.6.9 Return of Firearms

At the airport at which the passenger’s flight with Loganair ends, the firearms must be returned to the passenger in a secure manner and in accordance with local procedures. The identity of the passenger is to be confirmed before the firearm is handed back. These procedures must conform to all local laws and protocols.

9.6.10 UK Domestic Travel

Passengers travelling on UK internal domestic flights must declare their firearms to Loganair or their contracted agents at check-in but there is no requirement to declare them to customs. On arrival firearms must be collected from the aircraft by a member of Loganair staff or staff employed by an organisation contracted to Loganair so that the firearms might be returned to the passenger in a discreet area landside. Firearms arriving from Eire are to be presented to Customs as for an International arrival.

Part A General Chapter 9

9.7 Special Notification Requirements in the Event of

an Accident or Occurrence When Dangerous Goods are Being Carried or Have Been Offered for Air Transport Without Having Been Prepared and Declared in Accordance with the ICAO Technical Instructions

9.7.1 Information to be Provided by the Pilot-In-Command in

the Event of an In-Flight Emergency (AMC1 SPA.DG.105(b)) If an in-flight emergency occurs and the situation permits, the commander must inform the appropriate Air Traffic Services Unit of any dangerous goods on board. This information should include the proper shipping name, class/division, identified subsidiary hazard(s), compatibility group for explosives, quantity and location on board.

9.7.2 Information to be Provided by the Operator in the Event

of an Aircraft Accident or Serious Incident Where Dangerous Goods Carried as Cargo may be Involved If an aircraft carrying dangerous goods as cargo is involved in an accident or serious incident where the dangerous goods may be involved, the operator must provide information, without delay, to emergency services responding to the accident or serious incident about the dangerous goods on board, as shown on the copy of the information to the pilot-in-command (NOTOC). The information must be sufficient to enable any hazards created by the dangerous goods to be minimised and include the proper shipping name, UN number, class/division, any identified subsidiary hazards, the compatibility group for explosives, the quantity and the location on board the aircraft. As soon as possible, the operator must also provide this information to the CAA Dangerous Goods Office and the appropriate authority of the State in which the accident or serious incident occurred. In the first instance, the Dangerous Goods Office should be alerted to the incident or accident by phone using the following number: Telephone: +44 (0) 330 022 1915

9.7.3 Information to be Provided by the Operator in the Event

of an Aircraft Incident (AMC1 SPA.DG.105(b)) In the event of an aircraft incident, the operator of an aircraft carrying dangerous goods as cargo must, if requested to do so, provide information without delay to the emergency services responding to the incident and to the appropriate authority of the State in which the incident

Part A General Chapter 9 occurred, about the dangerous goods on board, as shown on the copy of the information to the pilot-in-command (NOTOC). For aircraft accidents and serious incidents, see 9.7.4.

9.7.4 Dangerous Goods Accident and Incident Reports

(CAT.GEN.MPA.200(e)) FLT 3.9.9 Definitions: Dangerous goods accident: An occurrence associated with and related to the transport of dangerous goods by air which results in fatal or serious injury to a person or major property or environmental damage. Dangerous goods incident: An occurrence other than a dangerous goods accident associated with and related to the transport of dangerous goods by air, not necessarily occurring on board an aircraft, which results in injury to a person, property or environmental damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises an aircraft or its occupants is also deemed to be a dangerous goods incident.

Note: aircraft accident or incident as specified in ICAO Annex 13 – Aircraft Accident and Incident Investigation. Loganair must report dangerous goods accidents and incidents to the appropriate authorities of the State of the Operator and the State in which the accident or incident occurred in accordance with the reporting requirements of those appropriate authorities.

Note: subject to all or part of the ICAO Technical Instructions through the application of an exception or of a special provision (e.g. an Incident involving the short circuiting of a dry cell battery that is required to meet short-circuit prevention conditions in a special provision of 3;3). Loganair must report to the UK CAA any occasion when: 1. dangerous goods are discovered to have been carried when not correctly loaded, segregated, separated or secured. 2. dangerous goods are discovered to have been carried without information having been provided to the pilot-in-command (when required) or the information is inadequate.

Part A General Chapter 9 Loganair must report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo or mail. Such a report must be made to the UK CAA. Loganair must report any occasion when dangerous goods that are not permitted are discovered by the operator (or the operator is advised by the entity that discovers the dangerous goods) either in the baggage or on the person of passengers (after check-in) or crew members. Such a report must be made to the appropriate authority of the State in which this occurred. In addition to the requirements of the ICAO Technical Instructions for the reporting of dangerous goods occurrences (above), ORO.GEN.160 requires that any incident which endangers or which, if not corrected, would endanger an aircraft, its occupants or any other person is reported to CAA Safety Data. Dangerous goods occurrences reportable under the Mandatory Occurrence Reporting Scheme include: • Dangerous goods found not to have been secured to prevent movement • Damage to packages of dangerous goods • NOTOC errors where dangerous goods have not been stowed in accordance with loading instructions • Failure to prepare electric wheelchairs in order to prevent accidental activation • Electric wheelchairs found not to have been stowed and secured correctly • Leakage of dangerous goods from passenger baggage

Note: ORO.GEN.160 also meet the definition of a dangerous goods accident or incident (above), reportable in accordance with CAT.GEN.MPA.200(e). Accordingly, the report must be made to CAA Safety Data within 72 hours (rather than 96), unless exceptional circumstances prevent this. A dangerous goods accident or dangerous goods incident not meeting the criteria of ORO.GEN.160 must be reported to the CAA Dangerous Goods Office within 72 hours, unless exceptional circumstances prevent this. If necessary, a subsequent report shall be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation shall be sent as

Part A General Chapter 9 soon as possible. Any type of accident or incident must be reported irrespective of whether the dangerous goods are in cargo, mail, stores, passengers’ baggage or crew baggage. Dangerous goods occurrences not meeting the criteria of ORO.GEN.160 are to be reported to dgo@caa.co.uk using the following forms: • CAA Form SRG 2808 may be used to report a dangerous goods occurrence involving cargo or unaccompanied baggage. • CAA Form SRG 2809 may be used to report a dangerous goods occurrence involving a passenger/crew member or their baggage. The first and any subsequent report shall be as precise as possible and contain such of the following data that are relevant: • Date of the incident or accident or the finding of undeclared or misdeclared dangerous goods. • Location, the flight number and flight date. • Description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc. • Proper shipping name (including the technical name, if appropriate) and UN/ID number, when known. • Class or division and any subsidiary hazard. • Type of packaging, and the packaging specification marking on it. • Quantity of dangerous goods. • Name and address of the shipper, passenger, etc. • Any other relevant details. • Suspected cause of the incident or accident. • Action taken. • Any other reporting action taken. • Name, title, address and telephone number of the person making the report. Copies of relevant documents and any photographs taken should be attached to a report.

Note: THE ACCIDENT OR INCIDENT SHOULD BE HELD PENDING CAA INVESTIGATION.

Part A General Chapter 9

9.7.5 Removal of Contamination (SPA.DG.105)

In the event of a spillage or leakage of dangerous goods within an aircraft, the position where the dangerous goods on the aircraft must be inspected for damage or contamination and any hazardous contamination removed. The hazard of the dangerous goods within packages concerned may be established by checking the entry on the NOTOC for that loading position or from hazard labels applied to the packages. Persons responding in the event of damage to or leakage of dangerous goods from packages must: • identify the hazards and wear appropriate protective clothing; • inform Loganair Operations, Loganair Ground Services and the Airport Authorities where the discovery has been made; • avoid handling the package or keep handling to a minimum; • inspect adjacent packages for contamination and put aside any that may have been contaminated; • arrange for decontamination of the aircraft and equipment; and • in the case of infectious material, inform the appropriate public health authority or veterinary authority, and provide information to any other countries of transit where persons may have been exposed to danger; and notify the shipper and/or the consignee. A safety report must be completed as soon as practicably possible for the location where the event occurred and sent to Loganair Safety department, where the location is a Loganair operated site an entry into Q-Pulse should be completed but a manual report can also be accepted and sent to Safety@Loganair.co.uk.

Part A General Chapter 10 10 Security

Section 10: Security

10.1 Security Requirements

General It is a Company requirement that all appropriate personnel are familiar with, and comply with, the relevant requirements of the National Aviation Security Programme (NASP). All flight and cabin crew are required to undergo security training. This chapter should be read in conjuncture with Loganair's Air Carrier Security Programme. Organisation The Company has a nominated Security Manager who has overall responsibility for matters affecting security. The Security Manager reports directly to the COO, who is the Accountable Manager. The Security Manager is responsible for the establishment and maintenance of security procedures within the Company, in accordance with the National Aviation Security Programme. The Security Manager will keep the operations department informed of all relevant security matters. The Senior Operations Officer on duty is responsible for informing the Security Manager of any security-related matter. In addition the Senior Operation Officer on duty is responsible for ensuring that aeroplane Commanders are kept fully informed, at all times, of any security matter related to that aeroplane Commander’s current operation and/or duties. All Company personnel have a responsibility to remain vigilant at all times. Security Passes The wearing of a valid Security Pass is mandatory when on duty. This must be worn in a prominent place on the uniform, such as on the lapel or top pocket. For flight safety reasons, a Security Pass worn on a neck-chain should be removed when on board aircraft and stowed in a safe place. A lost pass should be reported immediately to Loganair and the local police. At no time should the pass be transferred to another person. There are severe penalties for the misuse of passes. Security Passes must be returned when Pilots and Cabin Crew leave the Company.

Part A General Chapter 10 It is the responsibility of every staff member to renew his/her Security Pass prior to its expiry. The renewal process involves obtaining a fresh clearance from Disclosure Scotland. Consequently, crews should initiate the application well in advance of expiry. Crews are to check the ID of those persons who have the right to audit Loganair flights before boarding the aircraft.

10.2 Training

Training is aimed at enabling Company personnel to act in the most appropriate manner to prevent acts of unlawful interference such as sabotage or hijack or to minimise their consequences, and to deal with disruptive behaviour. Recurrent security training of crew is to take place annually and will review general security matters and procedures, the threat, instances of hijacks, sabotage and disruptive behaviour. Records of all training are kept by the Training and Compliance Co-ordinator.

10.3 Reporting

A reportable incident is defined as: “Any security, asset protection or loss incident or event, whether of a personal or business nature, considered by the originator or observer to be sufficiently serious to prejudice the safety, security, profitability or good name of the airline.” In the event of any act of unlawful interference on board an aircraft, including a category RED bomb threat, the Commander is to ensure that a report of the circumstances is submitted without delay to Operations and by Air Safety Report as soon as possible. The Senior Operations Officer on duty, following instructions from the Head of Security, will inform the Department for Transport: Office Hours: Threats Office 020 7944 2870/2 FAX 020 7944 2873 Out of Office Hours:

Part A General Chapter 10 Duty Officer 020 7944 5999 FAX 020 7944 5369

10.4 Action to be Taken in the Event of a Bomb Threat

Introduction Bomb warnings are most often made by telephone but are occasionally received in writing. They are almost always anonymous. Although they are usually intended to cause a nuisance, warnings do occasionally precede acts of terror. Each and every bomb warning should therefore be taken seriously and methodically assessed to determine its credibility and the risk it presents, so that an appropriate response can be made. Action on Receipt of Warning It is important that the recipient of a bomb warning remains calm and obtains as much information from the caller as possible. The quality of the information is central to the accurate assessment of the warning and, quite possibly, to the apprehension and conviction of those responsible. The person receiving the call should: Make a written note of the actual words used by the caller on a Bomb Warning Report Form. Alert a colleague to listen if possible. Ask the caller: • WHERE is the bomb? • WHEN will it explode? • WHAT does it look like? • WHY are you doing this? • WHO are you and WHOM do you represent? The information should then be passed to a Supervisor who must inform Operations. Assessment of Warning

Part A General Chapter 10 The Senior Operations Controller on duty will contact the Security Manager, who will assess the warning by working methodically through the BOMB Warning Risk Assessment form and will consult with the Police and the appropriate Airport Authority and Handling Agents in deciding upon what action, if any, to take. After assessment, the threat will be defined into one of the following categories: Category RED A credible and specific threat requiring immediate protective measures, e.g. diversion or evacuation. Category AMBER A threat of doubtful credibility, but where it is prudent to consider taking additional protective measures e.g. augmented security checks. Category GREEN A threat assessed as non-credible. No immediate action is required. Notification to Commander The Commander will not normally be advised of any threat assessed as GREEN. Threats received to an aircraft in flight can only be assessed as RED or GREEN. If any threat is assessed as RED or AMBER (ground only), the Commander will be advised on the nature and seriousness of the threat based on the information available. Messages Discovered in Flight If a threatening message is discovered in flight, the Commander is advised to observe the following procedure: • Confirm that the appropriate pre-flight search or check of the aircraft was carried out and nothing untoward discovered; • If possible, contact Operations for advice; • If contact cannot be made with Operations, consider classifying the threat as GREEN and not credible; • Preserve the message and avoid putting unnecessary fingerprints on it.

Part A General Chapter 10 Warning Received on Stand Action on Assessment Category RED: • Disembark all passengers and crew with all hand baggage in controlled circumstances, giving a security problem as the reason for the evacuation. • Remove passengers to an area separated from other passengers. • Remove the aircraft to a remote location and quarantine the aircraft. • Once the “ALL CLEAR” has been given by Police, carry out a full search of the aircraft and ensure all passengers, cabin baggage and hold baggage is screened and passengers reconciled to baggage before any re-embarkation is permitted. Action on Assessment Category AMBER: • Discuss and agree with Operations what action is necessary. Warning Received on Taxying or in Flight Action on Assessment Category RED: • On taxying, advise airfield and passengers of a “security problem” and request details of remote parking requirements. Advise airfield of the need to remove passengers from the vicinity of the aircraft to at least 200m in an upwind direction as quickly as possible. • Disembark passengers using airstairs, making sure that they take all their hand baggage with them. • If a specific threat is received in flight, declare an emergency and divert to the nearest suitable airfield. The choice of airfield should take into account landing performance requirements, approach aids, emergency facilities and the proximity of approach paths over densely populated areas. • If the threat is received in the climb, stop the cabin altitude from rising further and, if possible, discontinue the climb. • Even though a threat has been assessed as RED, the likelihood of an explosive device being on board is low. Therefore, unless a suspicious article or explosive device has been found, the aeroplane should be flown as normally as possible, in accordance with the requirements of the checklist and striking a reasonable balance between the need for a rapid landing and the risk arising from undue haste.

Part A General Chapter 10 • If operationally possible, reduce the cabin differential pressure by descending the aeroplane to the cabin altitude. Do not raise the cabin altitude. Maintain this cabin altitude until top of descent. When MSAs and range considerations permit, descend the aeroplane to below 10,000ft. • If decompression is considered a possibility, consideration should be given to the donning of 0 Masks in anticipation if unable to descend 2 aircraft sufficiently. • Minimise manoeuvres and try to avoid turbulence. • Consider carefully the choice between flying fast to minimise airborne time and flying slowly to minimise air loads and damage in the event of a fuselage rupture. In most cases the turbulent air penetration speed will be a reasonable compromise. • Announcements concerning return or diversion should indicate that the threat is to the airline and, although most likely a hoax, must be treated seriously. • On landing, follow same procedures for threat received on taxying.

10.5 Flight Crew Compartment Security

The Aircraft Commander is responsible for ensuring that the flight-deck door (where such a facility is available) is closed and locked from the time the engines are started before take-off until they are shut down after completion of the flight. The flight-deck door may be opened, solely at the discretion of the Aircraft Commander, when required for the purpose of essential entry and egress from the flight deck. The flight crew must not leave the flight deck while the aircraft engines are in operation except for health (including physiological needs) and safety reasons. Passengers are not allowed access to the flight deck at any time or for any reason whilst the aircraft engines are in operation.

Part A General Chapter 10

10.6 Hijacking

It is accepted that crew may be unable to prevent the forcible seizure of an aircraft. A hijack attempt may occur anywhere at any time. Each set of circumstances will be different. Hijackers may be politically motivated, in pursuit of a crime, or mentally disturbed. They may be in possession of real or replica firearms or weapons, explosives or flammable liquids and they may be fanatical to the point of being prepared to sacrifice their own life. Loganair Policy • Safety of passengers and crew is of primary importance. • This can best be achieved by complying with demands, by not surrendering and by avoiding conflict on the aeroplane. • Any attempt to resist or overpower hijackers on the aircraft must be recognised as excessively dangerous. • The flight crew must concentrate on landing the aircraft as soon as possible. On no account are the flight crew to open the aircraft door. This may be very stressful, depending on what is happening in the aircraft cabin. Commander’s Authority The Commander’s normal authority and responsibility for the safety and welfare of his passengers, crew and aircraft continues even in the event of unlawful interference. His actions should take account of the demands of the hijackers only insofar as they do not jeopardise the safety of passengers and crew. Airborne Security Event/Hijack Procedures in the Air • Set transponder to 7500. • As soon as possible, inform ATC including the information as to whether or not the flight deck is secure. • Switch on Fasten Seat Belt sign and if cabin crew carried, brief by interphone. • Find somewhere safe to land so that the situation can be resolved on the ground. • Avoid violent aircraft manoeuvres.

Part A General Chapter 10 • Cabin crew, where carried, should make every effort to ensure passengers remain calm and do not resort to action, which might jeopardise safety. Where information exists indicating an actual or perceived security threat to an aircraft, this information should be communicated to the handling ATC unit immediately by the aircraft Commander. Information regarding the integrity of the flight deck should be provided to ATC in a timely manner, together with the phrase ‘flight deck secure’ when this can be assured. This will ensure that the situation is handled in the most appropriate manner by the UK ADA. Appropriate use of RTF phraseology and special purpose SSR Mode A codes is essential. If there is an actual security threat, the aircraft Commander should not use either PAN or MAYDAY prefixed calls in isolation to communicate the threat to ATC. Details of the security threat must be passed in the same transmission. Where no security threat to the aircraft is perceived by the aircraft Commander, appropriate use of either PAN (Possible Assistance Needed – no imminent danger to life) or MAYDAY (Distress call – imminent danger to life) should be applied if the aircraft Commander requires some form of priority ATC handling to the destination or a diversion airfield. Aircrew should monitor 121.5 MHz (“Guard”) at all times. Routine monitoring of 121.5 significantly increases chances of hearing transmissions from ATC attempting to re-establish contact with the aircraft. In addition military aircraft will also simulcast on 121.5 in addition to standard ATC frequencies. Aircrew who for whatever reason find themselves without the correct frequency are also advised to request assistance from ATC using 121.5 MHz. ICAO has identified has identified four levels of disruptive passenger behaviour to give a common reference to assist in identifying an ongoing incident and the degree of seriousness. These terms can be used by aircrew when communicating with ATC: 1. Level 1 – disruptive (suspicious or verbally threatening) behaviour; 2. Level 2 – physically abusive behaviour; 3. Level 3 – life-threatening behaviour; and 4. Level 4 – attempted or actual breach of the flight crew compartment. The combination of correct RTF calls and use of Mode A codes will assist ATC to take action appropriate to the situation.

Part A General Chapter 10 If crew experience loss of ATC communication in flight, it should be reported to Loganair Compliance and Safety Dept. and include to the information detailed at Section10.10. Hijack Procedures on the Ground • After landing, the After Landing Checklist should be completed in its entirety. • The Commander should keep the Authorities advised of requirements and attempt to obtain the release of the passengers and crew. • The Commander must expect the Police or other Authorities to take control. It then becomes his duty to comply with their instructions to the best of his ability consistent with the safety of his passengers and crew. The Authorities will probably want to prevent the aircraft taking off again. They will also be receiving technical advice and assistance from many sources, including Loganair, whereas the Commander should recognise that his assessment of the situation is limited by the confines of the aircraft and the duress to which he is subject. Therefore, no independent action should be taken unless absolutely necessary. • During negotiations, make the hijacker do his own thinking. • Pay strict attention to hygiene within the cabin and toilets, where fitted. Try to keep doors and aisles clear of rubbish. Establish endurance of water, food, sanitary supplies and battery or APU. Transfer to ground power as soon as possible. • Establish the medical condition of passengers and the need for medical supplies. Make sure that the hijackers and the Authorities are aware of these requirements for the welfare of passengers.

10.7 Disruptive Passengers

Loganair Policy Loganair supports policies that aim to make air travel safe, non-confrontational, and crime-free. The Company therefore aims to protect crew and ground staff from unruly and drunken passengers and from the effects of crime. Ground staff are to take firm action to deal with unruly and drunken passengers. Threats, abuse, insults or assaults from them will not be tolerated. Provided they have acted within guidelines,

Part A General Chapter 10 Loganair will support staff when such passengers are reported to the Police for criminal offences and when they are prosecuted in the criminal courts. Loganair therefore: • Expects ground staff and crews to take reasonable steps to prevent disruptive and drunken behaviour, including denying carriage in extreme cases and to identify passengers who are acting in a way that causes concern about safety and security; • Encourages Commanders to ask for the Police to meet flights after a disruptive incident; • Requires ground staff and crew members to identify such passengers by obtaining details wherever possible and to give witness statements to the Police; • Encourages the Police to prosecute disruptive passengers; • Supports Loganair and ground handling staff acting as witnesses if offenders are put on trial; • Provides training to crew and ground staff in conflict management including the recognition of potentially disruptive passengers. Incidents on the Ground Criminal Law At Airports UK criminal law applies at all UK airports regardless of whether the incidents occur airside or landside. Passengers committing criminal offences at UK airports are dealt with in the UK criminal courts. At non-UK airports similar laws may apply and Loganair will support any prosecution under the national law. Where criminal damage is caused to Loganair property by passengers or where staff or passengers are physically assaulted, the Police must always be called. Types of Behaviour Ground Staff may encounter passengers who are: • Under the influence of alcohol or drugs; • Acting in a disorderly or irrational manner; • Behaving violently towards staff, fellow passengers or others; • Persistently using threatening, seriously abusive or insulting language; • Acting in any other way that causes concern about safety and security.

Part A General Chapter 10 Denial of Carriage Loganair can deny carriage to any person or to offload him or her at any airport if it is considered that: • Carrying the passenger or his baggage might endanger the safety of the aircraft, its passengers or crew; • The passenger is drunk or under the influence of alcohol or drugs; • The passenger is, or there is good reason to believe he is, in unlawful possession of drugs; • The passenger’s mental or physical state is a danger or risk to the passenger, the aircraft or any other person on it; • The passenger has refused to allow a security check of himself or his baggage; • The passenger has disobeyed instructions relating to safety or security from the ground staff or crew; • The passenger has persistently used threatening, abusive or insulting words to a member of Loganair staff or a ground handling agent; • The passenger has behaved in a threatening, abusive, insulting or disorderly way towards a member of Loganair staff or ground handling agent; • The passenger has deliberately interfered with a crew member carrying out his or her duties; • The passenger has endangered the safety of the aircraft or any person on it; • The passenger has made a hoax bomb threat against Loganair; • The passenger has committed a criminal offence during the check-in or boarding processes or on board the aircraft prior to take-off. Action to be Taken by Ground Handling Staff Calming Aggressive Passengers When faced with an aggressive passenger the first priority must be the safety of other passengers and staff. Efforts should be made to calm the passenger down or to diffuse the situation by other means, which may include disengaging. Ground handling staff should be aware that an over-robust initial reaction on their part might cause the incident to escalate. Staff should be mindful of differing cultures and treat disruptive passengers politely but firmly and in a way that is appropriate to their conduct. Passengers should only be denied carriage or offloaded when such behaviour is extreme or persistent, or the staff feel that their own

Part A General Chapter 10 safety or that of other passengers or the aircraft is at risk, in which case the police must be called. However no attempt should be made to restrain the passenger unless the safety of Loganair staff, its agents or passengers is at risk. Drunken Passengers It is a criminal offence to be drunk when boarding an aircraft and it is essential that agents refuse boarding to drunken passengers. Potential problems must never be transferred from the ground to the air. This action will protect Loganair crews and may even prevent an “air rage” incident in flight. Agents taking this action will have the full support of Loganair. Drunken passengers should be asked to leave the terminal building immediately and not allowed back until they have sobered up. Their bags must be off loaded. If a drunken passenger tries to insist on boarding or causes disruption in the terminal building the police must be called at once. It is a criminal offence to be drunk at an airport in the UK; at non-UK airports similar laws may apply. Assaults Loganair does not tolerate physical assaults by passengers on Loganair staff or agents. If staff are assaulted the police must be called at once. If staff are injured arrangements should be made for them to be examined by medical services as soon as possible. Threatening Abusive and Insulting Behaviour This is a criminal offence in the UK and usually takes the form of abusive language. Handling agents are empowered to decide whether the police should be called to Loganair passengers behaving in this manner. Action at Check-in Any agent who judges that a passenger reporting for check-in is under the influence of alcohol or drugs or is otherwise disruptive is to suspend the check-in process. The passenger is to be warned that any further unacceptable behaviour could result in him or her being refused carriage. If the decision is made to refuse carriage, the passenger is to be told why he or she has been refused carriage.

Part A General Chapter 10 Action at the Boarding Gate If a passenger is disruptive at the boarding gate, staff are fully empowered by Loganair to offload passengers who are under the influence of alcohol or drugs, or who it is believed may threaten the safety of the aircraft in flight, or who have already received a warning notice and continue to be disruptive. The responsibility for deciding whether or not to off-load a passenger rests entirely with the ground handling staff. The flight or cabin crew are not to be involved in the decision making process but should be advised of the outcome. Action on Board the Aircraft on the Ground On occasions, the behaviour of a passenger might deteriorate to an unacceptably low level between boarding and pushback. When this occurs, the decision on whether or not to carry the passenger rests with the crew. Passengers who are drunk are always to be offloaded. The Captain is to be briefed and advised of the decision. The ground handling staff are to assist in removing from the flight any passenger denied carriage at this point. When to Call the Police The police must always be notified where: • An incident occurs involving a breach of the Aviation Security Act. • A Loganair staff member or agent has been assaulted or criminal damage has been done to Loganair property. • A drunken passenger insists on trying to board an aircraft having been ordered not to do so by Loganair staff or agent or is causing trouble to Loganair representatives. When the police attend, agents must give them all necessary information about the incident so that a successful prosecution of the disruptive passenger can be mounted. Reporting Reporting to Operations Whenever a passenger has been refused carriage because of his or her behaviour, Loganair Operations is to be informed as soon as possible. Incidents in the Air

Part A General Chapter 10 Commander’s Authority The Aircraft Commander has the legal authority to deny carriage to any passenger at any time if he believes it necessary to do so in the interests of safety and security. From the time the aircraft doors are closed for departure until they are opened after arrival, anyone failing to obey a lawful command from the Commander is committing a criminal offence. Criminal Offences in Flight Loganair aircraft are British registered and therefore subject to the UK Civil Aviation Act. The Air Navigation Order 2016 creates five offences, which can be committed by passengers. Article 240 A person shall not recklessly or negligently act in a manner likely to endanger an aircraft, or any person therein. Article 242(1) A person shall not enter any aircraft when drunk, or be drunk in any aircraft. Article 243(3) A person shall not smoke in any compartment of an aircraft registered in the UK at a time when smoking is prohibited in that compartment by a notice to that effect exhibited on behalf of the Commander of an aircraft. Article 244 Every person in an aircraft must obey all lawful commands which the pilot in command of that aircraft may give for the purpose of securing the safety of the aircraft and of persons or property carried in the aircraft, or the safety, efficiency or regularity of air navigation. Article 245 A person must not while in an aircraft: 1. Use any threatening, abusive or insulting words towards a member of the crew of the aircraft; 2. Behave in a threatening, abusive, insulting or disorderly manner towards a member of the crew of the aircraft; or 3. Intentionally interfere with the performance by a member of the crew of the aircraft of the crew member’s duties Due to the nature of the ANO offences, a police officer may not always have power of arrest.

Part A General Chapter 10 Action to be Taken by Crews Calming Aggressive Passengers When faced with an aggressive passenger the first priority must be the safety of other passengers and crew members. Efforts should be made to calm the passenger down or to diffuse the situation by other means, which may include disengaging. Crew should be aware that an over-robust initial reaction on their part might cause the incident to escalate. Crew should be mindful of differing cultures and treat disruptive passengers politely but firmly and in a way that is appropriate to their conduct. The primary aim must be to calm the passenger and diffuse any threatening or violent situation. However, no attempt should be made to restrain the passenger unless the safety of the aircraft, passengers or crew is at risk, in which case the Commander is advised to consider diverting the aircraft to the nearest airport. Commanders and other members of the crew must not leave the flight deck regardless of the situation and the flight deck must remain secure at all times. Irrational Behaviour Irrational actions by a passenger might be the early indications of forthcoming disruptive behaviour, or they may just be the manifestation of a fear of flying or a nervous disposition. A conversation with the passenger could establish the reason for the strange behaviour and provide a valuable insight into the passenger’s intentions. The passenger’s behaviour should be monitored until it is clear that no risk exists. Alcohol Incidents of disruptive behaviour in flight are often caused by unwise or excessive drinking. In order to reduce the risk of alcohol related incidents, crews are to observe the following guidelines: • Stop serving alcohol to any passenger who becomes drunk or appears likely to do so. These situations will require tactful handling to prevent escalation. • In no circumstances serve alcohol to any passenger under the age of 18. This applies even if an adult requests that alcohol be served to the under age person. • Never serve alcohol to any passenger to prisoners or deportees or any escorts travelling with them. • Never serve alcohol to any person who appears to be under the influence of drugs.

Part A General Chapter 10 • With the Captain’s agreement, remove alcohol from a passenger where it is believed the retention of it may jeopardise safety. A passenger’s own alcohol may also be removed but must be returned when the passenger leaves the aircraft. Smoking Any passenger found smoking, including electronic cigarettes, is to be told to stop immediately and his or her details together with the circumstances of the offence passes to the Captain for inclusion in an Air Safety Report. Videos And Photographs It is possible that other passengers may attempt to video or photograph a disruptive incident. Such film could provide useful information for a police investigation but the act of filming could also aggravate an already difficult situation. The crew are to politely request passengers not to film if it is judged that the situation might be made worse. Any film or photographs remain the property of the passenger. Crew cannot confiscate cameras or film but they should take the details of any passenger who may have pictorial evidence and obtain the passenger’s permission for their details to be passed to the police.

Note: photography by any third party situated on that property. This would apply to Loganair aircraft. Sedation Passengers must not be sedated under any circumstances. Offers to sedate made by medical personnel travelling as passengers should be politely refused. Diversion Commanders should divert the aircraft only as a last resort and where it is considered unsafe to continue to the planned destination. Calling the Police Commanders are encouraged to call the police whenever a passenger’s behaviour in flight constitutes an offence under the ANO. This is the case even in countries where the local police may prove to have no jurisdiction over a passenger committing an offence on a Loganair aircraft. In such circumstances the passenger might face prosecution on return to the UK providing the incident has been properly reported to the Head of Security. Reporting

Part A General Chapter 10 Reporting to Operations Whenever an instance of disruptive behaviour has occurred during a flight, the Commander is to inform Operations as soon as possible. This notification may be made to Operations via the ground-handling agent. The report must be factual giving time, date, flight number and passenger details, but also exactly what was said or done. Where such information is not provided, it is not possible for the Chief Executive or Chief Operations Officer to refuse further travel. Crews are to preserve a copy of the aircraft manifest in the flight envelope as additional proof that the alleged offender was on board the flight. Air Safety Report An Air Safety Report and a Disruptive Passenger Record Form (see AppendixJ) must be completed on Q-Pulse before the crew go off duty. The report must be factual, giving time, date, flight number and passenger details, but also exactly what was said or done. If physical abuse occurred a summary of injury must be included. Any witness details the aircraft crew collected relating to the alleged incident should be forwarded to Chief Operations Officer for onward transmission to the Police as appropriate. Action by Chief Operations Officer Refusal of Travel on Return or Onward Sector Loganair’s Conditions of Carriage allows for refusal of travel on the return or onward sector of a particular booking following a disruptive incident, providing the Company policy has been adhered to. The decision must be made by the Chief Operations Officer or Chief Executive. In this respect the Commander is to inform the Chief Operations Officer or Director of Flight Operations immediately an incident has occurred and that in the Commanders opinion warrants refusal to travel. The Chief Operations Officer or Chief Executive will make the decision on the basis of the Air Safety Report and Disruptive Passenger Record. Loganair’s policy is to give a written warning to passengers for relatively minor breaches of the Air Navigation Order that are unlikely to be repeated. Loganair’s policy is to ban passengers from its network for a minimum period of 2 years for offences such as assault, or acting in a manner likely to endanger an aircraft or any person therein or any offence within 5years of a warning letter. In order that an objective assessment may be made, reports must clearly state exactly how the aircraft, crew or passengers were endangered.

Part A General Chapter 10 Prosecutions Witness Statements When police are called, they will usually wish to interview those members of the crew and any passengers who were witness to the offender’s behaviour. On the basis of these interviews, the police will decide who they require to make formal witness statements. If asked to make statements, crew members are to co-operate fully with the police. The contact address and telephone number to be given is that of Loganair at Glasgow. Crew members should not normally give the police their home address, telephone or personal mobile number. The police may not be familiar with procedures relating to breaches of the Air Navigation Order or the agreed policy with the CAA enforcement branch, that witness statements are best taken at the crew’s base. In order to assist the crew in liaising with the police a letter (Loganair Form 9008) outlining the agreed procedure with the CAA enforcement branch is located in each aircraft essential documents file that can be passed to the police dealing with the incident. Decisions to Prosecute In all countries the decision on whether or not to prosecute an offender lies with the local authorities. Their decision will be governed by a number of factors including: whether they have jurisdiction, whether the reported behaviour constitutes an offence against local law and whether the quality of the evidence available is sufficient to secure a conviction. Loganair will give full support to local authorities who seek to prosecute those passengers who have committed offences on board aircraft or on the ground. Court Appearances In most jurisdictions, evidence given in written statements has to be repeated in person if the suspect is taken to court. This process enables the prosecution to clarify the evidence before the court and gives the defence the opportunity to question it. In order to give evidence, crew might be required to return to the country where the offender was arrested. Loganair will give staff all necessary support required for them to give evidence in court. Loganair deem time spent by staff in making statements to the police and in attending court to be duty time. Staff will therefore be entitled to full pay and appropriate allowances when acting as witnesses.

Part A General Chapter 10 Compensation Where staff or crew members on duty have been assaulted or injured by an offender, it may be possible for them to claim financial compensation whether from the passenger or under a scheme such as the UK’s Criminal Injuries Compensation Board. Loganair will support and assist staff in obtaining such compensation where it is appropriate.

10.8 Aircraft Security

Searching Passenger Aircraft Requirement Aircraft searches must be carried out on all aircraft types before the first flight of the day and whenever the crew arrive at an aircraft without a direct handover on board from an inbound crew. If aircraft cleaners are on board the check is to be carried out after they have disembarked. Standard of Search Searches must be in sufficient depth to establish that no unauthorised people or prohibited articles are on board. They are to include a visual or physical check of the following areas: Exterior (Flight Crew) • Undercarriage bays/wheel wells. • Cargo holds, including toilet waste bin where fitted. • Visual check of accessible hatches and inspection panels for signs of tampering. Flight Deck (Flight Crew) • Flight deck floor. • Under crew seats. • Equipment stowage. • Document pockets. Cabin (Cabin or Flight Crew, as applicable) • Visual check of floor area under seats. • Behind rear seat row. • Around sides and back of seats, including crew seat, by running hands down seat back and across seat cushion.

Part A General Chapter 10 • Physical check of seat pockets. • The responsibility for security checking the content of the seat pockets covered by the Bennetts seat converters lies with the person or persons fitting the converters. Once the cabin crew board the aircraft then loading staff should confirm verbally that the inaccessible seat pocket areas have been security checked. • A check of no less than 10% of the total number of lifejackets onboard by feeling for signs of tampering. BN2 – 1 DHC6 – 2 SF34 – 4 EMB 135 – 4 EMB 145 – 5 ATR 42 – 5 ATR 72 – 7 100% of the lifejackets must be checked if there is a reason to suspect there has been unauthorised access to the aircraft interior. There is no need to remove them. • Seat back tray table requirements: any tray table which is ill fitting; which bulges or is suspected of being tampered with must be unlatched and checked. All plug-in tray table stowages must be checked. • Overhead lockers – if fitted (including those with equipment). • Visual check of drop-down oxygen units if fitted. • Catering unit if fitted. • Emergency equipment stowages. • Torch. Toilet (by Cabin Crew) – if fitted • Toilet waste bin and stowage. • Waste bin flap. • Toilet smoke detector. • Visual check of drop-down toilet oxygen unit (if fitted). • Towel stowage. • Toilet pan and under seat cover.

Part A General Chapter 10 • Sink including plug and area underneath. • Mirror for warning messages. Records of Aircraft Search The Commander is to ensure that the security search has been carried out. He will confirm that the search has been carried out by signing the Captain’s Acceptance box at the foot of the relevant sector slip on the Tech Log Sector Record page (see AppendixF2 at the back of this manual) and deleting check. Aircraft Check Procedures An aircraft security check must be carried out on every turn-round, including transit stops. The purpose of an aircraft security check is to ensure that no article or baggage carried by or belonging to a passenger who has disembarked, has been left on the aircraft. The check is to concentrate on any part of the aircraft to which disembarking passengers has had access. A check is to include: Exterior Visual Checks as part on the normal walk-round procedure carried out by the Flight Crew. Cabin (by Cabin Crew) • Visual check of floor area under seats. • Behind rear seat row. • Around sides and back of seats, including crew seat, by running hands down seat back and across seat cushion. • Physical check of seat pockets. • The responsibility for security checking the content of the seat pockets covered by the Bennetts seat converters lies with the person or persons fitting the converters. Once the cabin crew board the aircraft then loading staff should confirm verbally that the inaccessible seat pocket areas have been security checked.

Part A General Chapter 10 • A check of 5% of the total number of lifejackets onboard by removing the lifejacket. BN2 – 1 DHC6 – 1 SF34 – 2 EMB 145/ATR 42 – 2 ATR 72 – 3 • Seat back tray table requirements: any tray table which is ill fitting; which bulges or is suspected of being tampered with must be unlatched and checked. All plug-in tray table stowages must be checked. • Overhead lockers – if fitted (including those with equipment). • Visual check of drop-down oxygen units if fitted. • Catering unit if fitted. • Emergency equipment stowages. • Torch. Toilet (by Cabin Crew) – if fitted • Toilet waste bin and stowage. • Waste bin flap. • Toilet smoke detector. • Visual check of drop-down toilet oxygen unit (if fitted). • Toilet stowage. • Toilet pan and under seat cover. • Sink including plug and area underneath. • Mirror for warning messages. Record of Aircraft Checks The Commander is to ensure that the security check has been carried out. He will confirm that the check has been carried out by signing the Captain’s Acceptance box at the foot of the relevant sector slip on the Tech Log Sector page (see AppendixF2 at the back of this manual) and deleting search. Post Disembarkation Checks

Part A General Chapter 10 Requirement Post disembarkation checks of aircraft are to be carried out immediately following passenger disembarkation on the last sector of a flying duty. Standard of Checking Post disembarkation checks aim to confirm that passengers who have left the aircraft and are not booked to rejoin it have left nothing behind which might endanger the flight. Only those areas of the aircraft to which passengers have access during flight need to be checked. Crew must not leave an aircraft open an unattended at any time. After flight, responsibility for the aircraft must be handed over to an authorised person, or the aircraft must be closed up and doors sealed (unless the aircraft is in a Critical Part (CP)). Discovery of an Item When an item is found on board, either on the ground or during flight, it is necessary to first establish whether or not it is suspicious. If it is easily identifiable as lost property it should be treated as such. A PA announcement should be made to try to establish the item's ownership. Passengers in the immediate vicinity should also be asked if it is theirs. If no-one comes forward, the announcement should be repeated. If the item remains unclaimed after these actions have been completed, the Captain should carry out a risk assessment. When and where was the item discovered? Was it concealed or in open view? When was the area last checked as clear? Does the item look suspicious? Has the item already been handled and is there anything suspicious about its weight? If the Captain believes that the item poses a risk to the aircraft, procedures for response to a RED threat should be followed. Protection of Aircraft General The level of protection given to an aircraft is to be such that: a. Unauthorised people are prevented from boarding the aircraft.

Part A General Chapter 10 b. Easy and uninterrupted access to the exterior of the aircraft is denied. These paragraphs outline the requirements for protecting aircraft in operation at airports throughout the network. The measures described apply when the threat level is low, moderate, substantial and severe. Critical Part Aircraft must be either: • Attended by an authorised person; or • Secure with doors closed. Security Restricted Area Aircraft must be either: • Attended by an authorised person; or • Secure with doors closed and sealed using numbered security seals and completing the ‘Seal checklist for unattended aircraft’. Authorised Persons An authorised person is someone who has been authorised by Loganair to be onboard the aircraft. All person approaching and/or entering the aircraft must be challenged and their credentials checked before access is permitted, unless they are known. After an aircraft has been checked or searched only people in the following categories are to be allowed access to it. Furthermore, possession of an appropriate pass or identity document does not, in itself, justify access. There must also be a legitimate reason for the access: a. Loganair staff, employees of agents and ground handlers, including engineers, caterers, cleaners and ground staff. b. Operating Crew. c. Passengers (on production of a boarding card). d. Members of the Police, Customs and Immigration authorities. e. Government Inspectors on duty. Crew, engineers, catering staff, cleaners and anyone with authorised entrance to the Company aircraft must not leave an aircraft open and unattended at any time. After flight, responsibility for the aircraft must be handed over to an authorised person, or the aircraft must be closed up.

Part A General Chapter 10 Security of Leased Aircraft Aircraft leased-in by Loganair are to be protected as if they were owned by the Company.

10.9 Increased Security Measures/Threat

The responsibility for adjusting the security measures in place due to increased threat or risk lies with the Security Manager. Crew will be advised by NOTAC of any additional measures required. The threat levels are LOW, MODERATE, SUBSTANTIAL, SEVERE and CRITICAL.

10.10 Loss of Communications in Flight: Incident Report

Form Expected communications between ATC and an aircraft in flight is monitored constantly by UK civil/military ATC. Communications loss is one potential example of suspicious behavior which may indicate a possible in-flight security incident. This form enables aircrew to report such an incident so that: 1. The correct information is recorded as to what exactly happened; and 2. Necessary steps can be taken to reduce the chance of repetition. 1. Date 2. Time UTC 3. Operator (airline) 4. Flight number 5. Aircraft call sign (if different) 6. Departure airport/destination airport 7. Squawk/SSR code 8. Aircraft type 9. Registration/tail number 10 Altitude (at time of incident) FL/feet . 11 Speed (at time of incident): Mach No./kts .

Part A General Chapter 10 12 Phase of Flight . 13 Location . 14 Routing . 15 Weather conditions . 16 Channel frequency (MHz) . 17 Controlled by (ATC sector) . 18 Description of incident . 19 Cause(s): please tick or circle Pilot error . ATC hand over error Technical issues Any other cause – please specify: 20 Was A/C to A/C relay attempted by ATC and result (if attempted)? . 21 Was Ground to A/C comms on 121.5 attempted? . 22 Were any other communication methods attempted (Company frequency, . etc.)? 23 Any other pertinent information . 24 Contact details (name, telephone or email address) . When complete please return to the Loganair Compliance and Safety Dept. who will forward to Threats Office, Department for Transport at TICB@dft.gsi.gov.uk.

Part A General Chapter 11 11 Handling of Accidents and Occurrences FLT 1.12.1, 1.12.3, 3.15.3, 3.15.4

Section 11: Accident & Incident Reporting

11.1 Accidents

Definitions Accident The following is the ICAO definition of an Accident and also the definition of a UK ‘Reportable Accident’. 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 such time as all persons have disembarked therefrom, in which: a. Any person suffers death or serious injury while 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 the death or serious injury is from natural causes, is self-inflicted or is inflicted by other persons or when the death or serious injury is suffered by a stowaway hiding outside the areas normally available in flight to the passengers and members of the crew of the aircraft, or b. The aircraft incurs damage or structural failure, other than: i. Engine failure or damage, when the damage is limited to the engine, its cowling or accessories; ii. Damage limited to propellers, wing tips, antennae, tyres, brakes, fairings, small dents or punctured holes in the aircraft skin, which adversely affects its structural strength, performance or flight characteristics and which would normally require major repair or replacement of the affected component, or c. The aircraft is missing or is completely inaccessible or d. Significant damage is caused to the property of the Company or any third party.

Note: any damage caused which may be subject to an insurance claim.

Part A General Chapter 11 However, expressly excluded from this accident definition shall be the loss of an underslung or externally carried load which does not result in any significant damage or injury other than damage to the load or loss of the load itself. Serious Injury Serious injury means an injury, which is sustained by a person in a reportable accident and which: a. Requires his stay in hospital for more than 48hours commencing within seven days from the date on which the injury was received. b. Results in a fracture of any bone (except simple fractures of fingers, toes or nose). c. Involves lacerations, which cause nerve, muscle or tendon damage or severe haemorrhage. d. Involves injury to any internal organ. e. Involves second or third degree burns or any burns affecting more than five per cent of the body surface. f. Involves verified exposure to infectious substances or injurious radiation. Pilot Post Accident Procedures Immediately after an accident on land, or a ditching, and following the evacuation of the passengers to either a sheltered location upwind of the aircraft, or into the life raft, the pilot should carry out, or delegate the following duties to either a crew member or a selected passenger: a. Subject to safety and the prevailing situation the aircraft should be left in a safe condition with fuel off and aircraft batteries disconnected and equipment such as first aid kits, survival packs and fire extinguishers removed. b. A headcount should be made to account for all persons on board at the time of the accident. In the event of a person, or persons being unaccounted for, action should be taken to recover them or locate their whereabouts. c. The needs of any injured person should be administered to as far as is possible – such persons should be made as comfortable as is practicable. d. The bodies of any victims should be decently set apart and covered.

Part A General Chapter 11 e. Activate the distress beacon and establish feasibility of using aircraft radio equipment. Prepare pyrotechnics for immediate use. Select, mark and prepare a rescue helicopter landing site. If a site is not available, lay out appropriate search and rescue signals. f. If people, dwellings, or communications facilities are very close to the scene of the accident, consider sending for assistance, having regard to the local situation, distress messages, transmitted and received, and the local SAR facilities. g. If rescue is likely to be delayed for reasons of distance, or failing daylight, prepare suitable shelters, distribute necessary rations of food and water. If necessary, ascertain the availability of fresh water in the immediate vicinity of the accident. h. Subsequent to rescue and subject to the location of the accident, the police should be informed and assistance sought in the placing of guards on the aircraft. Alternatively, consideration should be given to hiring local watchmen. Aircraft Accident Reporting Following an accident or incident involving Company aircraft the aeroplane commander shall complete the Company Accident Report, in addition to complying with the laws and regulations of the country of registration and the country in which the accident or incident occurred. Aircraft accidents and incidents are classified by the Company, for reporting purposes, in accordance with the definitions as detailed in this section. If there is any doubt as to the classification, the occurrence should be reported as an Accident. The Chief Operations Officer will reclassify accidents and incidents where necessary. Accident Reporting Procedures Whenever an accident occurs, the following sequence of reporting actions must be followed: a. The Commander must inform the OCC of events possibly classifiable as an accident or serious incident. Should the Commander be unable to make the notification, the most senior Flight CM must take care of such task. b. If appropriate, communication should be made by the quickest means to those detailed below.

Part A General Chapter 11 c. Where necessary notify the nearest Competent Authority of the country in which the accident occurs and/or in which the aircraft is registered. The accident message should indicate whether such notification has been made or is intended. Instructions regarding the required notification will be found in the appropriate local Regulations, for example in the United Kingdom: The Civil Aviation (Investigation of Accidents) Regulations 1989 and the Air Navigation (Investigation of Air Accidents involving Civil and Military Aircraft or Installations) Regulations 1986. The relevant parts of the Regulations and requirements (including Fax and Telex addresses and telephone numbers) are held at Glasgow Operations. d. Complete and despatch the Company Accident Report form as soon as possible but in any case within 72hours of the accident. Where items of the report cannot be completed due to lack of information, they should be marked ‘to be completed’ and the missing information forwarded when obtained, rather than delaying the report. Responsibility for Accident Reporting After any accident, it is the responsibility of the pilot involved and subsequently of the Chief Operations Officer to ensure that the appropriate reporting procedures are followed without delay. Accidents must be notified to the Chief Operations Officer by the quickest means. The Chief Operations Officer will also notify the AAIB. Reporting by Fax/Telex When reporting accidents to the Company, the following number should be used: Loganair Operations Glasgow Telephone : 0141-842-7455 or 7452 The message should be in the standardised form as follows: • Reference • ACCIDENT • AA Date

Part A General Chapter 11 • BB Aircraft Registration • CC Pilot’s Name • DD Other Crew Members • EE Number of Passengers • FF Location of Accident • GG Time of Accident (local) • HH Brief Description of Pilot’s injuries • II Brief Description of crew/passenger injuries • JJ Brief Description of accident, inc. flight phase and task • KK Brief Description of extent of damage • LL Post accident procedures carried out • MM Action taken on site to notify authorities • NN Immediate action requested on the Company’s part Other relevant information may be added which may influence the course of subsequent action on the Company’s part or which may provide a clearer picture of the accident. An example of such a message would read as follows: • XBC 125 • ACCIDENT • AA 13:2:98 • BB G-clot • CC Hoskins • DD Nil • EE Nil • FF Kilchattan airstrip • GG 1120 • HH Minor cuts and abrasions • II Nil • JJ Heavy landing following late roundout • KK Undercarriage irreparable and propellers bent • LL Pilot in local pub recovering • MM Local police advised • NN No Company action required at this time

Part A General Chapter 11 In areas where communications are difficult or liable to delays and provided no fatalities or serious injuries have been suffered, the despatch of the accident message may be held back up to six hours in order to provide more comprehensive information which might become available during that time. Follow-up Information In view of postal uncertainties and possible delay in the arrival of the Accident Report, the person responsible shall provide the Chief Operations Officer with follow-up information either by telephone, Fax or Telex. This should include: a. Additional information which may come to light or updating earlier information already sent. b. Any apparent mechanical failure discovered. c. The form of investigation which may be taking place and aspects which are receiving special consideration. d. Recommendation regarding the pilot’s return to duty as prescribed in ‘Flying after an Accident’ below. It is emphasised that this follow-up procedure is an essential requirement to enable the Chief Operations Officer to decide on what further action is appropriate. Follow-up messages addressed to the Company on matters concerning accidents/incidents shall be prefixed ‘Re Accident.....’ or ‘Re Incident....’ followed by the aircraft registration to which the information refers. Reporting by Telephone In the event of an accident in which fatalities or serious injuries are sustained or persons are missing or where grave political or international embarrassment or serious adverse publicity may result the Company must be informed, day or night, without delay. Telephone numbers: Glasgow Operations: 0141-842-7455 – or if engaged 0141-842-7452 Completing the Accident Report Form

Part A General Chapter 11 All sections of the report shall be completed. Appendices I, II and III should be completed if appropriate. Statements need not be restricted simply to the questions, which are suggested therein. Accident Report Distribution (see also paragraph 11.6) All Accident Reports shall be addressed to the Operations Department (Flight Safety) with a copy held on file. Where appropriate, a copy shall be supplied by the Company to the Fleet Technical Manager. Flying after an Accident It is Company policy to suspend pilots from duty, on full pay, following an aircraft incident or accident. The removal will be automatic and without prejudice until the circumstances of the incident or accident can be determined by the Chief Operations Officer.

11.2 Air Safety Reports (ASR)

Air Safety Reports are to be raised in the event of any occurrence or incident which it is judged could affect safety. Voyage reports are to be used to cover incidents that have not or could not have an effect upon safety. Guidance on the submission of Voyage reports is to be found in paragraph 8.1.14. ASR Filing All ASRs should be filed using Q-Pulse. If an ASR is raised relating to technical defect an entry is to be made in the aircraft technical log stating “ASR Raised” and the Technical Log page number recorded on the ASR form. A “For information only” (See para 8.1.12) entry may not be made for a transitory fault relating to an Air Safety Report. For transitory faults such as a single false TAWS warning the Technical log entry may be delayed until no later than the end of duty. In the event that Q-Pulse is unavailable please email to the safety department safety@loganair.co.uk.

11.3 Incidents

FLT 3.11.52 Definition

Part A General Chapter 11 Incident An occurrence, associated with the operation of an aeroplane not covered by the definition of Aircraft Accident in paragraph 11.1 which could: i. Have affected the safety of the operation; ii. Have jeopardised the safety of passengers, crew or aircraft but which has terminated without serious injury or substantial damage; and/or iii. Under slightly varied circumstances, may have jeopardised the safety of the passengers, crew or aircraft, or may have resulted in an aircraft accident; and/or iv. Have caused damage to, or failure of, any major component, not resulting in substantial damage, or serious injury, but which required the repair or replacement of that component. Examples: v. A precautionary or forced landing without subsequent substantial damage to the aircraft or third parties, nor serious injury to the crew, passengers or other persons. vi. An engine failure or stoppage which does not consequently result in substantial damage nor serious injuries. vii. An external part of the aircraft becoming detached in flight, not causing substantial damage nor serious injury to a third party. viii. Instances of contaminated fuel. Absence of fuel quality control. ix. A forced, unscheduled, change of flight plan caused by the failure of aircraft instruments, navigation aids or other technical failure. x. Loss of external load, with no third party claim. xi. Bird strikes, Airprox, In-flight Icing. xii. Occurrences of suspected or confirmed interference from PEDs that have potential safety implications. It must be realised that an Incident Report is not required to apportion blame but to prevent a similar incident recurring when the consequences might be more serious. The Company however, would take a very serious view of any failure to report any incident which subsequently came to light.

Part A General Chapter 11 Serious Incidents A serious incident is defined as an incident involving circumstances indicating that an accident nearly occurred and which: a. Has jeopardised the safety of passengers, crew or aircraft and narrowly avoided being an accident; b. Has serious potential technical or operational implications; or which c. May result in formal disciplinary action against aircrew or engineers. The decision to classify an Incident as ‘Serious’ will normally be made by Chief Operations Officer. This decision must be made as soon as possible after the event and before the crew or aircraft fly again. The Flight crew Manager is to relieve the crew from flying duties until they have been interviewed and assessed fit for duty. Any such action would be principally to preserve the crew’s recollection of the incident or to ensure their fitness for duty rather than for disciplinary reasons. If, following a serious incident, the aircraft lands away from base a replacement CVR and FDR, is to be installed before the aircraft flies again and the records installed at the time of the incident returned to base for action. If the crew or engineers attending the incident know or suspect that an incident may be classified as ‘serious’ they should ensure that any CVR or FDR, if fitted, is disabled after shutdown to prevent any relevant data being overwritten when power is re-applied to the aircraft. Incident Investigation The purpose of Incident reporting is to improve the safety and reliability of aircraft and their operation and thereby to avoid accidents and serious incidents. It is not the purpose of the incident reporting scheme to apportion blame, but it must be appreciated that where there is clear evidence of serious negligence or incompetence, the Company has a duty to take any action that may be necessary to ensure the future safety of its aircraft and their occupants. All incidents must be investigated if the purpose of the incident reporting scheme is to be served; the depth of the investigation required depending upon the seriousness of the incident. It is important that all incident reports should include sufficient information for the incident to be fully assessed by the Flight Safety Officer. The Chief Operations Officer is to ensure that both Flight Crew and Engineering sections give a full account of the incident, its causes and its consequences both actual and potential.

Part A General Chapter 11 When an incident warrants investigation by Flight Operations the FSO will discuss the incident with the Director of Flight Operations or his nominated Deputy to decide upon investigative action to establish the cause of the incident. The FSO, a Flight Operations Department Manager, or an appropriately experienced Captain, ideally a Training Captain, is to be nominated to investigate the incident and to manage the follow up action process. The investigation of all incidents is a joint Operations/Engineering task and is to be managed as a co-ordinated exercise by the Chief Operations Officer and Engineering Director or delegated to a suitably qualified Captain and Licensed Aircraft Engineer. In the case of Serious Incidents, as defined above, the investigation is to be conducted formally and both the Operations and Engineering investigators are to be senior members of staff appointed by the respective heads of department. Both investigators should be present at all interviews, component inspections etc and their report should be jointly produced. Incident Reporting Procedures The completed Incident Report should be despatched to the CAA Safety Data Department (SDD) within 72hours of the time when the accident or serious incident occurred.

11.4 The Management of Air Safety Reports/MOR

Introduction Crews are to complete an Air Safety Report (ASR) when an occurrence meets the criteria defined at Appendix I of the Operations Manual Part A. They should be supported with a tech log entry indicating that an ASR / MOR has been raised. Where the criteria match those outlined in Operations Manual Part A, AppendixI an incident or an accident then a Mandatory Occurrence Report (MOR) is to be filed using the same ASR report. Dissemination When completed the ASR form is filed in Q-Pulse and notification is automatically sent to members of the SAG. Director of Flight Operations will forward to the assigned CAA Flight Operations Inspector copies of those significant ASRs, which do not merit MOR status.

Part A General Chapter 11 Database Entry The Q-Pulse database is used to store information on ASRs allowing the Head of Safety to progressively update and record progress. An analysis can be made giving graphical trends using bar charts and other graphical presentations. Ownership of this database rests with the Head of Safety. MOR The Head of Safety or his nominated deputy will agree escalation to MOR status. If this is to be the case the MOR is to be electronically sent within 72 hours to the SRG Safety Data Department (SDD) at Gatwick with additional copies forwarded to the assigned CAA Flight Operations Inspector, and the Airworthiness Surveyor at Stirling. The Head of Safety will automatically upgrade to an MOR any ASR which meets the parameters for an MOR as defined in CAP 382. Local Assessment In order that Accident and Incident Reports can be more readily assessed, it is extremely important that the Chief Operations Officer gives careful consideration to the factual circumstances of the event before the report is distributed outside the Company. The comments and recommendations are a very necessary part of the report and should include opinion as well as any relevant background information, which may not be otherwise apparent from the text of the Pilot’s or the Engineering report.

11.5 Supporting Information

Where they may be relevant, the following documents and information should acCompany Accident or Serious Incident Reports: a. Photographs of the aircraft and area. b. Position of cockpit controls and switches. c. Sketch map of the area. d. Passenger/eye witness report. e. Post accident medical reports in respect of crew and passengers. f. Copy of the Standard or Multiple Sector Load Sheet. g. Any relevant extracts from local legislation and/or Base instructions. h. Weather Report. i. Passenger seat plan in the aircraft.

Part A General Chapter 11 j. Extract from radio log. k. Engine power checking data for the 30 days preceding the accident or incident. l. Post accident procedures carried out.

11.6 Accident and Incident Report Distribution

All Accident and Incident Reports shall be addressed to the Safety Data Department (SDD), CAA by Head of Safety, with a copy held on file by the Company. The Head of Safety notifies Flight Ops Department managers of all ASR/MORs periodically by e-mail. The Sections comprising an Accident Report must be kept intact and not separately posted to the respective department heads. Likewise supporting information should be attached to the Accident or Incident Report and sent under the same cover, if possible. A receipt will be returned to the Company by the CAA giving a reference number to the Accident or Incident which should be used in any further correspondence. Reports will, on receipt by the CAA, be subject to immediate internal distribution and will, in summary form, be distributed to Company Flight Safety Officers on a monthly basis. The monthly Incident/Accident Summaries should be made available to all pilots and engineers but they are not to be copied or shown to non-Company personnel and are to be treated as confidential documents. An accident file can only be closed by the Chief Operations Officer and any disciplinary measure which may arise from such events can only originate from or be authorised by him.

11.7 Mandatory Occurrence Reporting Scheme

The Civil Aviation Authority Mandatory Occurrence Reporting Scheme (MORS) CAP 382, relates to all British registered commercial transport aircraft having a maximum certificated weight of more than 2300kg. The Company policy is that reports will be submitted for appropriate occurrences to all British registered Company aircraft operating for commercial transport, regardless of maximum certificated weight. Air Safety Reports meeting MOR criteria are reported to the CAA to: The Safety Data Department Civil Aviation Authority Aviation House Gatwick Airport South West Sussex RH6 0YR

Part A General Chapter 11 Tel: 01293 573220 Fax: 01293 573972 Occurrences to non-British registered Company aircraft may be reported by overseas operations if they relate to an aircraft type operated by the Company. Regulation (EU) 2015/1018 of June 2015 lays down a list classifying occurances in civil aviation that are to be mandatorily reported according to regulation (EU)376/2014. The relevant items to our operation are detailed in AppendixI. Objectives of the Scheme a. To ensure that the CAA is advised of hazardous or potentially hazardous incidents and defects referred to as ‘Occurrences’. b. To ensure that knowledge of these occurrences is disseminated so that other persons and organisations may learn from them. c. To enable an assessment to be made by those concerned, of the safety implications of each occurrence, both in itself and in relation to previous similar occurrences, so that they may take or initiate any necessary action. The overall objective of the MORS is to use the reported information to improve the level of flight safety and not to attribute blame. Definition of a Reportable Occurrence A reportable occurrence is: a. Any incident (not being a notifiable Accident under Section 5 of the Civil Aviation (Investigation of Accidents) Regulations 1989). b. Any defect in or malfunctioning of the aircraft or any part of the aircraft or of its equipment, being an incident, malfunctioning or defect endangering, or which if not corrected would have endangered, the aircraft, its occupants, or any other person. c. Failure or inadequacy of facilities or services on the ground, used, or intended to be used for, or in connection with, the operation of the aircraft.

Part A General Chapter 11 d. Any incident arising from the loading or the carriage of passengers, cargo or fuel. The overriding criterion to determine whether an occurrence is reportable is if it: ‘endangered, or if not corrected, would have endangered, the aircraft, occupants, or other persons’. Informing Glasgow Base of Occurrences The following is intended as guidance to Aeroplane Commanders experiencing a technical malfunction or other occurrence away from base. a. The following is intended as guidance to aeroplane commanders experiencing a technical malfunction or other occurrence away from base. b. In all cases where the nature or extent of a problem is such that the flight cannot be continued normally, advice shall be sought from the Fleet Technical Manager and Engineering staff at the operating base. Whenever possible, the first point of contact should be with the Duty Movement Controller who will then alert the appropriate personnel for consultation. c. Whilst it is difficult to formulate a hard and fast rule to cover every possible situation, the general principle shall apply that unless the aircraft is judged serviceable to commercial transport standards it shall not be ferried back to base until the problem has been fully researched. d. It follows that a return to base ‘without passengers’ will not normally be undertaken and then only when specifically authorised by the Director of Flight Operations and with the concurrence of the aeroplane commander who will retain at all times the ultimate ‘NO-GO’ decision. e. Because of the attendant risk of misunderstanding due to poor communications, crews stranded away from base should arrange to discuss their problem by a telephone call if possible. f. In the case of crews experiencing in-flight unserviceability which in the opinion of the aeroplane commander can be rectified on return to base, the symptoms must still be reported on VHF. This will also enable the Engineering Department to prepare themselves to rectify the defects when the aircraft lands. g. It is mandatory that crews inform their operating base of occurrences such as birdstrikes, minor illnesses etc. as well as technical defects before continuing the flight, and if it is impractical, as soon as possible after take-off.

Part A General Chapter 11

11.8 AIRPROX Reports

AIRPROX Reporting General An AIRPROX report should be made whenever a pilot or controller considers that the distance between the aircraft as well as their relative positions and speed, have been such, that the safety of the aircraft involved was or may have been compromised. AIRPROX reports in UK airspace may be initiated by pilots or controllers and will be co-ordinated subsequently by the UK AIRPROX Board (UKAB). Where the event occurs in controlled airspace or otherwise meets the MOR criteria, an MOR investigation will be initiated by the Safety Data Department (SDD) of the Safety Regulation Group (SRG). AIRPROX Reporting Procedures UK Airspace AIRPROX occurrences are required to be reported on CAA Form CA 1094 in addition to the Air Safety Report Form in Q-Pulse. These forms may be obtained directly from the UK AIRPROX Board at www.airproxboard.org.uk. The original form should be sent without delay to the UK AIRPROX Board and a copy to Head of Safety. The Air Safety Report Form should clearly state that this form has been submitted to the UK AIRPROX Board directly. The AIRPROX form must be submitted to the UKAB within seven days of the AIRPROX occurring. An AIRPROX may be reported by a Pilot or an Air Traffic Controller. The AIRPROX must be reported by radio to the ATS unit being worked at the time, prefixing the message with the word AIRPROX. If this is not possible, this initial report should be made immediately after landing to any UK ATS unit but preferably to an ACC. Any incidents involving ACAS resolution advisories (RAs) should also include verbal notification to ATC. Prefixing the message with the words TCAS RA. AIRPROX Reporting Procedures Foreign Airspace (Including Republic of Ireland) The Air Safety Report and Form CA 1094 should be submitted to Head of Safety and not the UKAB for investigation by the foreign authorities and submission to the CAA. AIRPROX Reporting, Investigation and Assessment

Part A General Chapter 11 Details may be found in the UK AIP Section ENR 1.14 – Air Traffic Incidents available at www.ais.org.uk.

Part A General Chapter 11

11.9 Bird/Wildlife Occurrences

Bird/Wildlife Occurrences – General Article 227 of the Air Navigation Order 2009 requires that all birdstrikes are reported on aircraft in flight anywhere within the United Kingdom, whether damage is caused or not. This is more restrictive than EU Directive 2003/42/EC which only requires reporting of birdstrikes that cause damage. All birdstrikes must be reported on an Air Safety Reporting form whether damage is caused or not. Any wildlife noted that may endanger aircraft either on or in the vicinity of an airfield, regardless of interference must be reported to ATC and an ASR filed. Bird/Wildlife Occurrences Procedure Bird/Wildlife occurrences are reported on the Loganair Air Safety Reporting form in Q-Pulse and forwarded to Head of Safety. Head of Safety forwards the reports via the internet to the CAA. Bird/Wildlife Occurrences Reporting – Further Information Further information on Birdstrike reporting and the UK Birdstrike Committee can be found at www.caa.co.uk/birdstrikereporting.

11.10 Wake Turbulence

Wake Turbulence Reports are reported on the Loganair Air Safety Reporting form in Q-Pulse and forwarded to Head of Safety. Wake Turbulence Reports are forwarded by Head of Safety to the CAA.

11.11 Confidential Human Factors Incident Reports

(CHIRP) Reports of incidents or occurrences involving human factors and/or errors which the reporter wishes to remain confidential should be sent to CHIRP, FREEPOST (G13439), Building Y20E, Room G15 Cody Technology Park, Ively Road, Farnborough, Hampshire, GU14 0BR, United Kingdom. Confidential Telephone: +44 (0) 1252 395013 or (Aviation) Freefone (UK only) 0800 214645. Confidential Fax: +44 (0) 1252 394290. Email: confidential@chirp.co.uk (CHIRP does not recommend the use of non-encrypted e-mail systems for submitting sensitive information). Report forms are also available on the CHIRP website, www.chirp.co.uk.

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11.12 Special Notification Requirements in the Event of

an Accident or Occurrence When Dangerous Goods are Being Carried or Have Been Offered for Air Transport Without Having Been Prepared and Declared in Accordance with the ICAO Technical Instructions (SPA.DG.105) Information to be Provided by the Pilot-in-command in the Event of an In-flight Emergency (SPA.DG.105(b)(3)) If an in-flight emergency occurs and the situation permits the commander must inform the appropriate Air Traffic Services Unit of any dangerous goods on board. This information should include the proper shipping name, class/division, identified subsidiary hazard(s), compatibility group for explosives, quantity and location on board. Procedure for Flight Crew Follow aircraft emergency procedures for fire or smoke removal. The ICAO Emergency Response Guide details them as: • “No smoking” sign on; • Consider landing as soon as possible; • Consider turning off non-essential electrical power; • Determine source of smoke/fumes/fire; • See cabin incidents below; • Determine emergency response drill code; • Use guidance from response drill chart; and • If possible notify ATC of dangerous goods. Incidents in the Cabin In the event of an incident involving Dangerous Goods in the cabin: • Notify the Captain; • Identify the Dangerous Goods (if possible); • Store in a secure location (if undamaged) and monitor; • Contain spills/leaks if possible; • Move passengers and baggage if appropriate;

Part A General Chapter 11 • Advise ground personnel on landing of the Dangerous Goods and where located; • Report the incident on the Dangerous Goods Occurrence report form and file an ASR. Information to be Provided by the Operator in the Event of an Aircraft Accident or Serious Incident Where Dangerous Goods Carried as Cargo May be Involved (SPA.DG.110) If an aircraft carrying dangerous goods as cargo is involved in an accident or serious incident where the dangerous goods may be involved, Loganair must provide information, without delay, to emergency services responding to the accident or serious incident about the dangerous goods on board, as shown on the copy of the information to the pilot-in-command (NOTOC). The information must be sufficient to enable any hazards created by the dangerous goods to be minimised and include the proper shipping name, UN number, class/division, any identified subsidiary hazard(s), the compatibility group for explosives, the quantity and the location on board the aircraft. As soon as possible, Loganair must also provide this information to the CAA Dangerous Goods Office and the appropriate authority of the State in which the accident or serious incident occurred. See 11.12. In the first instance, the Dangerous Goods Office should be alerted to the incident or accident by phone using the following number: Telephone: +44 (0) 330 022 1915 Information to be Provided by the Operator in the Event of an Aircraft Incident (AMC1 SPA.DG.105(b)) In the event of an aircraft incident, the operator of an aircraft carrying dangerous goods as cargo must, if requested to do so, provide information without delay to the emergency services responding to the incident and to the appropriate authority of the State in which the incident occurred, about the dangerous goods on board, as shown on the copy of the information to the pilot-in-command (NOTOC). For aircraft accidents and serious incidents, see 11.12. Dangerous Goods Accident and Incident Reports (CAT.GEN.MPA.200(e)) Definitions:

Part A General Chapter 11 Dangerous goods accident: An occurrence associated with and related to the transport of dangerous goods by air which results in fatal or serious injury to a person or major property or environmental damage. Dangerous goods incident: An occurrence other than a dangerous goods accident associated with and related to the transport of dangerous goods by air, not necessarily occurring on board an aircraft, which results in injury to a person, property or environmental damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises an aircraft or its occupants is also deemed to be a dangerous goods incident.

Note: aircraft accident or incident as specified in ICAO Annex 13 — Aircraft Accident and Incident Investigation. An operator must report dangerous goods accidents and incidents to the appropriate authorities of the State of the Operator and the State in which the accident or incident occurred in accordance with the reporting requirements of those appropriate authorities.

Note: subject to all or part of the ICAO Technical Instructions through the application of an exception or of a special provision (e.g. an incident involving the short circuiting of a dry cell battery that is required to meet short-circuit prevention conditions in a special provision of 3;3). An operator must report to the State of the Operator and the State of Origin any occasion when: 1. Dangerous goods are discovered to have been carried when not correctly loaded, segregated, separated or secured. 2. Dangerous goods are discovered to have been carried without information having been provided to the pilot-incommand (when required) or the information is inadquate. An operator must report any occasion when undeclared or misdeclared dangerous goods are discovered in cargo or mail. Such a report must be made to the appropriate authorities of the State of the Operator and the State in which this occurred.

Part A General Chapter 11 An operator must report any occasion when dangerous goods that are not permitted are discovered by the operator (or the operator is advised by the entity that discovers the dangerous goods) either in the baggage or on the person of passengers (after check-in) or crew members. Such a report must be made to the appropriate authority of the State in which this occurred. In addition to the requirements of the ICAO Technical Instructions for the reporting of dangerous goods occurrences (above), ORO.GEN.160 OPS requires that any incident which endangers or which, if not corrected, would endanger an aircraft, its occupants or any other person is reported to CAA Safety Data. Dangerous goods occurrences reportable under the Mandatory Occurrence Reporting Scheme include: • Dangerous goods found not to have been secured to prevent movement. • Damage to packages of dangerous goods. • NOTOC errors where dangerous goods have not been stowed in accordance with loading instructions. • Failure to prepare electric wheelchairs in order to prevent accidental activation. • Electric wheelchairs found not to have been stowed and secured correctly. • Leakage of dangerous goods from passenger baggage.

Note: ORO.GEN.160 also meet the definition of a dangerous goods accident or incident (above), reportable in accordance with CAT.GEN.MPA.200(e). Accordingly, the report must be made to CAA Safety Data within 72 hours (rather than 96), unless exceptional circumstances prevent this. A dangerous goods accident or dangerous goods incident not meeting the criteria of ORO.GEN.160 must be reported to the CAA Dangerous Goods Office within 72 hours, unless exceptional circumstances prevent this. If necessary, a subsequent report shall be made as soon as possible giving all the details that were not known at the time the first report was sent. If a report has been made verbally, written confirmation shall be sent as soon as possible. Any type of accident or incident must be reported irrespective of whether the dangerous goods are in cargo, mail, stores, passengers’ baggage or crew baggage.

Part A General Chapter 11 Forms suitable for the reporting of dangerous goods occurrences, that include contact details for the CAA Dangerous Goods Office, are available from the Publications section of the CAA website at www.caa.co.uk Dangerous goods occurrences not meeting the criteria of ORO.GEN.160 are to be reported to dgo@caa.co.uk Using the following forms: CAA Form SRG 2808 may be used to report a dangerous goods occurrence involving cargo or unaccompanied baggage. CAA Form SRG 2809 may be used to report a dangerous goods occurrence involving a passenger/crew member or their baggage. The first and any subsequent report shall be as precise as possible and contain such of the following data that are relevant: • Date of the incident or accident or the finding of undeclared or misdeclared dangerous goods. • Location, the flight number and flight date. • Description of the goods and the reference number of the air waybill, pouch, baggage tag, ticket, etc. • Proper shipping name (including the technical name, if appropriate) and UN/ID number, when known. • Class or division and any subsidiary hazard. • Type of packaging, and the packaging specification marking on it. • Quantity of dangerous goods. • Name and address of the shipper, passenger, etc. • Any other relevant details. • Suspected cause of the incident or accident. • Action taken. • Any other reporting action taken. • Name, title, address and telephone number of the person making the report. Copies of relevant documents and any photographs taken should be attached to a report.

Part A General Chapter 11 Note 1: If Safe to do so, The Dangerous Goods Involved in the Accident or Incident Should be Held Pending CAA Investigation. Note 2: Incidents involving dangerous goods, accidents and undeclared dangerous goods must be entered into the Loganair Q-Pulse system. This includes incidents involving DG on the ground which endangers or which, if not corrected, would endanger an aircraft, its occupants or any other person. These reports will be passed to the Authority through the Loganair Safety Management System. Removal of Contamination (SPA.DG.105(b)(5)) In the event of a spillage or leakage of dangerous goods within an aircraft, the position where the dangerous goods was stowed on the aircraft must be inspected for damage or contamination and any hazardous contamination removed. The hazard of the dangerous goods within packages concerned may be established by checking the entry on the NOTOC for that loading position or from hazard labels applied to the packages. Persons responding in the event of damage to or leakage of dangerous goods from packages must: • Identify the hazards and wear appropriate protective clothing; • Avoid handling the package or keep handling to a minimum; • Inspect adjacent packages for contamination and put aside any that may have been contaminated; • Arrange for decontamination of the aircraft and equipment; and • In the case of infectious material, inform the appropriate public health authority or veterinary authority, and provide information to any other countries of transit where persons may have been exposed to danger; and notify the shipper and/or the consignee. If it is evident that a package containing radioactive material is damaged or leaking, or if it is suspected that the package may have leaked or been damaged, access to the package must be restricted and a qualified person must, as soon as possible, assess the extent of contamination and the resultant radiation level of the package. The scope of the assessment must include the package, the aircraft, the adjacent loading and unloading areas and, if necessary, all other material which has been carried in the aircraft. When necessary, additional steps for the protection of persons, property and the environment must be taken in accordance with provisions established by the relevant competent authority, to overcome and minimise the consequences of such leakage or damage. An

Part A General Chapter 11 aeroplane which has been contaminated by radioactive materials must be immediately taken out of service and not returned until the radiation level at any accessible surface and the non-fixed contamination are not more than the values specified in the Technical Instructions. In the event of non-compliance with any limit in the Technical Instructions applicable to radiation level or contamination, the operator must ensure the shipper is informed if the non-compliance is identified during transport; take immediate steps to mitigate the consequences of the non-compliance; and communicate the non-compliance to the shipper and relevant competent Authority(ies), respectively, as soon as practicable and immediately whenever an emergency situation has developed or is developing.

11.13 Irregularities Ground and Navigational Facilities

and Hazardous Conditions The commander shall notify the appropriate ground station (ATC) as soon as practicable whenever a potentially hazardous condition is encountered during flight, e.g: a. An irregularity in a ground or navigational facility. b. A meteorological phenomenon. c. A volcanic ash cloud. d. A high radiation level.

11.14 Hard or Overweight Landing

Any landing which may affect the structural integrity of the aircraft must be reported by making a suitable entry in the Technical Log. An ASR must also be raised for any such incident. Prior to making any such entry, guidance should be sought from Engineering or LMC. Aircraft which have made a hard or overweight landing must be inspected by qualified personnel in compliance with the relevant technical instructions from the aircraft manufacturer prior to subsequent flight. A number of safety factors are incorporated to prevent structural failure under such abnormal conditions as hard landings and flight through severe turbulence. However, any visible exterior damage, unusual noises, changes in controllability, etc. may indicate the need for a special inspection following a particularly hard landing or flight through extremely turbulent air. Any distortion of aircraft structure or wrinkling of surface skin must be reported and investigated.

Part A General Chapter 11 In the absence of any suitable recording device it is purely a subjective assessment of the aircraft crew as to whether a landing could be classified as ‘firm’ or ‘hard’. Historically, crews have tended to report perceived hard landings at much lower accelerations than the figure above thus providing an additional safeguard. Hard landings are best avoided by following the appropriate landing techniques specified in the aircraft manual, particularly in relation to proper control of speed, power setting, rate of descent and flaring technique. Most overweight landings will occur when an aircraft has to make an unscheduled early return due to an abnormality or emergency departure, where the aircraft has a lower Maximum Landing Mass than the Maximum Take-off Mass. Overweight landings are usually not a problem on normal line operations as sufficient fuel is burned during the planned sector and pre-takeoff calculations will take into account the most limiting mass. Crews should however exercise caution on short sectors where it is possible that insufficient fuel will have been burned if the Take-off was performed at Maximum Take-off Mass.

11.15 Confidentiality

Staff, are not to discuss the circumstances concerning any accident/ occurrence with anyone outside the Company other than authorised investigators.

Part A General Chapter 11

Part A General Chapter 12 12 Rules of the Air

Section 12: Communications

12.1 Air Regulation Instructions

The instructions listed below can be found in the Navblue Flight Information Supplement Book carried on all Company aeroplanes. a. Visual and instrument flight rules; b. Territorial application of the Rules of the Air; c. Communication procedures including COM-failure procedures; d. Information and instructions relating to the interception of civil aircraft; e. The circumstances in which a radio listening watch is to be maintained; f. Signals; g. Time system used in operation; h. ATC clearances, adherence to flight plan and position reports; i. Visual signals used to warn an unauthorised aeroplane flying in or about to enter a restricted, prohibited or danger area; j. Procedures for flight crew observing an accident or receiving a distress transmission; k. The ground air visual codes for use by survivors, description and use of signal aids; and l. Distress and urgency signals.

12.2 Distress and Urgency Calls

12.2.1 Distress

Definition A condition of the aircraft or person(s) on board the aircraft being threatened by serious and/or imminent danger and or requiring immediate assistance. Distress Message A Distress Message shall be sent on the air-ground frequency in use or any other appropriate frequency.

Part A General Chapter 12 MAYDAY, MAYDAY, MAYDAY and as many as possible of the following elements. NAME OF STATION ADDRESSED (time and circumstances permitting). AIRCRAFT IDENTIFICATION. NATURE OF THE DISTRESS. INTENTION OF THE CAPTAIN. PRESENT POSITION, FLIGHT LEVEL (or altitude) and HEADING. These requirements are not intended to prevent: a. Distress Signal MAYDAY being used if necessary at the commencement of any subsequent communication; b. Distress Message being broadcast if time circumstances make this course preferable; c. Use by an aircraft in distress of any means at its disposal to attract attention, make known its position and obtain help.

Note: immediate “Mayday” call to be issued. Frequency Utilisation Call initially on the frequency in use, but if that is not possible squawk 7700 and contact 121.5. With the closure of the Scottish D&D cell, the voice callsign “London Centre” is to be used on all transmissions on 121.5 MHz across the London and Scottish FIRs. On the ground, Rescue & Fire Fighting Services should be available on 121.6, if required.

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12.2.1.1 Rescue and Fire Fighting Services (RFFS) Communications –

Standard Emergency Hand Signals to Flight and Cabin Crew The following hand signals are to be used for emergency communications between an aerodrome RFFS incident commander/RFFS crew and the flight/cabin crew of the incident aircraft. RFFS emergency hand signals should be given from the left front side of the aircraft for the flight deck crew. (cid:3) (cid:3) (cid:3) (cid:3)

12.2.2 Urgency

Definition A condition concerning the safety of an aircraft or of some person on board or within sight, but which does not require immediate assistance. Urgency Message

Part A General Chapter 12 An Urgency Message shall be sent on the air-ground frequency in use but does not prevent an Urgency Message being broadcast if this course of action is considered preferable. PAN PAN, PAN PAN, PAN PAN and as many as possible of the following elements: NAME OF THE STATION ADDRESSED. AIRCRAFT IDENTIFICATION. NATURE OF THE URGENCY. INTENTION OF THE CAPTAIN. PRESENT POSITION, FLIGHT LEVEL (or altitude) and HEADING. ANY OTHER USEFUL INFORMATION.

12.3 General Notes on Emergency Communications

The Distress Call has absolute priority over all other transmissions. All stations hearing a Distress Message shall immediately cease any transmission which is capable of interfering with the Distress traffic and shall continue to listen on the frequency used for the Distress Message. An aircraft which is not in a position to render assistance and which has heard a Distress Message which has not been acknowledged immediately, should take all possible action to attract the attention of other stations which are in a position to render assistance. In these circumstances an aircraft may rebroadcast a Distress Message following the message with “THIS IS” and its own call sign three times. This point is vital to avoid confusion. As a general rule, aircraft stations intercepting a Distress Message should not reply to it UNLESS there is no immediate reply from an appropriate ground station, or other station, which is in a better position to render assistance. If necessary, an aircraft should act as a relay between the distressed aircraft and appropriate control station. Control of Distress traffic is the responsibility of the station in Distress, which may delegate control to another station (normally appropriate ATC station when Distress communications have been established). The control station and aircraft in Distress have authority to impose radio silence on any or all stations on the frequency used for Distress traffic by transmitting “STOP TRANSMITTING – MAYDAY”.

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12.4 Cancellation of Distress or Urgency

If after initiating Distress or Urgency communication procedures, the emergency conditions cease to exist and no further assistance is required, the aircraft must cancel the Distress or Urgency. This should normally be done by transmitting a cancellation message giving the necessary information to the station controlling the Distress traffic, who will then be responsible for advising all stations on the frequency in use that the Distress traffic has ended. Alternatively, if circumstances require it, the aircraft may cancel the Distress by a message to “all stations”. It is important that the Distress should be cancelled on all frequencies used during the Distress traffic. A “MAYDAY” may be downgraded to a “PAN” once an Emergency has been brought under control e.g. an Engine Fire may be down graded to PAN once the fire is out.

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Part A General Chapter 13 13 Leasing and Codeshare

Section 13: Leasing

13.0 Overview

13.0.1 Loganair Ltd will ensure this Section 13 (Leasing) entry reflects the

leasing activities required for our operation.

13.0.2 If and when Loganair Ltd makes use of the “Whitelist” Process, this will be

in accordance with the criteria in AppendixA. Before Loganair Ltd can use the “Whitelist” Process, this needs to be reviewed and accepted in writing by the assigned CAA Flight Operations Inspector (FOI). Once accepted, Loganair would, thereafter, use this process to assess potential Wet Lessors for inclusion onto their approved “Whitelist”.

13.1 Scope – Leasing

13.1.1 This Section details the Regulatory requirements and Company Policy

arrangements regarding Aircraft Leasing.

13.2 Lines of Responsibilities for Leasing

13.2.1 The following is an organogram of the lines of responsibility with Loganair

Limited regarding leasing of aircraft. It includes those responsible for ‘short term’ and ‘long term’ leasing.

13.2.2 Loganair Ltd LEASING ORGANIGRAM

Chief Executive Officer (cid:24)(cid:349)(cid:396)(cid:286)(cid:272)(cid:410)(cid:381)(cid:396)(cid:3)(cid:381)(cid:296)(cid:3)(cid:75)(cid:393)(cid:286)(cid:396)(cid:258)(cid:410)(cid:349)(cid:381)(cid:374)(cid:400) Director of Flight Operations Head of Safety Head of Quality Head of Airworthiness Compliance

13.2.3 The Director of Flight Operations is responsible for keeping this Section

13 (Leasing) up-to-date and notified to the UKCAA. In addition, the following key post are responsible for: 1. Chief Executive Officer is responsible for Lease Agreements. 2. Director of Operations is responsible for the day-to-day lease operations. 3. Head of Quality Compliance is responsible for auditing of the leasing policy and procedures.

Part A General Chapter 13 4. Director of Flight Operations is responsible for compliance of the leasing policy and procedures. 5. Head of Safety is responsible for ensuring equivalent level of safety during lease period. 6. Director of Flight Operations is responsible for regulatory compliance. 7. Head of Airworthiness is responsible for Continuing Airworthiness/ Maintenance management. 8. Responsibility for managing the “Whitelist” Process, including ensuring that the required audits are carried out and maintaining the validity of all associated documentation will be added here, if and when Loganair Ltd make us of this process.

13.3 Definitions

13.3.1 Lease – Aircraft leasing is the rental, rather than purchase, of aircraft by

an air carrier [i.e. commercial air transport operator] or a non-airline entity. (ICAO Document 10059)

13.3.2 Dry Lease Agreement – means an agreement between undertakings

pursuant to which the aircraft is operated under the air operator certificate (AOC) of the lessee or, in the case of commercial operations other than CAT, under the responsibility of the lessee; (UK Reg (EU) No 965/2012, Annex 1) An arrangement where the aircraft is leased without crew. (ICAO Document No 10059)

13.3.3 Wet Lease Agreement – means an agreement:

• In the case of CAT operations, between air carriers pursuant to which the aircraft is operated under the AOC of the lessor; or • In the case of commercial operations other than CAT, between operators pursuant to which the aircraft is operated under the responsibility of the lessor. (UK Reg (EU) No 965/2012 UK, Annex 1) An arrangement where the aircraft is leased with crew. (ICAO Document No 10059)

Part A General Chapter 13

13.3.4 Damp Lease – An arrangement where the aircraft is leased with partial

crew. (ICAO Document No 10059)

13.3.5 State of Registry (SoR) – The State on whose register the aircraft is

entered. (ICAO Document No 10059)

13.3.6 State of Operator (SoO) – The State in which the operator’s principal

place of business is located or, if there is no such place of business, the operator’s permanent residence. (ICAO Document No 10059)

13.3.7 Third Country Operator (EU271) – An Operator from a European Union

country who holds an Air Operator Certificate and Operating Licence granted by its competent authority.

13.3.8 Third Country Operator (EFTA42) – An Operator from Norway, Iceland,

Liechtenstein, or Switzerland only, who holds an Air Operator Certificate and Operating Licence granted by its competent authority.

13.3.9 Third Country Operator (non-EASA4) – An Operator from a non-EASA

Member State holding an Air Operator Certificate (AOC) and Operating Licence granted by its competent authority.

13.3.10 Third Country Registered Aircraft (EU271) – An aircraft registered in a

country from the EU27.

13.3.11 Third Country Registered Aircraft (EFTA42) – An aircraft registered in

Norway, Iceland, Liechtenstein, or Switzerland only.

13.3.12 Third Country Registered Aircraft (non-EASA Member State4) – An

aircraft registered in a State other than in the EU27 or the EFTA4 regions.

13.3.13 “Whitelist” Operator – An Operator (from an EASA Member State3) that

has been assessed by Loganair Ltd following a full audit process by demonstrating safety equivalence with relevant UK aviation regulations as required, to be listed. Loganair Ltd will maintain an adequate level of oversight during the lease or ready to lease in period.

Part A General Chapter 13

Note: of Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Portugal, Romania, Slovakia, Slovenia, Spain and Sweden. 2 European Free Trade Area (EFTA) Member States (EFTA4) - Norway, Iceland and Liechtenstein and Switzerland. (The European Economic Area (EEA) includes EU271 plus Norway, Iceland and Liechtenstein. Switzerland is not an EU or EEA member but is part of the single market and falls under the term of EASA Member State in this document.) 3 EASA Member State is a country which falls under 1 and 2 above. 4 A non-EASA Member State is any country which falls outside the scope of 1 and 2 above.

13.3.14 Long Term Lease – Great than 30 days cumulative days but no longer

than 7 months.

13.3.15 Short Term Lease – Less than 30 days cumulative days.

13.4 Table of Approvals, Permits, Certificates,

Validations or Exemptions Required for Leasing Agreements Associated Regulations to compliment the Leasing Table below 5 UK Statutory Instrument (SI) 2009 No 41 entitled Airline Operations – Operation of Air Services in the Community Regulations 2009/41. Notification for Regulation 17(2) should be submitted to the CAA Inspecting Officer (Leasing) using the aircraft.leasing@caa.co.uk mailbox. Please also see the CAA’s Aircraft Leasing Webpage for further information. 6 Article 13 (Leasing) of UK (EC) Reg No 1008/2008 of the European Parliament and of the Council, of 24 September 2008 on common rules for the operation of air services in the Community (Recast) (Text with EEA relevance) (Retained EU Legislation). Applications for Article 13 Approval should be submitted to the CAA Inspecting Officer (Leasing) using the aircraft.leasing@caa.co.uk mailbox. Please also see the CAA’s Aircraft Leasing Webpage for further information. 7 ORO.AOC.110 of UK (EU) Reg No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Retained EU Legislation) or in accordance with Regulation 17 of UK SI 2009 No 41. Applications for ORO.AOC.110 or Regulation 17 Lease Approval should be submitted to the CAA

Part A General Chapter 13 Inspecting Officer (Leasing) using the aircraft.leasing@caa.co.uk mailbox. Please also see the CAA’s Aircraft Leasing Webpage for further information. 8 Notifications for ORO.AOC.110(f) leases should include the documentation required by AMC1 ORO.AOC.110(f) and be submitted to the CAA Inspecting Officer (Leasing) using the aircraft.leasing@caa.co.uk mailbox. Please also see the CAA’s Aircraft Leasing Webpagefor further information. 9 Applications for UK Part T Approval in accordance with Annex Va of UK (EU) Reg No 1321/2014 of 26 November 2014 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (Recast) (Text with EEA relevance) (Retained EU Legislation) should be submitted to your assigned Airworthiness Surveyor. Please see the CAA’s Webpage for further information. 10 Applications for UK TCO Certificate in accordance with UK (EU) Reg No 452/2014 of 29 April 2014 laying down technical requirements and administrative procedures related to air operations of third country operators pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council (Text with EEA relevance) (Retained EU Legislation), should be submitted to the CAA using the tco@caa.co.uk mailbox. Please also see the CAA’s Third Country Operator Certificates Webpage for further information. 11 Applications for UK ANO Article 250 Permits should be submitted to foreigncarrierpermits@caa.co.uk. Please also see the CAA’s Foreign Carrier Permits Webpage for further information. 12 Requirement for the Lessee’s pilots to hold third country pilot licence validations (in accordance with Article 4 of UK (EU) Reg No 2020/723 on the Commission Delegated Regulation (EU) 2020/723 of 4 March 2020 laying down detailed rules with regard to the acceptance of third-country certification of pilots and amending Regulation (EU) No 1178/2011 or have been granted an Article 71(3) Exemption under UK (EU) Reg No 2018/1139 (“Basic Regulation”) when Dry Leasing-Out a UK Registered aircraft to a third country operator or Wet Leasing-In from a third country operator. Please see also How to validate your ICAO third country licence and Verification of a third country ICAO licence or contact pilotvalidation@caa.co.uk.

Type of Lease Lessee Lessor 5, 6 & 7 UK CAA prior Lease Approval required 8 UK CAA Notification required 9 UK CAA prior Part T Approval required 10 UK CAA Part TCO Certificate 11 UK ANO Article 250 Permit required 12 Third Country Pilot Licence Validation or Exemption
Dry Lease IN UK Operator UK Operator UK SI 41/ 2009, Reg 17(2)(b)
UK Operator EASA Member State3 Air Ops Regs ORO.AOC. 110(d) See para 13.5.2.4
UK Operator non-EASA Member State4 Air Ops Regs ORO.AOC. 110(d) See para 13.5.2.4
Dry Lease OUT UK Operator UK Operator UK SI 41/ 2009, Reg 17(2)(a)
EASA Member State3 UK Operator Air Ops Regs ORO.AOC. 110(e) NB: Lessee will require Part T from their NAA See para 13.5.3.3
non-EASA Member State4 UK Operator Air Ops Regs ORO.AOC. 110(e) See para 13.5.3.3
Part A General
Chapter 13
Table of Approvals, Permits, Certificates, Validations or Exemptions
required for Leasing Agreements (Continued)
12 Third
5, 6 & 7 UK Country
9 UK CAA 11 UK ANO
CAA prior 8 UK CAA 10 UK CAA Pilot
Type of prior Part T Article 250
Lease Approval Permit
Approval required Certificate Validation
required required
required or
Exemption
UK SI 41/
UK UK
2009, Reg
Operator Operator
17(2)(b)
Air Ops
EASA
UK Regs See para
Dry Lease Member  
Operator ORO.AOC. 13.5.2.4 IN State3
110(d)
Air Ops
non-EASA
UK Regs See para
Member  
Operator ORO.AOC. 13.5.2.4 State4
110(d)
UK SI 41/
UK UK
2009, Reg
Operator Operator
17(2)(a)
EASA UK Regs will require See para
Dry Lease Member
Operator ORO.AOC. Part T from 13.5.3.3
OUT State3
110(e) their NAA
Air Ops
non-EASA
UK Regs See para
Member
Operator ORO.AOC. 13.5.3.3
State4
110(e)

Part A General Chapter 13 12 Third 5, 6 & 7 UK Country 9 UK CAA 11 UK ANO CAA prior 8 UK CAA 10 UK CAA Pilot Type of prior Part T Article 250 Lessee Lessor Lease Notification Part TCO Licence Lease Approval Permit Approval required Certificate Validation required required required or Exemption UK SI 41/ UK UK 2009, Reg Operator Operator 17(2)(c) Air Ops UK Regs See para EU271   Operator ORO.AOC. 13.6.3.7 110(c) Air Ops Regs ORO.AOC. UK 110(c) And See para Wet Lease EFTA42   Operator UK (EC) 13.6.3.7 IN Reg No 1008/2008 Article 13(3) Air Ops Regs ORO.AOC. non-EASA UK 110(c) and See para Member   Operator UK (EC) 13.6.3.7 State4 Reg No 1008/2008 Article 13(3) Air Ops UK UK Regs See para Operator Operator ORO.AOC. 13.6.4.2 110(f) Air Ops EASA Wet Lease UK Regs See para Member OUT Operator ORO.AOC. 13.6.4.2 State3 110(f) Air Ops non-EASA UK Regs See para Member Operator ORO.AOC. 13.6.4.2 State4 110(f)

13.5 Dry Leasing

(Please see Appendix B Guidance Material – Section 1 (Dry Lease-In) and Section 2 (Dry Lease-Out) Flowcharts).

Part A General Chapter 13

13.5.1 Dry Leasing IN and OUT of a UK Registered Aircraft to a

UK Operator

13.5.1.1 In accordance with Article 13(2) of UK (EC) Reg No 1008/2008, prior

approval is required from the CAA under. 1. Dry Lease-In: Regulation 17(2)(b) of UK Statutory Instrument (SI) 2009 No 41, once Loganair Ltd has demonstrated compliance with ORO.AOC.110(a), (b) and (e). The Lease Approval is covered under the CAA’s General Approval of Leasing Agreements Entered into by a United Kingdom Air Carrier published in the UKCAA’s Official Record Series 4 (ORS4). 2. Dry Lease-Out: ARO.OPS.110(a)(3) of UK (EU) Reg No 965/2012 once Loganair Ltd has demonstrated compliance with ORO.AOC.110(d). The Lease Approval is covered under of the CAA’s General Approval of Leasing Agreements Entered into by a United Kingdom Air Carrier published in the UKCAA’s Official Record Series 4 (ORS4). A link to this document is available on the UKCAA’s Aircraft Leasing Webpage.

13.5.1.2 Loganair Ltd does not currently Dry Lease-In UK registered aircraft

from a UK Operator or Dry Lease-Out to a UK Operator. Prior to entering into a lease agreement, Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

13.5.2 Dry Leasing-in a Third Country Registered Aircraft (Any

Aircraft that is non-UK Registered)

13.5.2.1 In accordance with Article 13(2) of UK (EC) Reg No 1008/2008 prior

approval is required from the UKCAA under UK (EU) Reg No 965/2012, paragraph ARO.OPS.110(a)(1) and in compliance with ORO.AOC.110(a), (b) and (d)* plus the associated AMC1 ORO.AOC.110. Applications should be submitted to the Aircraft.Leasing@caa.co.uk mailbox. For required supporting documentation, please see the CAA’s Aircraft Leasing webpage and Loganair Ltd Leasing procedures.

Part A General Chapter 13

Note: dry lease-in of an aircraft registered in a third country shall demonstrate to the CAA that: 1. An operational need has been identified which cannot be satisfied through leasing aircraft registered in the United Kingdom. 2. The duration of the dry lease-in does not exceed seven months in any 12 consecutive month period. 3. Compliance with the applicable requirements of UK (EU) Reg No 1321/2014 is ensured; and 4. The aircraft is equipped in accordance with the Air Operations Regulations.

13.5.2.2 Further to points 1–4 Loganair Ltd will also need to demonstrate

compliance with the requirements of ORO.AOC.100(c)(2) and ORO.AOC.110(d)(3). This is demonstrated by achieving a Part-T Approval in accordance with Annex VA of UK (EU) Reg No 1321/2014 on continuing airworthiness.

Note: non-EASA Member State may take longer to process as the CAA Airworthiness Surveyor is required to be appropriately qualified and trained in the regulations of that State. If required, Loganair Ltd will contact our assigned Airworthiness Surveyor to discuss this further prior to application submission.

13.5.2.3 A Permit will be required in all cases under Article 250 of the UK Air

Navigation Order 2016, which can be obtained from the CAA’s Permit team. Please use the following link for further information on how to apply for a Permit and the associated Permit application fee: CAA’s Foreign Carrier Permits Webpage.

13.5.2.4 Pilot Licence Holders should contact the State of Register regarding Pilot

Licence Validation.

13.5.2.5 Loganair Ltd does not currently Dry Lease-In third country

registered aircraft. (See Paragraphs 13.3.10 to 13.3.12 above). Prior to entering into a lease agreement, Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

Part A General Chapter 13

13.5.3 Dry Leasing-out to any Operator

13.5.3.1 In accordance with Article 13(2) of UK (EC) Reg No 1008/2008 prior

approval is required from the UK CAA under ARO.OPS.110(a)(3) and in compliance with ORO.AOC.110(e)*. Applications should be submitted to the Aircraft.Leasing@caa.co.uk mailbox. For required supporting documentation, please see the CAA’s Aircraft Leasing webpage and Loganair Ltd Leasing procedures.

Note: this Part intending to dry lease-out one of its aircraft shall apply for prior approval by the [CAA]. The application shall be accompanied by copies of the intended lease agreement or description of the lease provisions, except financial arrangements, and all other relevant documentation.

13.5.3.2 When a UK registered aircraft is dry leased-out to an Operator in an EASA

Member State, Loganair Ltd will need to demonstrate that the Lessee holds a Part T Approval covering the dry leased aircraft, issued by the aviation authority of the State of the lessee.

13.5.3.3 The Lessee’s pilots will be required to hold UK PART-FCL Licence, or

third country pilot licence validations issued in accordance with Article 4 of UK (EU) Reg No 2020/723 or have been granted an Article 71(3) Exemption under UK (EU) Reg No 2018/1139. For further information, please see Validating a non-UK licence and (Verify Your Third Country Licence) or contact pilotvalidation@caa.co.uk.

13.5.3.4 Loganair Ltd does not currently Dry Lease-Out to a UK Operator/

EASA Member State Operator/non-EASA Member State Operator. Prior to entering into a lease agreement, Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

13.6 Wet Leasing

(Please see Appendix B Guidance Material – Section 3 (Wet Lease-In) and Section 4 (Wet Lease-Out) Flowcharts).

13.6.1 General – Contracted Activities in the Air Operations

Regulation UK ORO.GEN.205 and AMC1 ORO.GEN.205

13.6.1.1 Wet Leasing-in an Operator

Loganair Ltd has a responsibility for the oversight of all contracted activities, and all safety related activities, which includes all leasing agreements. AMC1 ORO. GEN.205(c) requires “…contracted safety

Part A General Chapter 13 related activities relevant to the agreement should be included in the operator’s safety management and compliance monitoring programmes”. This would require Loganair Ltd to ensure these activities are embedded within their management system required by ORO.GEN.200.

13.6.1.2 Passenger Notification of Operating Air Carrier

Under Article 11 of UK (EC) Reg No 2111/2005, Loganair Ltd is required to inform its passengers of the identity of the operating air carrier or carriers. This will allow the consumer to make an informed choice, to understand which Operator is contracted to perform the flight, and to help them access their statutory rights. Consequently, Loganair Ltd and its wet lessors must be familiar with their responsibilities on identifying the operating carrier to the passenger under relevant consumer law. See Article 11 for further information.

13.6.1.3 Flight Number/Call Sign and Traffic Rights

Under a Wet Lease arrangement, the Lessee’s airline designator codes and traffic rights are to be used. Therefore, when Wet Leasing-In an aircraft, the UK Operator’s flight number/call sign (designator code) and traffic rights should be used. For further information, please refer to ICAO Doc 8335, Part V, Chapter 1 General Paragraph 1.4.

13.6.2 Wet Leasing-in of a UK Registered Aircraft Between UK

Operators

13.6.2.1 In accordance with Article 13(2) of UK (EC) Reg No 1008/2008 prior

approval is required from the UK CAA under Regulation 17(2)(c) of UK Statutory Instrument (SI) 2009 No 41 and in compliance with ORO.AOC.110(a) and (b).

13.6.2.2 The Lease Approval is covered under the CAA’s General Approval of

Leasing Agreements Entered into by a United Kingdom Air Carrier published in the CAA’s Official Record Series 4 (ORS4) Document No. A link to this document is available on the UK CAA’s Aircraft Leasing webpage. Notifications should be submitted to the CAA’s Inspecting Officer (Leasing) via the Aircraft.Leasing@caa.co.uk mailbox.

13.6.2.3 Prior to entering into a lease agreement, Loganair has established

below detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

Part A General Chapter 13

13.6.3 Wet Leasing-in from a Third Country Operator (Non-UK

Operator)

13.6.3.1 The concept of wet leasing aircraft is to allow operators to satisfy short

term operational requirements (including seasonal capacity fluctuations). Wet leasing from a non-UK Operator is not a facility that is available for permanent fleet capacity (in accordance with schedule 7, ORS 1). ))rroottaarreeppOO KKUU(( wwoollff sssseeccoorrpp nnII eessaaeeLL tteeWW mmaaeeTT ppiihhssrreeddaaeeLL lloorrttnnooCC ssnnooiittaarreeppOO ssnnooiittaarreeppOO tthhggiillFF eeccnnaaiillppmmooCC && yyttiillaauuQQ tew ot tnemeriuqeR deifitnedi ni-esael etarepO rof rossel tcatnoC sredlohekatS mrofnI ytilibaliava esael timbuS .1 fo level tnelaviuqE AAC ot tnemeerga ?ytefas gnisaeL AAC yfitoN .2 IOF yfitoN .3 weiver ,tidua mrofreP seY rof deen enimreteD oN troper edacsac dna pmar dna tidua dnE noitcepsni esluP-Q

Wet/Damp Lease-in Fleet % Permitted of Non-UK Reg
No of Aircraft operating on the UK AOC (core fleet**) 1 2 3 4 5 6
No of Aircraft Permitted to be wet leased-in 1* 1 2* 2 3* 3
Part A General
Chapter 13
Normally a maximum of up to 50% of a UK Operator’s core fleet is
permitted to be ‘wet leased’, where appropriate rounded up to the nearest
whole aircraft. Please see the table below for examples.
No of Aircraft operating on the UK 1 2 3 4 5 6
AOC (core fleet**)
No of Aircraft Permitted to be wet 1 1 2 2 3* 3
leased-in
* Rounded up to the nearest one aircraft.
** Core fleet is defined as the number of comparable ‘G’ registered aircraft retained on a UK
Operator’s AOC.
This percentage can only be increased for exceptional circumstances
(e.g. the grounding of aircraft type). In this case, the request must be
assessed on a case-by-case basis by Flight Operations (Leasing) (SARG)
and Airline Licensing (CMG).
However, please be aware that all Third Country registered aircraft being
wet/damp leased-in must comply with the limitations detailed under Article
13(3) of UK (EC) Reg No 1008/2008 (except aircraft registered in an
EU271 Member State).
13.6.3.2 In accordance with Article 13(2) of UK (EC) Reg No 1008/2008 prior
approval is required from the UK CAA under ARO.OPS.110(a)(2) and in
compliance with ORO.AOC.110(a), (b) and (c)*. Applications should be
submitted to the CAA’s Inspecting Officer (Leasing) via the
Aircraft.Leasing@caa.co.uk mailbox.
Note: ORO.AOC.110(c) Requires the applicant for the approval of the
wet lease-in of an aircraft from a third-country operator to
demonstrate to the CAA all of the following:
1. That the third country operator holds a valid AOC issued in
accordance with Annex 6 to the Convention on International
Civil Aviation.

Part A General Chapter 13 2. That the safety standards of the third country operator with regard to continuing airworthiness and air operations are equivalent to the applicable requirements established by UK (EU) Reg No 1321/2014 and UK (EU) Reg No 965/2012. This is demonstrated as follows: a. EASA Member State3 Operators – by using the CAA’s “Whitelist” Process, please see AppendixA (below) of this OMA Section 13 leasing template.

Note: recognition that the UK Operator remains accountable for the safety of its operations when using Wet Leasing-In (WLI) services and that it must therefore oversee WLI aircraft as part of its own Safety Management System (SMS) to assure the safety of such operations. b. Third Country Operator (non-EASA4) – this requires an equivalent level of safety assurance in accordance with AMC1 ORO.AOC.110(c) requirements. This is carried out on a case-by-case basis via an on-site audit. 3. That the aircraft has a standard CofA issued in accordance with Annex 8 to the Convention on International Civil Aviation.

13.6.3.3 The following AMC and GM material in UK (EU) Reg No 965/2012 is

available to assist Loganair Ltd in its application – AMC1 ORO.AOC.110, AMC1 ORO.AOC.110(c), AMC2 ORO.AOC.110(c), GM1 ORO.AOC.110(c). Please also take note of ORO.GEN.205 and AMC1 ORO.GEN.205, GM1 ORO.GEN.205 and GM2 ORO.GEN.205 on requirements for external contracts.

13.6.3.4 In addition, prior Approval is required from the DfT/CAA issued under

Article 13(3) of UK (EC) Reg No 1008/2008 when Wet Leasing-In from any Operator and using a Third Country registered aircraft from an EFTA42 or Non-EASA4 State, (refer to paragraph 13.3.8, 13.3.9,

13.3.11 and 13.3.12 above). To obtain this Approval, Loganair Ltd shall

follow point 13.6.3.8 below.

13.6.3.5 Loganair Ltd will need to demonstrate that the Third Country Operator

holds a TCO Certificate issued by the UK CAA. See TCO guidance.

Part A General Chapter 13

13.6.3.6 A Permit will be required under Article 250 of the UK Air Navigation Order

2016, which can be obtained from the CAA’s Permit team. Please use the following link for further information on how to apply for a Permit and the associated Permit application fee: CAA’s Foreign Carrier Permits Webpage.

13.6.3.7 The Lessee should ensure that the Lessors pilots hold the required pilots

license validations as applicable. www.caa.co.uk/Commercial-industry/ Pilot-UK-licenses/How-to-validate-your-ICAO-third-country-license/

13.6.3.8 Article 13(3) Approval under UK (EC) Reg No 1008/2008

Article 13(3) Approvals are required when Wet Leasing-In a Third Country registered aircraft from an EFTA42 or Non-EASA4 State and are granted by the DfT/UK CAA. To obtain this Approval, Loganair Ltd must: 1. In accordance with Article 13(3)(a) satisfy the UK CAA that equivalent safety standards (ORO.AOC.110(c) and AMC1 ORO.AOC.110(c)) have been met and will be maintained (refer to

13.6.3.1 (2) (b) above), and

  1. In accordance with Article 13(3)(b) demonstrate compliance to the UK CAA/DfT with one of three criteria: a. Exceptional needs – which has approval duration of up to seven months, with the possibility of an extension for a further seven months. No further extensions are then permitted, or b. Seasonal capacity needs – which cannot reasonably be satisfied with aircraft registered in the United Kingdom – for which the approval can be renewed, or c. Operational difficulties – which it is either not possible or reasonable to cover with aircraft registered in the United Kingdom – for which the approval will be limited to the duration strictly necessary for overcoming the difficulties.

Note: international agreement on wet leasing signed by the United Kingdom which is based on an Air Transport Agreement to which the United Kingdom is a party, and which was signed before 1 January 2008.

Part A General Chapter 13

13.6.3.9 Loganair Ltd procedure can be found below.

Note: 1. Complete, as a skills test, the type or class rating revalidation requirements of Annex I (PART FCL), as relevant to the privileges of the license held. 2. Demonstrate knowledge of the relevant parts of the operational requirements and Annex I (PART FCL) to UK regulation (EU) No1178/2011 (the UK Aircrew regulation). ))7722UUEE(( wwoollff sssseeccoorrpp nnII eessaaeeLL tteeWW mmaaeeTT ppiihhssrreeddaaeeLL lloorrttnnooCC ssnnooiittaarreeppOO ssnnooiittaarreeppOO tthhggiillFF eeccnnaaiillppmmooCC && yyttiillaauuQQ tedwei foittn tendeim nei-reiusaqeelR esael timbuS .1 AAC ot tnemeerga etarepO (cid:336) I (cid:374) LW (cid:349)(cid:410)(cid:374) m (cid:396)(cid:381) (cid:381) e r (cid:349)(cid:393) o (cid:410)t(cid:258)e (cid:393) f (cid:373)l (cid:437) e p n (cid:400)(cid:396)m (cid:3)(cid:381) i (cid:367) l (cid:367) o n (cid:296)(cid:258)(cid:374)C o (cid:3)(cid:282)(cid:349) . (cid:374) 2 (cid:258) sredlohekatS mrofnI rof yrotislisbeal ltiacavtanoC elcittriam rroefp y 0lp5p2A .3 fo leve?ly ttnefealasviuqE fi feirbel bwaecriclp mparofreP ecnecnilo tiotalidpi lmavrifnoC (cid:373) (cid:3) (cid:3) (cid:381)(cid:3) (cid:3)(cid:400) (cid:258)(cid:4) (cid:853)(cid:410) (cid:258)(cid:410) (cid:286) (cid:3)(cid:4) (cid:381)(cid:282) (cid:346) (cid:410) (cid:374) (cid:18)(cid:3) (cid:286) (cid:3) (cid:286) (cid:396)(cid:3) (cid:3)(cid:286) (cid:381)(cid:296) (cid:60)(cid:410) (cid:47)(cid:374) (cid:258) (cid:400) (cid:104) (cid:3)(cid:856)(cid:400) (cid:272) (cid:3)(cid:410)(cid:455)(cid:3) (cid:286) (cid:349) (cid:396) (cid:381)(cid:296) (cid:286)(cid:286)(cid:62) (cid:349)(cid:410)(cid:410) (cid:346) (cid:3)(cid:18) (cid:3)(cid:396) (cid:364) (cid:455)(cid:410) (cid:286) (cid:3)(cid:272) (cid:3)(cid:367) (cid:75)(cid:374)(cid:393)(cid:272) (cid:286)(cid:18) (cid:3) (cid:286)(cid:393) (cid:346) (cid:75) (cid:100)(cid:346)(cid:258) (cid:18) (cid:18) (cid:410) (cid:100) eslu w P te - r Q iovpeer r, teidduaacs macr odfnraeP seY (cid:3) (cid:3) (cid:396) r (cid:3) (cid:3)(cid:286)(cid:381) (cid:286) o (cid:374) (cid:400) (cid:271)(cid:410) (cid:336) fp (cid:286) (cid:455)(cid:3) (cid:3)(cid:396) (cid:374) (cid:258) (cid:346)(cid:410) dm (cid:381)(cid:400) (cid:381) (cid:282) (cid:410) e (cid:437)(cid:349) a (cid:3)(cid:367) (cid:3)(cid:396) e (cid:400)(cid:3) (cid:1004) (cid:373) r (cid:393) (cid:296)(cid:455) n (cid:1007) (cid:47) d (cid:3) (cid:258)(cid:3) (cid:3) (cid:282) (cid:856) (cid:3) (cid:374) en (cid:282) n (cid:374)(cid:286) n (cid:381)(cid:3) ao (cid:349)(cid:410) (cid:1004) (cid:346) i (cid:349) (cid:272) i m (cid:410) t (cid:1007) t (cid:410)(cid:437)(cid:272) ic (cid:349) (cid:3) d (cid:449) (cid:286) r (cid:374) (cid:282) e eu (cid:393)(cid:258) (cid:374) p (cid:3) t (cid:396) a (cid:400)(cid:346) (cid:381) s e (cid:381) (cid:374) n (cid:410) (cid:272) D (cid:349) i oN dnE

Part A General Chapter 13

13.6.4 Wet Leasing-out a ‘G’ Registered Aircraft to any

Operator

13.6.4.1 An approval is not required by Article 13(2) of UK (EC) Reg No 1008/2008.

However, in order to wet lease-out a ‘G’ registered aircraft to any Third Country Operator (Non-UK AOC), the following requirements apply: 1. Before the aircraft is wet leased-out, the UK Operator must notify the UK CAA in accordance with ORO.AOC.110(f) and AMC1 ORO.AOC.110(f) of the Air Operations Regulation. Notifications should be forwarded to the CAA’s Inspecting Officer (Leasing) via the Aircraft.Leasing@caa.co.uk mailbox, and the UK Operator’s assigned Flight Operations Inspector. 2. Loganair Ltd.’s AOC must cover the areas of operation required.

13.6.4.2 Operators should check whether pilots are required to have a license

validation form the state of lessee.

13.6.4.3 Loganair Ltd does not currently Wet Lease-Out to any Operator.

Prior to entering into a lease agreement, Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

13.7 Damp Leasing (In or Out)

13.7.1 Damp leasing is managed in the same way as wet leasing. However,

cabin crew from the Lessee who are operating under the Lessor’s AOC will need to be trained in the operating procedures of the Lessor.

13.7.2 Loganair Ltd does not currently Damp Lease-In or Out from any

Operator. Prior to entering into a lease agreement, Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements. Any lease agreement will require prior approval by the UKCAA.

13.8 Codeshare

13.8.1 Loganair Ltd only code share with airline partners in UK.

Continuous compliance of the code-sharing UK Operator with the applicable ICAO standards will be performed based on a code-share audit programme.

Part A General Chapter 13 Individual agreements are drawn up and managed by the commercial department, in conjunction with Flight Operation to ensure compliance with ORO.AOC.115 regulations. Annex 13.A: Wet Leasing-in an Operator from an EASA Member State3 Only – “Whitelist” (Six A’s) Process 13.A.1 The Six ‘A’s “WhiteList” Process – Acceptance, Assessment, Addition, Approval, Acknowledgement and Audit – in More Detail When considering using the facility of wet leasing-in an aircraft registered from an EASA Member State3 and operated by a EASA Member State3 Operator, Loganair Ltd should first pre-assess potential Lessors and, if satisfactory to them, add the Lessor to their list of pre-assessed wet Lessors (or company “WhiteList”). This company “WhiteList” is not approved by the CAA, but is owned and maintained by Loganair Ltd (Lessee), who will have decided upon the required level and frequency of monitoring and re-assessment. Loganair Ltd is required to notify the CAA when adding and/or removing Wet Lessors from their company “WhiteList”. Further details on each of the six ‘A’s process, is as follows: 1. Acceptance – The CAA Flight Operations Inspector (CAA FOI) will confirm their “Acceptance” of the UK Operator’s process for assessing and adding a Lessor to their List of Pre-Assessed Wet Lessors (company “WhiteList”). As a minimum, the UK Operator’s process must include the criteria specified in the CAA’s Minimum Requirements List (MRL). Please see Annex13.A.2 of this document which details the CAA’s MRL criteria. 2. Assessment – The UK Operator is required to process potential Wet Lessors through their previously accepted process (see 1 above). Once they have decided upon which Wet Lessors to use, the UK Operator must carry out an assessment of those Lessors they wish to engage with; the outcome of which should be documented and available to the CAA upon request. 3. Addition – Once the company “WhiteList” Process has been accepted by the CAA FOI and the UK Operator has assessed and satisfied themselves of the equivalent safety standards of Wet Lessors the UK Operator must notify the CAA (their FOI and the Inspecting Officer (Leasing) via the Aircraft.Leasing@caa.co.uk) when they add a Wet Lessor (EASA Member State Operator only) to their company “WhiteList”.

Part A General Chapter 13 4. Approval – UK Operators must have been granted a Lease Approval by the CAA prior to Wet Leasing-In an aircraft from an EASA Member State3 operator. This will be issued in the form of a “Specific Approval” between the particular EASA Member State Operator and Loganair Ltd and can only be obtained by having: a. An active company “WhiteList” which includes the particular EASA Member State Operator (Lessor) and which has been previously notified to the CAA; b. There is a Lease Agreement in place, duly signed and dated by the EASA Member State Operator (Lessor) and the UK Operator (Lessee), and it has been forwarded to the CAA Inspecting Officer (Leasing) via Aircraft.Leasing@caa.co.uk. The Lease Agreement should detail at least the full legal name of the EASA Member State Operator (Lessor) and of the UK Operator (Lessee), along with details of the aircraft types, registrations and agreed lease period (Lease start date and end date). If the lease is extended beyond the expiry date, a Side Letter cross-referring to the original Lease Agreement, duly signed and dated by the EASA Member State Operator (Lessor) and Loganair Ltd (Lessee), or a new Lease Agreement can be submitted to obtain a further “Specific Approval”. 5. Acknowledge – Loganair Ltd must notify the CAA prior to wet leasing-in the aircraft (type and registration) at least 30 minutes prior to the flight. Loganair Ltd must use the CAA’s on-line notification form (using the option “Stage 3 notification”) and receive an automated e-mail “Acknowledgement” confirming the use of the “Specific Approval” for that lease agreement. Please Note: The “Acknowledgement” is validated by “Specific Approval” given relating to that lessor the conditions of the “Specific Approval” must be adhered to). A link to the WLI on-line form is available on the CAA’s Aircraft Leasing webpage. 6. Audit – The CAA will incorporate a review of Loganair Ltd Wet Leasing activities into their usual auditing schedule. 13.A.2 Minimum Requirements List to Achieve CAA Lease Approval when Wet Leasing-In an Aircraft Registered in the EU271 or EFTA42 from an EASA Member State Operator The items listed below are not exhaustive and may not all be applicable for all types of Operator. The onus is on Loganair to demonstrate to the CAA compliance with the below to a level where Loganair themselves are satisfied. This will become part of the routine oversight by the CAA’s Flight

Part A General Chapter 13 Operations Inspectors. The State of the Operator (for the Lessor) must be fully aware of the wet leasing-in arrangements. Any item listed below that the Operator deems to not be applicable must be justified to the CAA. 1. In order to achieve a CAA accepted “WhiteList” Process, Loganair Ltd should consider the following: • The last two years Mandatory Occurrence Reporting (MOR) data and all MORs during the lease in period – demonstrate how these are reviewed and trend analysis undertaken. • Minutes of the last two years Safety Action Group (SAG) meetings – demonstrate that a sample of sufficient size is assessed to enable trend analysis. • Minutes of the last two years Safety Review Board (SRB) meetings – demonstrate how these are reviewed and trend analysis undertaken. • Flight Data Monitoring (FDM) Output – demonstrate that trends have been assessed from previous 24 months operations and the process for how FDM [anomalies] are notified and addressed to the Operator within a 72 hour window. • Review the Operations Manual Content – sample to include Sections 1 (AOC Areas of Operation), 2 (Aerodrome Operations), 7 (FRM Part A) and 9 (Dangerous Goods). Section 2 (Aerodrome Operations) will include briefings on operations into and out of Cat B and C aerodromes. • Compliance system audit – review audit schedule and scope of audits. • Fatigue Management system (FM)/Fatigue Risk Management (FRM) audit. • Evidence of current and up to date crew training records. • Evidence that the UK Operator has reviewed information on the foreign operator’s Safety Assessment of Foreign Aircraft (SAFA) reports/trends. • Evidence that the UK Operator has carried out an assessment against EASA regulations, identifying any gaps and demonstrating equivalency, including continuous assessment. • Evidence of compliance with Continuing Airworthiness (UK (EU) Reg No 1321/2014) – demonstrate Part M (Continuing Airworthiness Requirements) and Part-145 (Maintenance Organisation Approvals) arrangements for the leased aircraft.

Part A General Chapter 13 • When using a Wet Lessor for 30 days or more in any given 12-month period (cumulative days) the following should also be considered: • Flight inspections – to be conducted prior to or within 30 days from the start of the lease agreement and then as part of the normal compliance audit schedule of the Lessor. The Operator will need to resolve any security aspects with the Lessor and their competent authority. • Training observation audits – where appropriate, for example Cat C aerodromes or contaminated runways. • The information in Annex13.A.2, paragraph (1) above should be retained by Loganair Ltd and made available to the CAA upon request. 2. Information on the Leased Aircraft • Loganair Ltd should have (and retain) valid documentation comprising the following, ahead of wet leasing-in aircraft: • The aircraft type, registration and serial number. • The name and address of the registered owner. • Name and address of the foreign operator (Lessor). • The period of the lease (lease start date and end date). • Routes to be flown. • Copy of the lease agreement or description of the lease provisions, except financial arrangements. • A signed statement by the lessee (Loganair Ltd) that the parties to the lease agreement fully understand their respective responsibilities under the applicable regulations. • Air Operator Certificate (AOC) and the associated Operations Specification, Operations Manual entries. (The AOC information should detail the aircraft type(s) and registration(s) to be used by the UK Operator, the AOC areas and types of operation and equipment and dangerous goods approvals). • In addition, a copy of the Operating License issued by the State of Operator; • Certificate of Registration (CofR) issued by the State of Registry for all the aircraft to be used. • Certificate of Airworthiness (CofA) issued by the State of Registry for all the aircraft to be used, along with a copy of the Airworthiness Review Certificates (ARC).

Part A General Chapter 13 • Certificate of Insurance – liability for passenger and third party risks for aircraft to be used. The level of insurance must meet the minimum requirements of insurance for passenger and third party liability set out in Article 6 and 7 of UK (EC) Reg No 785/ 2004. • Dangerous Goods and Munitions of War – one of the following should be provided: • A declaration that if the dangerous goods are to be carried, approval to carry dangerous goods has been issued by the Lessor’s State. • A declaration that if a dangerous goods exemption and/or a munitions of war approval or exemption is required, that approval or exemption has been issued by, or will be sought from, the UK CAA. • A copy of the associated Article 250 Permits issued under the UK Air Navigation Order 2016. This Permit can be obtained from the CAA’s Foreign Carrier Permit Team – please use the following link for further information on how to apply for a Permit: CAA’s Permit Webpage. • A copy of the Third Country Operator (TCO) Certificate for the Lessor. This Certificate can be obtained from the CAA, please use the following link for further information on how to apply for the Certificate: Third Country Operator Certificates.

Note: 11 of UK (EC) Reg No 2111/2005, which requires them inform their passengers of the identity of the operating air carrier or carriers. 3. Consumer Law a. Loganair Ltd (the lessee) should ensure that consumers have access to accurate and easy to understand information as to which carrier is actually operating the flight(s). This must be at the time they are making a booking, or as soon as the operator is known. b. This will allow the consumer to make an informed choice, to understand which Operator is contracted to perform the flight, and to help them access their statutory rights and any statutory compensation or damages if things go wrong.

Part A General Chapter 13 c. The lessee therefore needs to include a commitment to providing the consumer with this information, and that both lessee and lessor are familiar with their responsibilities on identifying the operating carrier to the passenger under relevant consumer law.

Part A General Chapter 13 13.A.3 Wet Leasing-In “WhiteList” Process Flowcharts The Six ‘A’s “WhiteList” Process Flowchart A: The Six ‘A’s “WhiteList” Process when Wet Leasing-In from an EASA Member State Operator UK Operator PROCESS UK CAA Action Action Action esahP UK Operator submits their ‘Process’ for cr a i s te se ri s a s i i n n g t h p e o t C e A n L A t i i ’ s a s t l M ( W M i e n R t i L m L ). e u s m so R rs e q u u si i n re g m th e e n t ACCE ( P 1 T ) A NCE C ‘P ( A L r e A o a ’ c s e s i F s n O s g ’ I ) f o a re n r v d a i s e C s w A e A s t s h i I n e n g s U p p K e o c O t t e i p n n e g t r ia a O l t f o W fi r c ’ e e s t r Th ( e O U M K A O ), p S e e r c a t t io o n r’ s 1 3 O p (L e e r a a s t i io ng n ) s e M n a tr n y u s a h l o P u a l r d t A (of UK Ope b ra y t U o K r L C e A a A si ) ng Process Lessors and ‘ W ad h d it i e n L g i s th t’ e . m to their refer to this ‘Process’. UK Operators must assess the level of safety T a h s p e s r e o n s v u s i m m M de b e R d e n L r b t a o y i s s f t t d h L h e e e e c s L i m s d e o e s i r n d s s o i m a b r n s y u d u t m h f s r e i c n e r U g q it u K t e h e r O e n ia p c C . y e A r o A a f t ’ o s r e r - (by UK A Op S e S ra E t S o (2 S rs M ) o f E th N e T Lessors) CA p W A ro e m d t u a L a c e y u e s r d d s e i o t v b i r i n , y e g u w t h p L e o t e h a n U e s r i K n a e s g q O s u a e p e c e s s t s r i t m a v t a i e t o n i n e r d t s o w . r n e h p t e h o n e r t s (and agreed by the CAA) (3) ad U d K i n O g p o e r r a re to m t r h o e n v i o r i t n ‘ i W f g i e a h s i W t t e h e L e t i s U L t e ’ K . s C so A r A t o w / h fr e o n m (by r U e K m O o p v e ed ra A f t r o o D r m s D o t I f h T L e e I i O r s s “ o N W rs h a it d e d L e is d t” t ) o or L U e ( K L s e s C o a A s rs i A n a g F r n ) O e d t c I a e n a k i o n p e t d t n if o C i o e f A t s t e A h t o e h In f e u s t p U p h d e K e a c ‘ O t t W i e p n . h e g i r t O a e t f L o f i i s r c t e o ’ r f UK Operator submits a Wet Lease Agreement to the UK CAA, duly signed and dated by both the EASA Member State3 Operator (Lessor) and UK Operator (Lessee), requesting UK CAA Lease Approval. The UK Operator must also submit a signed statement confirming that the parties to the lease agreement fully understand their respective responsibilities under the UK CAA Inspecting Officer (Leasing) NOTE a : p P p le li a c s a e O b e R l s n e u O s b r u . e A - r p e g O u a t C h l r a a . e 1 t g a i 1 o r p a 0 n p p s G r h o [ e p a ( n r c s i e a ) p ] r t . e e a l T r , C A O M C1 (issued b A y P U P K R ( C 4 A O ) A V ia A w L Air Ops) A O gr p “ e p S e r e a p r e m a r v e t t i e c i o e c n if r w u t i c ( l s a L a A e r t n h s E p d s e A p o o r d S r n o u A ) c v a a e M a l n - l s s ” d e a i m g c t U i n o s b K e v f e i e d O e r r d p L i S n , e e t g g a r a a r s t t e a t e h o n 3 e t r ’ s s a Certificate (see Para 13.6.3.5) and Article 250 (Lessee) Lease arrangement. Permit (see Para 13.6.3.6) are held in the name of Wet Lessor. NOTE:The Lessee should ensure that the Lessor’s pilots hold the required Pilots Licence Validations as applicable.(see Para 13.6.3.7). NOTE:Wet Lessors from EFTA42Member States also require additional Approval under Article 13(3) of UK Reg (EC) No. 1008/2008 prior to flight. Please see OMA Section 13 Template, (see Para 13.6.3.4). UK Operator notifies the UK CAA via the CAA’s On-line Wet Leasing-in Form that they ( ( T w f y r i o p ll m e b a e W n W d h e i R t t e e L L p g i e ) e s a t r f s ) r io , o i n f d m o g ( r - f I t r t n h o h e t e m h n s e a / p t m s e o p c ) e e i . d f c i i c W f i w c e e a t i t r L l c e e r s a a s s f o t e r (5) ACKNOWLEDGEMENT ‘A N c O kn T o E U w : K l T e C h d A i g s A U e s m t K a a u e O g t n e p o t e m o ’ r i f s a a t t t h s e o e e d r n . p t e r - b o m a c c a e k i s l s t o c a t n h e c r d o a T e n l h q e l t f e u a a ir i i C r i m r l e e c A r s i d A n a d ’ g f i s n t e t c s O t h u l h a e n p e r - y a l p i h t n o In i a e o r f v t n o W i e n s r m g r e f e r t d a o v L o t i m e e i c o w a u t n s m h e e o e d - e n i U n n a t t n K F h a d o e t O i r r o L p m e e n e t a s a r a s a i ( l e n s a t o e o d s d r (sent by U U K K C O A p A e a r n a d to r r e ) ceived by C A A O p A p p , o e r c o n r o a v l v y t a e o b l r ” r i e n ( h L u g a e s t s s e h ( s b L d e o e e i r E s e f ) s A t n e a h S e n i e A s ) d s . a M u U e “ e K d S m p O b e b p y c e e t i r f r h i a S c e t t o a U r t K e 3 Aircraft section of the CAA’s MRL) –e.g valid AOC, CofA, ARC, CofR, Insurance, etc) (6) UK CAA will develop a schedule for UK Operator will provide the UK CAA with AUDIT auditing the UK Operator’s Wet all requested information during the UK Leasing-In activity. This will normally be CAA’s Wet Lease audit (by UK CAA on UK Operator’s scheduled into the UK CAA’s normal Leasing activity) audits of the UK Operator’s. Issue 3

Part A General Chapter 13 Emergency Wet Lease-in Process When needing to wet lease-in an aircraft from a non-“WhiteList” Lessor, where Loganair has an CAA accepted “WhiteList” Process (Emergency Process 1).

Note: Loganair will establish detailed processes and procedures to ensure compliance with the applicable requirements and this will require prior approval form the UKCAA. 1. The emergency wet lease-in process starts with the AOC nominated representative submitting declarations to the CAA via the wet lease in on-line form (selecting emergency process 1). An automated e-mail that gives authority to fly will be sent by return. This approval will be limited in use (please see paragraph (2) below) and is to cover an event – for example: should an A330 have a technical fault (AOG), a UK Operator may need to wet lease-in two smaller aircraft (possibility from two different EASA Member State4 operators) to cover that event.

Note: is required, please refer to CAA’s Foreign Carrier Permits Webpage. 2. The approval is limited in use; the criteria of which are detailed in the conditions of the relevant paragraph of the CAA’s General Approval for Wet lease-In agreements in exceptional circumstances in the Official record Series 4 (ORS4). A link to this approval is available on the CAA's aircraft leasing webpage.

Note: aware the lease would only be approved for a maximum period of 3 days (cumulative).

Part A General Chapter 13 3. If the Lessee expects to use the Lessor again they may decide to add the Lessor to their company “WhiteList” or create a company “WhiteList” to include the Lessor for future use. When needing to wet lease-in an aircraft from a non-“WhiteList” Lessor, where the UK Operator does not have a CAA accepted “WhiteList” Process (Emergency #2 Notification). a. Loganair Ltd can gain an automated approval (as per paragraph (1) above) but the on-line form (Emergency #2 Notification) will require additional declarations. This process can only be used by complying with how Loganair Ltd manage wet leasing-in (see below). b. The approval is limited to the conditions of the relevant paragraph of the CAA’s General Approval for Wet lease in agreements in exceptional circumstances in Official record

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Part A General Chapter 13 Flowchart B: ‘Emergency #1 Notification’ -Wet Leasing-in from a Non-“WhiteList” Lessor but the UK Operator has a CAA accepted Company “WhiteList” Process UK Operator PROCESS CAA Action Action Action esahP The UK Operator nominated representative (1) CAA Inspecting Officer (Leasing) to submits the required declarations via the SUBMISSION monitor and collate information, and wet lease in on-line form, selecting where appropriate notifies the FOI and/ ‘Emergency #1 notification’. (by UK AOC to the CAA) or AW Surveyor The UK Operator will receive an automated response that gives authority to fly by return e-mail. The approval will be limited in use (as per conditions of the CAA’s General Approval for Wet Lease-In Agreements in Exceptional Circumstances in Official Record (2) NOTE:Please ensure S t e h r e i e ap s p 4 r ) o . priate TCO AUTHORITY TO FLY CAA Inspecting Officer (Leasing) to Certificate (see Para 13.6.3.5) and Article 250 iaw Air Ops Regulation monitor and collate information P W e e rm t L i e t s ( s s o ee r. Para 13.6.3.6) are held in the name of (by the CAA) NOTE:The Lessee should ensure that the Lessor’s pilots hold the required Pilots Licence Validations as applicable.(see Para 13.6.3.7). NOTE:Wet Lessors from EFTA42Member States also require additional Approval under Article 13(3) of UK Reg (EC) No. 1008/2008 prior to flight. Please see OMA Section 13 Template, (see Para 13.6.3.4). If the UK Operator expects to use the Lessor again they may decide to add the Lessor to their company “WhiteList” or create a company “WhiteList” to include the Lessor (3) for future use. CONSIDERATION CAA Inspecting Officer (Leasing) to If the UK Operator decides to add the Lessor (by UK Operator) monitor and collate information to their company ”WhiteList”, they must follow the relevant ”WhiteList” Process in Flowchart A (building and maintaining a company ”WhiteList”). (4) UK Operator must retain a list of occasions OCCASIONS OF USAGE CAA FOI and/or CAA Inspecting Officer when they have used the ‘Emergency #1 (Leasing) to review as part of the CAA’s notification’. (by UK Operator for audit of the UK AOC’s leasing activities CAA audit purposes) An example of one ‘event’ -is where an A330 goes AOG and the UK Operator needs to wet lease-in two smaller aircraft to cover that event.

Part A General Chapter 13 Annex 13.B: Guidance Material – Flowcharts for Leasing Approval Process Section 1 Dry Lease-In :morF nI gnisaeL yrD

Part A General Chapter 13 Section 2 Dry Lease-Out :oT tuO gnisaeL yrD

Part A General Chapter 13 Section 3 Wet Lease-In Wet Leasing In From:

Part A General Chapter 13 Section 4 Wet Lease-Out

Over 5,700kgs CTOM & All Jets
AIRCRAFT COMMANDER
QUALIFICATION S Licenses ATPL(A)
Type rating on contract aircraft Current
Instrument rating on contract aircraft(2) Current
EXPERIENCE Not less than Total hours 4,000
Total hours in command(4) 2,500
Total hours in command – multi-engined(4) 2,000
Total hours in command of gas turbine or jet aircraft(4) 500
Total hours in command on contract type 100
CO-PILOT
--- --- ---
QUALIFICATION S Licenses CPL(A)
Instrument rating on contract aircraft(2) Current
Type rating on contract aircraft Current
Part A General
Chapter 14
14 Special Approval Operations
14.1 General
The Company possesses a number of approvals from 3rd party
organisations to operate flights or services on their behalf or carrying their
staff members. Such approvals predominantly come from the Oil and Gas
sector.
This chapter details any specific requirements stipulated by such
approvals, and shall be adhered to unless specifically alleviated against,
in writing, by the Director of Flight Operations.
14.2 Shell Group Operations
The Company is an approved fixed wing operator for Shell Group, and are
therefore governed by the ‘Shell Group Requirements for Aircraft
Operations’. The requirements contained within this section are
applicable to Shell Group flights, and are in addition to the requirements
contained within the Loganair Operations Manual.
14.2.1 Experience
Company pilots operating a flight on behalf of Shell Group must comply
with the experience levels detailed in the table below (extracted from
SGRAO Part 1, Appendix 2).
Over
5,700kgs
CTOM
& All Jets
QUALIFICATION
S
aircraft(4)
QUALIFICATION
S
CO-PILOT
EXPERIENCE Not less than Total Hours 1,000
Total hours on multi-engined aircraft(4) 500
Total hours on gas turbine aircraft(4) 250
Total hours in command of multi-engined aircraft(4) 150
Total hours in command(4)
Total hours on contract type(4) 50
Part A General
Chapter 14
EXPERIENCE
Total hours in command of multi-engined 150
Not less than
aircraft(4)
A Raido function has been established to prevent pilots who do not fulfil
the criteria being rostered for Shell Group flights but this responsibility is
shared with the pilot.
Any queries regarding these experience levels must be raised with Flt Ops
Management prior to operating a Shell Group flight.
14.2.2 Recency
SGRAO recency requirements do not allow for the recency extension
period to be applied, as referred to in the above paragraph. All recency
requirements are based on the previous 28 days, and not 35 days as
allowable on specific authority of the Director of Flight Operations or his
deputy for operations other than Shell flights.
Recency check requirements will be considered on a case-by-case basis
by the Head of Training, his deputy or the Aircrew Training – Planning
Manager before any pilot operates a Shell Group flight immediately
following a period of absence.
14.2.3 Night Recency
Night recency requirements exist for pilots operating flights on behalf of
the Shell Group. Prior to operating these flights all pilots are required to
carry out at least 3 night take-offs and landings. This requirement must be
achieved every 90 days.
Given the nature of the scheduled services operated by the Company it is
envisaged that this is achievable through daily flying duties. As we move
into winter crewing will roster qualified pilots with duties that will enable
this requirement to be satisfied. Practically this can only be monitored at
roster generating/publication so ultimate responsibility to ensure
compliance with the requirement remains with the crew member. Should
it become apparent that a crew member scheduled to operate a Shell
group flight in the hours of darkness will not meet this requirement then
the crew member must liaise with crewing to identify a solution.

Part A General Chapter 14

Appendix: TOTAL Operations

14.3 TOTAL Operations

The Company is an approved fixed wing operator for TOTAL, and are therefore governed by their contractual requirements when operating flights on their behalf. The requirements contained within this section are applicable to TOTAL flights, and are in addition to the requirements contained within the Loganair Operations Manual.

14.3.1 Experience

Company pilots operating a flight on behalf of TOTAL must comply with the experience levels detailed in the table below (extracted from General Specifications Logistics and Operational Support – Aeroplane Personnel Specifications). Commander Co-pilot Total Flight Time 3000h 500h Including: As Commander (all types) 1500h 100h Multi-Engine 1200 250h Multi-Engine in Command 1200ha - Contract aircraft type in 100h - Command Contract aircraft type - 50h Night Flight 100h - Recent experience – in the last 3 take-off & landing as Pilot Flying 90 days +30h including 10h on contact aircraft type + 3 take-off & landing on airstrip at night (if applicable) a. In case the Commander does not meet the Multi-engine in Command requirement, 2000 hours in multi-crew concept is an acceptable alternative. A Raido function has been established to prevent pilots who do not fulfil the criteria being rostered for TOTAL flights but this responsibility is shared with the pilot. Any queries regarding these experience levels must be raised with Flt Ops Management prior to operating a TOTAL flight.

Part A General Chapter 14

Part A General Appendix A Appendix A – Security Threat Matrix Page 1 of 3 Continued… A–1

Part A General Appendix A Page 2 of 3 Continued… A–2

Part A General Appendix A Page 3 of 3 A–3

Part A General Appendix A A–4

Part A General Appendix B Appendix B – Aerodrome Actual Weather – METAR and SPECI Decode B–1

Part A General Appendix B B–2

Part A General Appendix C Appendix C – Aerodrome Forecast – TAF Decode C–1 setoN edoceD elpmaxE tnemelE edoC tsaceroF emordoreA na rof emaN ’FAT ‘ FAT * EPYT TROPER 1 reifitnedi OACI rettel-4 noitatS ’detsnatS nodnoL ‘ SSGE * NOITACOL 2 dettimo yllausU ’uluz xis ta ht31 roF ‘ Z006031 NIGIRO FO EMIT/ETAD 3 uluZ ’derdnuh neetxis ot derdnuh neves morf dilaV ‘ 6170 EMIT YTIDILAV 4 mlac = 00000 elbairaV = BRV ’stonk evif-ytnewt xam neetfif seerged orez eno eerhT ‘ TK52G51013 * DNIW 5 sertem 05 neht ssel = 0000 erom ro mk01 = 9999 ’sertemolik thgiE ‘ 0008 * KOVAC RO YTILIBISIV NIM 6 RATEM rof elbat rehtaew eeS ’rewohs niar thgilS ‘ ARHS- REHTAEW TNACIFINGIS 7 RATEM sa emaS 010TCS 500TCS DUOLC 8 duolc tnacifingis oN = CSN raelC ykS = CKS dnasuoht eno ta derettacs ,teef derdnuh evif ta derettacS‘ 520NKB DC810TCS )BC on & tf0005 woleb enon( thgie dnasuoht eno ta subminolumuc derettacs ,teef ’teef derdnuh evif dnasuoht owt ta nekorb ,teef derdnuh .desu ytilibaborP %04 dna %03 ylno yllamroN ’ytriht BORP‘ SEGNAHC TNACIFINGIS 9 )uluZ( doirep tsacerof fo dne dna gninnigeb setacidnI ro ’derdnuh neetxis ot derdnuh neetruof morF‘ 03 BORP ytilibaborP a desu eb yam yliraropmeT = OPMET oslA ro ’derdnuh neetxis ot derdnuh neetruof morf gnimoceb‘ 6141 emiT b smrotsrednuhT‘ yb dewollof ’derdnuh neetruof morF‘ 6141 GMCEB .a rotacidnI egnahC c lla ro emos ni egnahc a gnitacidni swollof puorg teM ’teef dnasuoht eno ta subminolumuc nekorb ,niar htiw 41MF .b spuorG teM d FAT eht fo trap tsrif eht ni tsacerof stnemele eht fo BC010NKB ARST stnemele edoc yrotadnam setacidnI * SELPMAXE FAT rh-81 .1 Z002201 YGGE 13KUTF =CKS RB 0003 1281 GMCEB BC510NKB 010TCS ARST 0004 TK04G52071 6180 OPMET 03BORP 020NKB 510TCS 8060 GMCEB 010NKB 0009 TK01031 4260 LLGE edoceD .sertemolik eniN .stonk net seerged orez eerht eno dniW .uluz thgindim ot derdnuh xis morf dilaV ,worhtaeH nodnoL ,ht01 eht no uluZ 0022 ta deussi FAT ruoh neethgiE ,ytriht borP .teef dnasuoht owt ta nekorB .teef derdnuh evif dnasuoht eno ta derettacS .derdnuh thgie ot derdnuh xis morf gnimoceB .teef dnasuoht eno ta nekorB ta derettacS .liar htiw mrotsrednuhT .sertem dnasuoht ruoF .stonk ytrof xam stonk evif-ytnewt seerged orez neves eno dniw ,derdnuh neetxis ot derdnuh thgie yliraropmet ykS .tsiM .sertem dnasuoht eerhT .derdnuh eno-ytnewt ot derdnuh neethgie morf gnimoceB .teef derdnuh evif dnasuoht eno ta subminolumuc nekorB .teef dnasuoht eno .raelc FAT rh-9 .2 Z009003 YGGE 33KUCF =BC510NKB ARHS– 9999 TK03G02002 81MF 400 CVO ZD 0002 8141 OPMET 210NKB AR– 0006 4111 GMCEB 810 NKB 010 TCS 9999 TK01032 9101 WGGE edoceD .erom ro sertemolik neT .stonk net seerged orez eerht owt dniW .derdnuh neetenin ot derdnuh net morf dilaV .notuL .ht31 eht no uluZ 0090 ta deussi FAT ruoh eniN eno nekorB .niar thgilS .sertemolik xiS .derdnuh neetruof ot derdnuh nevele morf gnimoceB .teef derdnuh thgie dnasuoht eno ta nekorB .teef dnasuoht eno ta derettacS neethgie morF .teef derdnuh ruof tsacrevO .elzzird etaredoM .sertem dnasuoht owT .derdnuh neethgie ot derdnuh neetruof yliraropmeT .teef derdnuh owt dnasuoht .teef derdnuh evif dnasuoht eno BC nekorB .srewohs niar thgilS .erom ro sertemolik neT .stonkytriht xam stonk ytnewt ,seerged orez orez eerhT .derdnuh at 12/02/2026, 21:08 BY Maarten.Vanheuverswyn

Part A General Appendix C s r e w o h s n ia r n a h t n o itu a c e r o m h tiw d e ta e r t e b d lu o h s s r e w o h s w o n s ta h t e s in g o c e r d lu o h s s w e r C :e to N C–2

Part A General Appendix D Appendix D – Runway State Group – Decode D–1

Part A General Appendix D D–2

Part A General Appendix E Appendix E1 – Specimen Operational Flight Plan (PLOG) E1–1 GE14GOL APGE-HPGE 4 egaP 4963 :.rN goL 4202-50/13 : ETAD 53801350 : REHTAEW :mirT :trF :xaP latoT GE14GOL :ngisllaC NIM NAL HNQ PMET DUOLC XW RVR SIV V/W YWR OFNI ATS NIM NAL HNQ PMET DUOLC XW RVR SIV V/W YWR OFNI ATS

)N/Y( DERIUQER ETANRETLA FFOKT -----------------EMIT----------------- ----------OFNI THGILF---------- --------WERC-------- :YFICEPS - SEY FI 54:90 ATS 53:80 DTS BTMLG : TFCA MSEW : TPC

LANRUOJ

051:LF IOK - IDE : TLF JERP : O/F : DNAL : KLB NO HGRUBNIDE IDE HPGE : MORF :2O/F

: B/A : KLB FFO LLAWKRIK IOK APGE : OT KVAN : 1AC : EMIT RIA : EMIT KLB ECYD/NEEDREBA ZBA DPGE : TLA BRAC : 2AC

NRUB

MER LEUF : TLA_MMOC :ARTX 193GOL

SPO GOL 056.031 ----QERF-----

gK--LEUF---------- -----------THGIEW--------- __: ATE ----------PED __|____ 237 55:0 : PIRT

57431 : YTPME

553.131 SITA __|____ 05 50:0 :%5 FC

6182 : 23 XAP

: TFILPU 4.131 .DNAH __|____ 203 03:0 : SERF

0 : GNIRETAC

OGRAC 593 82:0 : 1TLA

: NRUB ---------TSED __|____ : 2TLA

19261 : WFZ

031.421 SITA __|_ 03 ____: IXAT

3761 : LEUF O/T

: WOTR 056.031 .DNAH __|____ 9051 83:1 : QER

46971 : WOT

OGRAC __|____ 491 02:0 :PPAx2

: SLAICEPS ----------TLA __|____ 3071 81:2 :KCOLB

237 :LEUF PIRT

558.121 SITA _|______ 0 :ARTXE

23271 : WLE

: SYELLORT 514.131 .DNAH _|______ 3071 : PMAR

05322 : WLM

555.131 OGRAC TCD LAKOK 065N KIW 409Y NDA 006P ECIRG : gnituoR CTA :ENOHPELET TCATNOC CML ] [ )O/T( CES BAC 0347 248 141)0( 44+ :TXE ] [ )GDL( CES BAC 945031 9977)0( 44+ :BOM ] [ )DEWOTS( YEK DLOH : ECNARAELC LEUF OTA TER EMIT TSID DEEPS PMT V / W TM ASM LF YWA QERF EMAN TNEDI -/+ TCA QERMC QERM CCA TNI CCA TNI SG SAT tf631 HGRUBNIDE HPGE 7161 00:0 0 1 1 951 681 RAV 820/743 042 93 BLCC3CIRG TNIOPYAW DIS F536C 3951 20:0 2 5 4 951 681 RAV 820/743 932 93 BLCC3CIRG 00.863 HGRUBNIDE WU 7851 20:0 0 6 1 951 681 RAV 820/743 652 93 BLCC3CIRG TNIOPYAW DIS 072HT 1851 20:0 0 7 1 951 681 RAV 820/743 592 93 BLCC3CIRG TNIOPYAW DIS 513HT 5751 20:0 0 8 1 951 681 RAV 820/743 043 93 BLCC3CIRG TNIOPYAW DIS 0HT 9651 20:0 0 9 1 951 681 RAV 820/743 520 93 BLCC3CIRG TNIOPYAW DIS 54HT 9651 20:0 0 9 0 951 681 RAV 820/743 150 93 BLCC3CIRG TNIOPYAW DIS 15HT .....egap txen deunitnoc eb oT T1 0 .4 .211 .11 SPP 4 egaP 4963:.rN goL

Part A General Appendix E E1–2 GE14GOL APGE-HPGE 5 egaP 4963 :.rN goL LEUF OTA TER EMIT TSID DEEPS PMT V / W TM ASM LF YWA QERF EMAN TNEDI -/+ TCA QERMC QERM CCA TNI CCA TNI SG SAT 7551 30:0 1 11 2 951 681 RAV 820/743 150 93 BLCC3CIRG TNIOPYAW DIS ALTXI 3351 50:0 2 51 4 951 681 RAV 820/743 153 84 BLCC3CIRG TNIOPYAW DIS 23ALT 7251 50:0 0 61 1 951 681 RAV 820/743 203 84 BLCC3CIRG TNIOPYAW DIS TN33D 1941 70:0 2 22 6 951 681 RAV 820/743 723 84 BLCC3CIRG TNIOPYAW DIS 83ALT 1641 90:0 2 72 5 142 962 RAV 820/743 643 84 BLCC3CIRG TNIOPYAW DIS ECIRG 2541 01:0 1 03 3 942 962 21- 820/743 630 84 051 006P UKUNE UKUNE 0441 11:0 1 43 4 052 962 21- 820/743 730 84 051 006P UNODE UNODE 2241 21:0 1 04 6 052 962 21- 820/743 730 84 051 006P ODNIF RIF ODNIF 6041 31:0 1 54 5 152 072 21- 820/743 730 84 051 006P 04.011 HTREP HTP 1531 71:0 4 36 81 052 072 21- 820/743 430 84 051 006P DUNSA DUNSA 6331 81:0 1 86 5 052 072 21- 820/743 530 84 051 006P IKNAG IKNAG 5031 02:0 2 87 01 052 072 21- 820/743 630 14 051 006P KSELG KSELG 0921 12:0 1 38 5 552 072 21- 320/343 630 14 051 006P LIXAN LIXAN 5121 72:0 6 801 52 552 072 21- 320/343 630 14 051 006P 03.411 NEEDREBA NDA 3611 13:0 4 521 71 742 072 21- 320/343 933 43 051 409Y VENAN VENAN 2211 43:0 3 831 31 742 072 21- 320/343 043 43 051 409Y IKOMS IKOMS 689 54:0 11 281 44 742 072 21- 320/343 043 43 051 409Y 06.311 KCIW KIW 198 55:0 01 312 13 671 391 RAV 510/213 310 33 CSD 065N LAKOK LAKOK 198 55:0 0 312 0 671 391 RAV 510/213 642 81 TCD tf85 APGE TCD NDA 409Y KIW 065N LAKOK DPGE etanretlA 468 65:0 1 812 5 602 981 RAV RAV/RAV 760 81 BLC TCD LAKOK LAKOK 837 40:1 8 942 13 772 072 5- 510/213 391 33 011 065N 06.311 KCIW KIW 806 31:1 9 392 44 882 172 6- 710/833 061 43 011 409Y IKOMS IKOMS 965 61:1 3 603 31 882 172 6- 710/833 061 43 011 409Y VENAN VENAN 815 12:1 5 323 71 882 172 RAV RAV/RAV 061 43 CSD 409Y 03.411 NEEDREBA NDA 694 32:1 2 033 7 181 461 RAV RAV/RAV 161 43 CSD TCD ECYD/NEEDREBA DPGE ---KCOLB--- LEUF EMIT TM MN LF DNIW EMAN OACI 4761 35:1 563 82:0 602 601 041 61 /433 SSENREVNI VNI EPGE 8202 52:2 027 00:1 891 652 081 62 /633 KCIWTSERP KIP KPGE 4191 51:2 606 05:0 781 212 081 52 /943 HGRUBNIDE IDE HPGE 9891 81:2 186 35:0 891 722 051 52 /133 WOGSALG ALG FPGE 5851 54:1 772 02:0 340 47 07 21 /992 HGRUBMUS ISL BPGE gK 58 srh 90:0 ni MN 82 :tnecseD gK 291 srh 01:0 ni MN 72 : bmilC

.....egap txen deunitnoc eb oT T1 0 .4 .211 .11 SPP 5 egaP 4963:.rN goL

Part A General Appendix E E1–3 GE14GOL APGE-HPGE 6 egaP 4963 :.rN goL 753GOL 753GOL P028GOL 330GOL TLF TXEN 135042 135042 135042 135042 BTMLG FOD 5071 0351 0041 0201 DTS - BPGE - APGE APGE - HPGE HPGE - DPGE DPGE - APGE TSED-PED 5471 0461 5441 0111 ATS 0000 1200 3500 9200 8200 EMIT PIRT 84 16 0 53 XAP - JWOH - OIMS JWOH - OIMS JWOH - OIMS JERP - MSEW O/F - TPC T/$0 SSOL T/$9601SSOL T/$7141NIAG T/$95 SSOL T/$4831SSOL SSOL/NIAG 0 492 747 304 593 FFO NRUB 0 2341 8371 7811 9321 LEUF NIM 0 0005 3604 0005 0005 LEUF XAM --------------CSIM------------- -------------SNOITCERROC------------ 3.22:300W 0.75:55N : HPGE C/D NOT1 TK01 PIRT EMIT CW LF NOT/RUE6141NIAG : SSOL/NIAG 021 01 52 486 0.95 62- 012 MN 181 5 : KCART TCD 79 11 62 807 0.75 72- 091 )MK 493 (MN 312 :TSID ETUOR 86 01 72 917 0.55 32- 071 DAEH STK 02 : PMOC DNIW |37 9 72 237 0.55 02- 051| NO I/A %28 T NIM : ESIURC 11 8 82 447 0.15 61- 031 3 7 82 467 0.05 41- 011 72 3 92 487 0.15 41- 09 0 5 03 997 0.94 31- 07

Part A General Appendix E E1–4

Part A General Appendix F Appendix F1 – Specimen Aeroplane Technical Log Sheets Aircraft Registration F1–1

Part A General Appendix F F1–2

Part A General Appendix F Appendix F2 – Specimen Aeroplane Technical Log Sheets Sector Record & Defect Report F2–1

Part A General Appendix F F2–2

Part A General Appendix F Appendix F3 – Specimen Aeroplane Technical Log Sheets Aircraft Maintenance Statement F3–1

Part A General Appendix F F3–2

Part A General Appendix F Appendix F4 – Specimen Aeroplane Technical Log Sheets Acceptable Deferred ‘B’ Defects F4–1

Part A General Appendix F F4–2

Part A General Appendix F Appendix F5 – Specimen Aeroplane Technical Log Sheets Acceptable Deferred ‘C’ Defects F5–1

Part A General Appendix F F5–2

Part A General Appendix F Appendix F6 – Specimen Notices To Crew/Engineering F6–1

Part A General Appendix F F6–2

Part A General Appendix G Appendix G1 – Voyage Report Form G1–1

Part A General Appendix G G1–2

Part A General Appendix G Appendix G2 – Cabin Defects Log Form :2110a Issue:3 Date:Oct 11 CABIN DEFECTS LOG Instructions for Use THE CABIN DEFECTS LOG IS A LEGALLY REQUIRED RECORD UNDER UNITED KINGDOM AND EUROPEAN LAW. 1. Cabin Crew Enter defect details on White page. If it is realised that a specific cabin defect has occurred before on the same aircraft, then this should also be noted. Where there is no defect to report, Cabin Crew should fill out the top part of the White page and annotate ‘Nil Defects’. The Cabin Crew must then sign the Cabin Defects Log in the SIGNATURE box. This should only be signed by the Cabin Crew when ‘Nil Defects’ are reported. For every occasion where an actual defect has been entered into the Cabin Defects Log, then the Cabin Crew must hand the Cabin Defects Log to the Commander for signing and transferring of airworthiness defects in to the aircraft Technical Log (where applicable). The Cabin Crew must not sign the defects log when a cabin defect has been entered in to it. This must always be done by the aircraft Commander. Cabin defects of an Airworthiness or Safety Nature should also be notified to the Aircraft Commander immediately on discovery, not just entered into the Cabin Defects Log. Such examples are, but not limited to: (cid:3) Safety and Emergency Equipment (cid:3) Passenger Address/Intercom system (cid:3) Emergency and Floor Proximity Escape Path Lighting (cid:3) Doors and hatches (cid:3) Seats, seatbelts and harnesses (cid:3) Overhead bin Doors (cid:3) Cracked or broken Cabin windows (cid:3) Emergency Exit signs Cabin defects relating to Non Airworthiness and Non Safety related items should be notified to the Aircraft Commander prior to leaving the aircraft at end of Duty. Examples of Non Airworthiness and Non Safety defects are: (cid:3) Soiling of interior, seats or carpets (cid:3) Missing or broken trim (cid:3) Passenger convenience or comfort items, such as galley equipment, reading lights, passenger attendant call system. 2. Aircraft Commanders On presentation of the Cabin Defects Log at the end of the flying duty by the Cabin Crew, Aircraft Commanders are to review the defects and: a. Enter any defect identified as being of an Airworthiness or Safety nature in the Aircraft Technical Log b Under the rectification column make the entry “Transferred to TLP No. XXXX”. Sign and date Entry with ATPL Number c. Sign and Date in the SIGN/DATE column d. Leave any Non airworthiness Safety Defects open e. At stations not manned by Loganair Engineering (or engineering sub-contracted), raise the appropriate B defects for rectification IAW the MEL. f. Sign the SIGNATURE box on the bottom of the form. 3. Engineering Staff At intervals not exceeding Line Check 1 a. Review all open entries raised since previous Line Check 1 b. Rectify as necessary the defects entered on the white sheets. c. If the defect cannot be rectified at the time, transfer the defect to the Aircraft Technical Log and raise B or C defect as appropriate. d. Sign Date and Approval number to be used for each cleared item. (Note; This does not constitute a Certificate of Release to Service) e. Ensure all items are cleared or transferred to aircraft Technical Log and remove Pink sheet and forward to Engineering Technical Records. G2–1

Part A General Appendix G G2–2

Part A General Appendix H Appendix H – Commanders Brief H–1

Part A General Appendix H Commanders Brief H–2

Part A General Appendix I Appendix I – Occurrences Required to be Reported List of Aircraft Operations and Related Occurrences to be Reported Although this Appendix lists the majority of reportable operational occurrences, it cannot be completely comprehensive. Any other occurrences, which are judged by those involved to meet the criteria, should also be reported. Occurrences to be reported are those where the safety of operation was or could have been endangered or which could have led to an unsafe condition. If in the view of the reporter an occurrence did not endanger the safety of the operation but if repeated in different but likely circumstances would create a hazard, then a report should be made. What is judged to be reportable on one class of product, part or appliance may not be so on another and the absence or presence of a single factor, human or technical, can transform an occurrence into an accident or serious incident. Specific operational approvals, e.g. RVSM, ETOPS, RNAV, or a design or maintenance programme, may have specific reporting requirements for failures or malfunctions associated with that approval or programme. Regulation (EU) 2015/1018 of June 2015 lays down a list classifying occurrences in civil aviation that are to be mandatorily reported according to Regulation (EU) 376/2014. The relevant items to our operation are detailed below. I.1 Occurrences Related to the Operation of the Aircraft Remark: This Annex is structured in such a way that the pertinent occurrences are linked with categories of activities during which they are normally observed, according to experience, in order to facilitate the reporting of those occurrences. However, this presentation must not be I–1

Part A General Appendix I understood as meaning that occurrences must not be reported in case they take place outside the category of activities to which they are linked in the list. 1. Air Operations

1.1 Flight Preparation

i. Use of incorrect data or erroneous entries into equipment used for navigation or performance calculations which has or could have endangered the aircraft, its occupants or any other person. ii. Carriage or attempted carriage of dangerous goods in contravention of applicable legislations including incorrect labelling, packaging and handling of dangerous goods.

1.2 Aircraft Preparation

i. Incorrect fuel type or contaminated fuel. ii. Missing, incorrect or inadequate De-icing/Anti-icing treatment.

1.3 Take-off and Landing

i. Taxiway or runway excursion. ii. Actual or potential taxiway or runway incursion. iii. Final Approach and Take-off Area (FATO) incursion. iv. Any rejected take-off. v. Inability to achieve required or expected performance during take-off, go-around or landing. vi. Actual or attempted take-off, approach or landing with incorrect configuration setting. vii. Tail, blade/wingtip or nacelle strike during take-off or landing. viii. Approach continued against air operator stabilised approach criteria. ix. Continuation of an instrument approach below published minimums with inadequate visual references. x. Precautionary or forced landing. xi. Short and long landing. I–2

Part A General Appendix I xii. Hard landing.

1.4 Any Phase of Flight

i. Loss of control. ii. Aircraft upset, exceeding normal pitch attitude, bank angle or airspeed inappropriate for the conditions. iii. Level bust. iv. Activation of any flight envelope protection, including stall warning, stick shaker, stick pusher and automatic protections. v. Unintentional deviation from intended or assigned track of the lowest of twice the required navigation performance or 10 nautical miles. vi. Exceedance of aircraft flight manual limitation. vii. Operation with incorrect altimeter setting. viii. Jet blast or rotor and prop wash occurrences which have or could have endangered the aircraft, its occupants or any other person. ix. Misinterpretation of automation mode or of any flight deck information provided to the flight crew which has or could have endangered the aircraft, its occupants or any other person.

1.5 Other Types of Occurrences

i. Unintentional release of cargo or other externally carried equipment. ii. Loss of situational awareness (including environmental, mode and system awareness, spatial disorientation, and time horizon). iii. Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident. 2. Technical Occurrences

2.1 Structure and Systems

i. Loss of any part of the aircraft structure in flight. ii. Loss of a system. iii. Loss of redundancy of a system. I–3

Part A General Appendix I iv. Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination of aircraft structure, systems or equipment, or which has or could have endangered the aircraft, its occupants or any other person. v. Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution. vi. Malfunction or defect of any indication system when this results in misleading indications to the crew. vii. Abnormal functioning of flight controls such as asymmetric or stuck/jammed flight controls (for example: lift (flaps/slats), drag (spoilers), attitude control (ailerons, elevators, rudder) devices).

2.2 Propulsion (including engines, propellers and rotor

systems) and auxiliary power units (APUs) i. Failure or significant malfunction of any part or controlling of a propeller, rotor or powerplant. ii. Damage to or failure of main/tail rotor or transmission and/or equivalent systems. iii. Flameout, in-flight shutdown of any engine or APU when required (for example: ETOPS (Extended range Twin engine aircraft Operations), MEL (Minimum Equipment List)). iv. Engine operating limitation exceedance, including overspeed or inability to control the speed of any high-speed rotating component (for example: APU, air starter, air cycle machine, air turbine motor, propeller or rotor). v. Failure or malfunction of any part of an engine, powerplant, APU or transmission resulting in any one or more of the following: a. Thrust-reversing system failing to operate as commanded; b. Inability to control power, thrust or rpm (revolutions per minute); c. Non-containment of components/debris. 3. Interation with Air Navigation Services (ANS) and Air Traffic Management (ATM) a. Unsafe ATC (Air Traffic Control) clearance. I–4

Part A General Appendix I b. Prolonged loss of communication with ATS (Air Traffic Service) or ATM Unit. c. Conflicting instructions from different ATS Units potentially leading to a loss of separation. d. Misinterpretation of radio-communication which has or could have endangered the aircraft, its occupants or any other person. e. Intentional deviation from ATC instruction which has or could have endangered the aircraft, its occupants or any other person. 4. Emergencies and Other Critical Situations a. Any event leading to the declaration of an emergency (‘Mayday’ or ‘PAN call’). b. Any burning, melting, smoke, fumes, arcing, overheating, fire or explosion. c. Contaminated air in the cockpit or in the passenger compartment which has or could have endangered the aircraft, its occupants or any other person. d. Failure to apply the correct non-normal or emergency procedure by the flight or cabin crew to deal with an emergency. e. Use of any emergency equipment or non-normal procedure affecting in-flight or landing performance. f. Failure of any emergency or rescue system or equipment which has or could have endangered the aircraft, its occupants or any other person. g. Uncontrollable cabin pressure. h. Critically low fuel quantity or fuel quantity at destination below required final reserve fuel. i. Any use of crew oxygen system by the crew. j. Incapacitation of any member of the flight or cabin crew that results in the reduction below the minimum certified crew complement. k. Crew fatigue impacting or potentially impacting their ability to perform safely their flight duties. I–5

Part A General Appendix I 5. External Environment and Meteorology a. A collision or a near collision on the ground or in the air, with another aircraft, terrain or obstacle(i). b. ACAS RA (Airborne Collision Avoidance System, Resolution Advisory). c. Activation of genuine ground collision system such as GPWS (Ground Proximity Warning System)/TAWS (Terrain Awareness and Warning System) ‘warning’. d. Wildlife strike including bird strike. e. Foreign object damage/debris (FOD). f. Unexpected encounter of poor runway surface conditions. g. Wake-turbulence encounters. h. Interference with the aircraft by firearms, fireworks, flying kites, laser illumination, high powered lights, lasers, Remotely Piloted Aircraft Systems, model aircraft or by similar means. i. A lightning strike which resulted in damage to the aircraft or loss or malfunction of any aircraft system. j. A hail encounter which resulted in damage to the aircraft or loss or malfunction of any aircraft system. k. Severe turbulence encounter or any encounter resulting in injury to occupants or deemed to require a ‘turbulence check’ of the aircraft. l. A significant wind shear or thunderstorm encounter which has or could have endangered the aircraft, its occupants or any other person. m. Icing encounter resulting in handling difficulties, damage to the aircraft or loss or malfunction of any aircraft system. n. Volcanic ash encounter. 6. Security a. Bomb threat or hijack. b. Difficulty in controlling intoxicated, violent or unruly passengers. c. Discovery of a stowaway. I–6

Part A General Appendix I I.2 Occurrences Related to Technical Conditions, Maintenance and Repair of the Aircraft Remark: This Annex is structured in such a way that the pertinent occurrences are linked with categories of activities during which they are normally observed, according to experience, in order to facilitate the reporting of those occurrences. However, this presentation must not be understood as meaning that occurrences must not be reported in case they take place outside the category of activities to which they are linked in the list. 1. Manufacturing Products, parts or appliances released from the production organisation with deviations from applicable design data that could lead to a potential unsafe condition as identified with the holder of the type-certificate or design approval. 2. Design Any failure, malfunction, defect or other occurrence related to a product, part, or appliance which has resulted in or may result in an unsafe condition. Remark: This list is applicable to occurrences occurring on a product, part, or appliance covered by the type-certificate, restricted type-certificate, supplemental type-certificate, ETSO authorisation, major repair design approval or any other relevant approval deemed to have been issued under Commission Regulation (EU) No 748/2012(i). 3. Maintenance and Continuing Airworthiness Management a. Serious structural damage (for example: cracks, permanent deformation, delamination, debonding, burning, excessive wear, or corrosion) found during maintenance of the aircraft or component. b. Serious leakage or contamination of fluids (for example: hydraulic, fuel, oil, gas or other fluids). c. Failure or malfunction of any part of an engine or powerplant and/or transmission resulting in any one or more of the following: a. Non-containment of components/debris; b. Failure of the engine mount structure. d. Damage, failure or defect of propeller, which could lead to in-flight separation of the propeller or any major portion of the propeller and/or malfunctions of the propeller control. I–7

Part A General Appendix I e. Damage, failure or defect of main rotor gearbox/attachment, which could lead to in-flight separation of the rotor assembly and/or malfunctions of the rotor control. f. Significant malfunction of a safety-critical system or equipment including emergency system or equipment during maintenance testing or failure to activate these systems after maintenance. g. Incorrect assembly or installation of components of the aircraft found during an inspection or test procedure not intended for that specific purpose. h. Wrong assessment of a serious defect, or serious non-compliance with MEL and Technical logbook procedures. i. Serious damage to Electrical Wiring Interconnection System (EWIS). j. Any defect in a life-controlled critical part causing retirement before completion of its full life. k. The use of products, components or materials, from unknown, suspect origin, or unserviceable critical components. l. Misleading, incorrect or insufficient applicable maintenance data or procedures that could lead to significant maintenance errors, including language issue. m. Incorrect control or application of aircraft maintenance limitations or scheduled maintenance. n. Releasing an aircraft to service from maintenance in case of any non-compliance which endangers the flight safety. o. Serious damage caused to an aircraft during maintenance activities due to incorrect maintenance or use of inappropriate or unserviceable ground support equipment that requires additional maintenance actions. p. Identified burning, melting, smoke, arcing, overheating or fire occurrences. q. Any occurrence where the human performance, including fatigue of personnel, has directly contributed to or could have contributed to an accident or a serious incident. r. Significant malfunction, reliability issue, or recurrent recording quality issue affecting a flight recorder system (such as a flight data recorder system, a data link recording system or a cockpit voice recorder system) or lack of information needed to ensure the serviceability of a flight recorder system. I–8

Part A General Appendix I I.3 Occurrences Related to Air Navigation Services and Facilities Remark: This Annex is structured in such a way that the pertinent occurrences are linked with categories of activities during which they are normally observed, according to experience, in order to facilitate the reporting of those occurrences. However, this presentation must not be understood as meaning that occurrences must not be reported in case they take place outside the category of activities to which they are linked in the list. 1. Aircraft-Related Occurrences a. A collision or a near collision on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle(i), including near-controlled flight into terrain (near CFIT). b. Separation minima infringement(ii). c. Inadequate separation(iii). d. ACAS RAs e. Wildlife strike including bird strike. f. Taxiway or runway excursion. g. Actual or potential taxiway or runway incursion. h. Final Approach and Take-off Area (FATO) incursion. i. Aircraft deviation from ATC clearance. j. Aircraft deviation from applicable air traffic management (ATM) regulation: a. Aircraft deviation from applicable published ATM procedures; b. Airspace infringement including unauthorised penetration of airspace; c. Deviation from aircraft ATM-related equipment carriage and operations, as mandated by applicable regulations. k. Call sign confusion related occurrences. 2. Degradation or Total Loss of Services or Functions a. Inability to provide ATM services or to execute ATM functions: a. Inability to provide air traffic services or to execute air traffic services functions; I–9

Part A General Appendix I b. Inability to provide airspace management services or to execute airspace management functions; c. Inability to provide air traffic flow management and capacity services or to execute air traffic flow management and capacity functions. b. Missing or significantly incorrect, corrupted, inadequate or misleading information from any support service(iv), including relating to poor runway surface conditions. c. Failure of communication service. d. Failure of surveillance service. i. Obstacle includes vehicle. ii. This refers to a situation in which prescribed separation minima were not maintained between aircraft or between aircraft and airspace to which separation minima is prescribed. iii. In the absence of prescribed separation minima, a situation in which aircraft were perceived to pass too close to each other for pilots to ensure safe separation. iv. For example: Air Traffic Service (ATS), Automatic Terminal Information Service (ATIS), Meteorological Services, Navigation Databases, Maps, Charts, Aeronautical Information Service (AIS), Manuals. e. Failure of data processing and distribution function or service. f. Failure of navigation service. g. Failure of ATM system security which had or could have a direct negative impact on the safe provision of service. h. Significant ATS sector/position overload leading to a potential deterioration in service provision. i. Incorrect receipt or interpretation of significant communications, including lack of understanding of the language used, when this had or could have a direct negative impact on the safe provision of service. j. Prolonged loss of communication with an aircraft or with other ATS unit. 3. Other Occurrences a. Declaration of an emergency (‘Mayday’ or ‘PAN’ call). I–10

Part A General Appendix I b. Significant external interference with Air Navigation Services (for example radio broadcast stations transmitting in the FM band, interfering with ILS (instrument landing system), VOR (VHF Omni Directional Radio Range) and communication). c. Interference with an aircraft, an ATS unit or a radio communication transmission including by firearms, fireworks, flying kites, laser illumination, high-powered lights lasers, Remotely Piloted Aircraft Systems, model aircraft or by similar means. d. Fuel dumping. e. Bomb threat or hijack. f. Fatigue impacting or potentially impacting the ability to perform safely the air navigation or air traffic duties. g. Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident. I.4 Occurrences Related to Aerodromes and Ground Services Remark: This Section is structured in such a way that the pertinent occurrences are linked with categories of activities during which they are normally observed, according to experience, in order to facilitate the reporting of those occurrences. However, this presentation must not be understood as meaning that occurrences must not be reported in case they take place outside the category of activities to which they are linked in the list. 1. Safety Management of an Aerodrome

i. A collision or near collision, on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle(1). ii. Wildlife strike including bird strike. iii. Taxiway or runway excursion. iv. Actual or potential taxiway or runway incursion. v. Final Approach and Take-off Area (FATO) incursion or excursion. I–11

Part A General Appendix I vi. Aircraft or vehicle failure to follow clearance, instruction or restriction while operating on the movement area of an aerodrome (for example: wrong runway, taxiway or restricted part of an aerodrome). vii. Foreign object on the aerodrome movement area which has or could have endangered the aircraft, its occupants or any other person. viii. Presence of obstacles on the aerodrome or in the vicinity of the aerodrome which are not published in the AIP (Aeronautical Information Publication) or by NOTAM (Notice to Airmen) and/or that are not marked or lighted properly. ix. Push-back, power-back or taxi interference by vehicle, equipment or person. x. Passengers or unauthorised person left unsupervised on apron. xi. Jet blast, rotor down wash or propeller blast effect. xii. Declaration of an emergency (‘Mayday’ or ‘PAN’ call).

1.2 Degradation or Total Loss of Services or Functions

i. Loss or failure of communication between: a. Aerodrome, vehicle or other ground personnel and air traffic services unit or apron management service unit; b. Apron management service unit and aircraft, vehicle or air traffic services unit. ii. Significant failure, malfunction or defect of aerodrome equipment or system which has or could have endangered the aircraft or its occupants. iii. Significant deficiencies in aerodrome lighting, marking or signs. iv. Failure of the aerodrome emergency alerting system. v. Rescue and fire-fighting services not available according to applicable requirements. 1. Obstacle includes vehicle. I–12

Part A General Appendix I

1.3 Other Occurrences

i. Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could have endangered the aircraft, its occupants or any other person. ii. Aerodrome security related occurrences (for example: unlawful entry, sabotage, bomb threat). iii. Absence of reporting of a significant change in aerodrome operating conditions which has or could have endangered the aircraft, its occupants or any other person. iv. Missing, incorrect or inadequate de-icing/anti-icing treatment. v. Significant spillage during fuelling operations. vi. Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen, nitrogen, oil and potable water). vii. Failure to handle poor runway surface conditions. viii. Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident. 2. Ground Handling of an Aircraft

i. A collision or near collision, on the ground or in the air, between an aircraft and another aircraft, terrain or obstacle(1). ii. Runway or taxiway incursion. iii. Runway or taxiway excursion. iv. Significant contamination of aircraft structure, systems and equipment arising from the carriage of baggage, mail or cargo. v. Push-back, power-back or taxi interference by vehicle, equipment or person. vi. Foreign object on the aerodrome movement area which has or could have endangered the aircraft, its occupants or any other person. I–13

Part A General Appendix I vii. Passengers or unauthorised person left unsupervised on apron. viii. Fire, smoke, explosions in aerodrome facilities, vicinities and equipment which has or could have endangered the aircraft, its occupants or any other person. ix. Aerodrome security-related occurrences (for example: unlawful entry, sabotage, bomb threat).

2.2 Degradation or Total Loss of Services or Functions

i. Loss or failure of communication with aircraft, vehicle, air traffic services unit or apron management service unit. ii. Significant failure, malfunction or defect of aerodrome equipment or system which has or could have endangered the aircraft or its occupants. iii. Significant deficiencies in aerodrome lighting, marking or signs. 1. Obstacle includes vehicle.

2.3 Ground Handling Specific Occurrences

i. Incorrect handling or loading of passengers, baggage, mail or cargo, likely to have a significant effect on aircraft mass and/or balance (including significant errors in loadsheet calculations). ii. Boarding equipment removed leading to endangerment of aircraft occupants. iii. Incorrect stowage or securing of baggage, mail or cargo likely in any way to endanger the aircraft, its equipment or occupants or to impede emergency evacuation. iv. Transport, attempted transport or handling of dangerous goods which resulted or could have resulted in the safety of the operation being endangered or led to an unsafe condition (for example: dangerous goods incident or accident as defined in the ICAO Technical Instructions(1)). v. Non-compliance on baggage or passenger reconciliation. I–14

Part A General Appendix I vi. Non-compliance with required aircraft ground handling and servicing procedures, especially in de-icing, refuelling or loading procedures, including incorrect positioning or removal of equipment. vii. Significant spillage during fuelling operations. viii. Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance, performance, balance or structural strength. ix. Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen, nitrogen, oil and potable water). x. Failure, malfunction or defect of ground equipment used for ground handling, resulting into damage or potential damage to the aircraft (for example: tow bar or GPU (Ground Power Unit)). xi. Missing, incorrect or inadequate de-icing/anti-icing treatment. xii. Damage to aircraft by ground handling equipment or vehicles including previously unreported damage. xiii. Any occurrence where the human performance has directly contributed to or could have contributed to an accident or a serious incident. 1. Technical Instructions For The Safe Transport of Dangerous Goods by Air (ICAO — Doc 9284). I–15

Part A General Appendix I I–16

Form No: 9101 Issue: 1 Date: June 2010
Date: June Date: June
Part A General
Appendix J
Appendix J – Disruptive Passenger Record
Form No: 9101
Issue: 1
J–1
Form No: 9101 Issue: 1
Date: June 2010 Date: June 2010
Part A General
Appendix J
Disruptive Passenger Record
Form No: 9101
Issue: 1
J–2
Date of Birth: Place & Country of Birth:
Address: Postcode: Telephone Numbers Home: Mobile:
Alcohol consumption? State average weekly intake in units.
Do you smoke? Yes No Never
Part A General
Appendix K
Appendix K – Cabin Crew Medical Assessment Form
Form No: 9007
Issue: 1
Date: 04/08
Cabin Crew
Three Yearly Medical Assessment
The information on this form will be treated as confidential and will kept in your training file.
This form is issued in accordance with EU OPS 1.995
Name: Mr/Miss/Mrs
Forename: Surname: Previous surname:
Address: GP details
Name:
Address:
Postcode:
Telephone Numbers
Home: Postcode:
Mobile: Tele No.:
Alcohol consumption? Do you currently use any medication?
State average weekly intake in units. Yes No
Do you smoke? If Yes –
Reason for medication: Yes No Never
Name of medication:
Dose:
Date started:
(please tick) Yes No
1.Have you remained in good physical and mental health since your last medical
assessment?
2. Have you developed any medical condition or had treatment for any illness not
declared at a previous medical assessment?
3. Have you noticed any deterioration of distant or near vision?
4. Have you been prescribed glasses or contact lenses?
5. Have you noticed any deterioration of hearing?
6. Have you had any ear, nose, sinus or throat problems?
If you have answered YESto any of the questions, please give full details:
Declaration: I hereby declare that I have carefully considered the statement made above and that to
the best of my belief they are complete and correct and that I have not withheld any relevant
information or made any misleading statements.
Signature: …………………………………………………………. Date:………………………
K–1

Part A General Appendix K K–2

Part A General Appendix L Appendix L – Sample Loganair NOTOC L–1

Part A General Appendix L L–2

Part A General Appendix M Appendix M – Air Operator's Certificate M.1 Loganair AOC Example FLT 1.2.1 M–1

Part A General Appendix M M–2

Part A General Appendix M M–3

Part A General Appendix M M–4

Part A General Appendix M M–5

Part A General Appendix M M–6

Title: EMBRAER 135/145 AIRCRAFT TECHNICAL LOG INSTRUCTIONS Instruction No: CWG67
Dept: Line and Base Maintenance
Applicable: ALL Certifying Engineers, Flight Crew
Regulatory References: M.A.306
Manual References: –
Associated WPI & Forms: WPI CWG 66 & WPI TT03
Process Owner(s): Airworthiness Planning Manager Author(s): Rev 7 Alan McCartney
Verified by: Technical Services Manager Date: 05-May-2020
Validated by: Head of Continuing Airworthiness Date: 05-May-2020
Approval: N/A Date: N/A
Part A General
Appendix N
Appendix N – Workplace Instructions Embraer 135/145
Technical Log Instructions
INSTRUCTIONS
N.1 Introduction
Each aircraft is required to carry a Technical Log, allocated against the
specific aircraft registration, to maintain a record of flying times & landings,
record fuel and fluids uplifts and usage, and to record defects and
maintenance actions performed.
The Flight Crew, Cabin Crew and Engineers have individual
responsibilities in the utilisation of the aircraft technical log.
Although the cabin defects log is a separate document, it forms part of the
approved aircraft technical log. However, the cabin defects log does not
contain a CRS statement, so all airworthiness defects must be transferred
to the technical log for action/certification.
The Technical Log comprises of the following:
Section 1 Tech Log Contents List Form 2102
Tech Log Data sheet Form 9006A
A/C Ballast Form Form 2311
WPI CWG 67 – Embraer 135/145 Aircraft CWG67
Technical Log Procedure
Section 2 Aircraft Maintenance Statement – Unscheduled/ Form 2015G
ASD Hoc OOPs
Notices to Crew Form 2309
ATA Chapter Listing Form 2520
Base CRS and Tech Log Hours Approval Form 2080
N–1

Part A General Appendix N Section 3 Technical Log Sector Record Pages Form 2300 Section 4 B Acceptable Deferred Defects (ADD’s) Form 2087 C Acceptable Deferred Defects (ADD’s) Form 2088 Section 5 Arrival & Pre-Departure Checks (Engineers Only)Form BMIR/T/0020 Pre-Departure Checks (Flight Crew Only) Form 2303 Daily Inspection (Maximum 72 Elapsed Hours) Form 2301 CMC Eng Trend Download Analysis IAW MIL MIL 45-001 45-001 14 Day/110 Flight Hour Check Form 2302 Contacts Directory Form 2501 Defects Away From Base Instructions Technical Log Completion Example Damage Charts/Indexes Fan Damage Chart Lubricants List Inoperative Labels

Note: requested by LMC/Technical Services. This instruction details those responsibilities and provides guidance on completion. N.2 Instruction N.2.1 Description 1. A Technical Log (TL) shall be used to record and certify work carried out, as a result of an aircraft’s flights and to keep a record of flying times and landings operated. The Loganair multi-sector logbook is used to record such actions. The flight and maintenance staff have separate responsibilities in the use of the Tech Log. This instruction details those responsibilities and provides guidance on completion. 2. Data on each page of the TLP shall include the following: • Aircraft registration, which denotes the nationality, • Date, • Captain’s signature, • Departure station, N–2

Part A General Appendix N • Arrival station, • Time of departure, • Time of arrival, • Hours of flight, • Number of landings, • Incidents/Defects/Observations, as applicable, • Action taken against the reported Incidents/Defects/ Observations, as applicable, • Identification of person raising defect entries. • Signature and identity of the person signing the CRS following maintenance.

Note: Voyage Report. 3. A Tech Log Sector Record will be made for each flight. Carrying forward the Flight Hours/Flight Cycles, to each subsequent Sector Record strip, ensures the total FH/FC are current. 4. Airworthiness Support Officers will monitor Tech Log Pages on receipt and confirm the accuracy of entries. Any errors arising in FH or FC are relayed to Line Stations for correction, using Form 2026, which must be returned to Airworthiness Support confirming the error has been corrected. 5. The last used Tech Log Sector Strip will always reflect the aircraft Total Flight Hours/Total Flight Cycles since the last A Check. The technical log hours and cycles are zeroed at every A Check. N.2.2 Standard of Entries 1. All entries in the Tech Log shall: a. Be printed on BLOCK CAPITALS (excluding signature) in English. b. Be precise and legible and made in indelible ink. Fibre and broad tipped pens shall not be used; fine ball pens with black ink are recommended. c. Have text clearly laid out. Text should not be compressed into confined spaces; additional consecutive tech log sheets should be used as required. Ensure that statement is made to approved source material reference & includes the document revision number. N–3

Part A General Appendix N d. Include only recognised technical abbreviations. e. Have certification made by signature, authorisation number and the current date. The use of another person’s authorisation to issue a CRS is not allowed. f. Where constituting a CRS certification, ensure the correct CAA 145 Approval Reference of the certifying engineer’s Maintenance Organisation is on the Tech Log page. If the pre-printed 145 Approval Reference number is not correct, then record the alternative CRS statement in the space provided. 2. Component Change data to include: a. Description of item and position on aircraft. b. Reason for Removal. c. Part Number OFF. d. Serial Number OFF. e. Part Number ON. f. Serial Number ON. g. Batch Number. h. Test, adjustment and function details including any test figures, tolerances, tensions and torque figures obtained as required by the AMM or other technical manual. The technical manual reference will also be entered. Test dates of component i.e. hydrostatic test date of cylinders or manufacture dates of squibs, must be entered in the Tech Log if known. i. ATA chapter applicable to defect. 3. Alterations to Data a. One line shall be drawn through an incorrect entry. This shall be dated and signed, with printed name added, by the authorised person carrying out the alteration. b. Enter the reasons for the alteration adjacent to the original text. This may be “entered in error” or “authorised amendment”. c. Insert revised text, ensuring legibility. N–4

Part A General Appendix N N.2.3 Sector Record and Defect Report (Tech Log Sheet) 1. The Sector Record and Defect Report (Tech Log Sheet) is multi-sector serialised carbon sheet comprising White (top copy), Yellow (second copy) and Pink (third copy perforated sector log). N.2.4 1st Sector Record Strip 1. Engineers Actions a. Ensure After Flight signature block complete, entering before the next flight. b. Fuel state – enter Left, Right and uplift fuel quantity as applicable, specifying units used. Carry out reconciliation of gauge to uplift. c. Oil state – entries to be made of individual engine and APU uplifts. d. Certify the Pre-Departure Inspection, entering the Date, Time and Signature. e. If a Daily Inspection has been performed, the Engineer enters the Daily Form Revision, Time performed, Certifies and Dates the entry within the RH heavily outlined area, which highlights that any signatures therein are made in accordance with a Certificate of Releases to Service (CRS). If the pre-printed 145 Approval Reference number is not correct, then record the alternative CRS statement in the space provided.

Note: defect report. Ensure Hot or Cold is scored out as required. Also, ensure Tyre Pressure Gauge Serial Number is recorded in the same box. f. If a 14-Day/110 FH Inspection has been performed, the Engineer enters the APU Hours/Starts in the cells made available and marked for that purpose within the CRS area. An entry will be made under the heading ‘DEFECTS’ stating that the 14-Day/110 FH Inspection is due, and under the heading ‘ACTION TAKEN’ to show completion. The Engineer signs, dates and stamps the appropriate columns within the CRS area. If the pre-printed 145 Approval Reference number is not correct, then record the alternative CRS statement in the space provided. N–5

Part A General Appendix N 2. Captain’s Actions – Sign Out a. If applicable – enter ground de-icing START time, the type of fluid, mixture ratio and temperature. If using remote de-icing, then annotate ‘RR’ (for Remote Rig). Use RR box for recording Temperature when Remote Rig is not used. b. Captain’s acceptance in accordance with the Operations Manual of outstanding ADD, aircraft fuel and oil states signified by signature and printed name in “Captain’s Signature Outbound”. c. Remove perforated pink sector strip triplicate and leave with the Maintenance Staff/Handling Agent. N.2.5 2nd Sector Record Strip 1. Captain’s Actions – Signing In a. On completion of the sector the Captain shall complete the ARRIVAL, DEPARTURE, SECTOR TIME and LANDINGS section. It is imperative that this is completed in an accurate manner. b. The Captain shall indicate if defects have arisen on the flown sector by: • Circling “NIL” if no defects reported. • Circling “As entered” if a defect has arisen. The defect shall then be entered in the “Defect” column recording all information pertaining to that defect which may aid fault diagnosis. Additionally, a verbal brief between crew and engineers should, where possible, be carried out. • The Captain’s Signature in the “Capt Sign Inbound” row and the Captain’s name in the “Print Name” row will identify the originator of any defects in the “Defect” column. c. The Captain certifies “AFTER FLIGHT” at the bottom of the sector strip and enters arrival fuel load.

Note: for the next sector with the following actions required: • Captain/Engineer strikes out all the remaining sector record strips on that current tech log sheet. • Log time and landings are transferred by the Captain/Engineer onto the next tech log sheet. N–6

Part A General Appendix N N.2.6 Subsequent Sector Record Strips 1. Recording of further flown sectors will be carried out in accordance with paras N.2.4 and N.2.5 using 2nd/3rd/4th sector record strips as required, providing no further defects arise. N.2.7 Sector Record and Defect Report Distribution TASK WHITE SHEET YELLOW SHEET PINK SHEET Prior to each flight Following Captain’s following Captain’s Acceptance, Crew Acceptance remove the sector record strip. Handed to Maintenance Staff or Handling Agent Technical Stop Maintenance resulting in a certified Engineers remove all entry on the Defect including last white Report sheet for that day’s flying. Fax/Scan to Airworthiness Support, and send originals by mail to Airworthiness Support in Glasgow First flight of the day Crew remove following Captain’s complete pink sheet Acceptance on from last day’s flying. previous day’s TLS. Handed to Maintenance Staff or Handling Agent. Scheduled Maintenance Maintenance Staff Maintenance Staff maintenance input ‘A’ Engineers remove all clean up. remove all but last Check or higher. including last white day’s pink sheet. sheet for that day’s flying. Fax/Scan to Airworthiness Support, and send originals by mail to Airworthiness Support in Glasgow Note 1: Completed Tech Log Pad – contain the yellow copies of the sector record and defect report. The complete pad is retained in the aircraft, only to be removed by Maintenance Personnel holding company authorisation and routed to Airworthiness Support. N–7

Part A General Appendix N Note 2: Remaining white copy TLS are to be removed from the completed pad prior to dispatch to Airworthiness Support. Master White sheets must be sent separately. Note 3: When starting a new Tech Log pad, please enter the next TLP reference on the last page on the previous Tech Log pad, and also enter the previous TLP Reference on the first page of the new Tech Log pad. N.2.8 Maintenance Certifications on the Sector Record and Defect Report 1. The following routine certification shall be made on the current tech log sheet in addition to those required by the maintenance statement: • Daily Inspection shall be completed at any time of the day, entering the date Daily Form Revision number, date & authorisation number and signature on the RH side sector record strip. Although company policy is to perform the DAILY INSPECTION on every calendar day, the actual interval of the DAILY INSPECTION is 2 Calendar Days from the time the previous DAILY INSPECTION was completed. It is therefore valid until the end of the Second day, up to a maximum of 72 Hours Elapsed Time, after certification of the previous DAILY INSPECTION. See below Example Provided by Embraer: ‘For example, 32-49-07-001/32-49-03-001, the interval is 2 days. When this task is performed at 2018-01-01 00:00:00, The next task shall be performed by 2018-01-03 23:59:59 (2 days from 2018-01-01 00:00:00, maximum of 72 clock hours as a result). When the above task is performed at 2017-12-31 23:59:59, The next task shall be performed by 2018-01-02 23:59:59 (2 days from 2017-12-31 23:59:59, minimum of 48 clock hours as a result).’ Although infrequently required, because of the policy outlined above, this would allow up to a normal interval of 72 elapsed hours, plus an if required; using a Variation, an additional 7.2Hrs (10%) of Elapsed Hours. N.2.9 Technical Defects 1. Defects arising during sectors are to be entered by the Captain in the DEFECTS column. Para N.2.5 refers. N–8

Part A General Appendix N 2. Defects found by engineering staff are to be entered in the DEFECTS column by an authorised engineer preceded by the statement “Engineering Entry”, immediately followed by the Engineers NAME and SIGNATURE, and then the text of the defect. All entries in the Tech Log should comply with the requirements for raising and clearing maintenance entries. All defects must make precise reference to the particular maintenance task(s) from the maintenance data.

Note: also apply to ALL entries made by Maintenance Personnel in the Defect column. ALL such entries will be preceded by the statement “Engineering Entry”, immediately followed by the engineer’s NAME and SIGNATURE, and then the text of the entry 3. Defect clearance must include a statement of the relevant Approved Maintenance Data Revision state e.g. AMM 12-34- 56-801 Rev 50. 4. Defects arising during the use of a sector sheet will require the raising of a new tech log sheet for the next flown sector. Para N.2.5(1)(c) refers. The aircraft shall be cleared for flight and the defects rectified, or if applicable transferred to the ADD log, on the incoming Sector/Tech Log sheet. N.2.10 Information Only Entries 1. Blanks/Locks fitment of blanks and/or locks require a technical log entry in the defects report. This is a non CRS item and can be authorised by Engineers or flight crew. 2. Spurious warnings and/or transition faults Defined as; faults that have no effect on aircraft operation, reset immediately without any crew action and are in isolation without any further repeats during the course of a flight or series of flights. 3. It is acceptable for the Captain to make a technical log entry in the defect column which states: “For information only – Flight crew observation” (followed by narrative describing the spurious warning or transition fault). 4. An entry in the action taken column would then be made stating “Record only - for further crew reports if required”. This is a non CRS item and can be authorised by Engineers or flight crew.

Note: N–9

Part A General Appendix N N.2.11 Notice to Crew 1. The ‘Notice to Crew’ is a means of disseminating information to flight crew concerning: a. Operational differences, b. Limitations, c. Repetitive defects, which may affect systems noticeable to aircrew. 2. When a ‘Notice to Crew’ is cancelled, because the situation highlighted no longer exists, the ‘Notice to Crew’ is cleared.

Note: apply to ALL entries made by Maintenance Personnel in the Defect column. ALL such entries will be preceded by the statement “Engineering Entry”, immediately followed by the engineer’s NAME and SIGNATURE, and then the text of the entry. If a Notice to Crew is raised, then a copy should be sent to LMC & embtech for master record purposes. N.2.12 Acceptable Deferred Defects 1. Acceptable deferred are categorised in two classifications, these are B & C and can be defined as follows: a. B Defects – Are defects where further damage or deterioration could affect airworthiness, but deferment is considered acceptable for a maximum specified period proving the defect satisfies the conditions below: • The defect is permitted by the appropriate MEL. • The defect is unlikely to deteriorate to an airworthy condition within 30 days or the date/hours/cycles if specified in the ‘limitations’ section. • The cumulative effect of a number of ‘B’ Defects on the same aircraft shall continue to satisfy the above conditions. b. C Defects – Do not affect airworthiness but should be rectified at the earliest opportunity. N–10

Part A General Appendix N N.2.13 Deferral Action – ‘B’ & ‘C’ Defects 1. Following determination that deferment is essential and acceptable and having decided the category of the defect, the defect is deferred: a. Entry is made in the next available space on the sheet quoting the Tech Log sheet, serial number, and item number. b. The Tech Log sheet “defect” column wording in full is placed under the defect heading. All maintenance actions carried out and references to concessions etc. should be included. c. Record all limitations imposed by the MEL, concession or the engineers certifying the deferment. d. The MEL may require an ‘INOPERATIVE’ placard to be applied. These should be placed in a position that clearly indicates to which defective system it relates. e. Record part number, quantity and REQ details if spare parts are needed. Should it be impractical at the time of raising the defect to enter a requisition number, the following procedure should be adopted. • On completion of flying all Tech Logs of aircraft overnighting at an outstation or base, shall be checked to ensure that all ‘B’ and ‘C’ defects are correctly completed and have a REQ number or a statement that no spares are required. If not, the defect should be investigated and a requisition for spares raised if necessary. • The requisition number or “NO spares required” entry should be written in the appropriate box of the ADD sheet and an Engineering Entry made on the current Tech Log sheet to the effect: B Defect No. 0117 to be investigated B Defect No. 0117 investigated spares ordered on REQ 007438, ADD Entry amended. OR B Defect No. 0117 to be investigated B Defect No. 0117 investigated, no spares required ADD entry amended. f. Signature, date and stamp in signature box. The certifying engineer must hold authorisation in at least one category on that aircraft type in order to defer defects IAW the MEL. N–11

Part A General Appendix N g. Enter on the Tech Log sheet in the ‘action taken’ column – “transferred to ADD B/C No.…….” and all references to maintenance actions as required by the MEL and/or actions taken in assessing the defect as acceptable. Quote tolerances and figures/dimensions as applicable and raise any unscheduled OOP inspection item. h. Carry out actions required as listed in the MEL. i. Certify for action taken. j. Post raising any new ADD, a copy of the ADD sheet should be sent to Loganair LMC on email LMC@loganair.co.uk for records purposes. N.2.14 Rectification Action – ‘B’ Defects 1. The format of the B defect sheet is designed to assist with diagnostics. It therefore recommended that, except in straight forward defect clearance, the first and subsequent entries should remain open under the same defect number until proved to be rectified. In each case the full details of work must be entered in the Tech Log with cross reference to the B defect serial number. 2. Flight crew should then positively report clearance of the observed/ previously reported symptom or enter information to assist with further diagnostics, referring to the B defect serial number. a. Tech Log Sheet • Enter the full defect details from the ADD sheet into the defect column entering “Transferred from B defect No.” • Carry out rectification action as required. • Record all rectification action taken and if the defect has been cleared state “B defect No. cleared” and certify IAW Para N.2.9. • Where there is doubt of the efficiency of defect clearance, proceed para N.2.13(b). DO NOT certify on the ADD clearance block and DO NOT make the statement ‘B defect cleared’. • Ensure all related notices to crew, out of phase inspections items, damage control chart references etc. are deleted/ cleared from Tech Log. N–12

Part A General Appendix N b. ADD Sheet Enter Tech Log sheet number, dating and stamping the clearance section of the sheet. • Where a B defect has not been cleared, enter a concise summary of the work done under the heading Rectification Investigation. Up to four attempts are provided for. Leave the B defect open but enter details in the current page of the Tech Log and certify action taken. If flight crew observations are required to assist in clearing the defect, make an entry in Notices to Crew. Enter the Tech Log sheet reference. LMC must be contacted and advised of any new ADD. 3. When a Rectification Interval has been extended iaw LMC-24, the ADD should be entered on the current tech log page, and the RIE reference extending the interval quoted. The original ADD number must remain. The ADD sheet must be amended to reflect the new expiry restriction. A copy of the RIE form 2257 must be placed in the ADD folder in the tech log, behind the respective ADD sheet. N.2.15 Rectification Action – ‘C’ Defects Rectification action is recorded as detailed in para N.2.13 substituting references to B defects for C defects. C defects must be fully cleared. N.2.16 Consolidation of ‘B’ and ‘C’ Defects 1. It is essential that all ‘B’ and ‘C’ defects retain their original serial number B0xxx or C0xxx which are unique to individual entries. 2. Consolidation of ‘B’ and ‘C’ defects will take place at each base maintenance input with the original serial number retained and the originating date entered, following the defect text on the ADD sheet. 3. B and C defect numbers will not be zeroed, but will run concurrently. N.2.17 Damage Control Charts – Refer MPM 4.45 1. Damage Control Charts are issued to all aircraft, as a quick and easy visual method of recording any visible damage sustained to the aircraft. 2. Only engineers with B1 authorisation can make certification for the assessment of aircraft structural damage. 3. Aircraft damage should be recorded and controlled IAW MPM 4.45 Damage Control.

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Part A General Appendix N N.2.18 Reduced Vertical Separation Minima (RVSM) – Refer MPM 2.11 1. Downgrading of aircraft as Non-RSVM Capable a. Any defect rendering the aircraft as non-RVSM capable must be transferred to the aircraft technical log Acceptable Deferred Defects (ADD) sheet, provided the defect is allowable within the terms of the Minimum Equipment List (MEL), this information must also be given to LMC via the Nightstop Maintenance Request at the end of each night. b. A separate ADD entry must be made stating that the “AIRCRAFT IS NON-RVSM CAPABLE”. c. Persons approved to downgrade the aircraft are Engineers holding category B1 or B2 approval on type. d. As soon as the aircraft has been classified as NON-RVSM CAPABLE. IMPORTANT – Loganair LMC/Operations must be advised at this point. Refer form 2501 (LMC/OCC) held within tech log for all contact details. 2. Upgrading of Aircraft to RVSM Capable a. The defect causing the downgrade must have been positively identified and rectified. b. Only an Engineer holding B1 or B2 approval in the appropriate category, dependant on the reason for the downgrading, is authorised to upgrade the aircraft to RVSM CAPABLE. IMPORTANT – Loganair LMC/Operations must be performed at this point. Refer form 2501 (LMC/OCC) held within tech log for all contact details. N.2.19 Cat II (All Weather Operations) – Refer MPM 2.12 1. Down-Grading a. The Captain or a certifying engineer holding full approval in any trade category in the aircraft type may downgrade the aircraft to Category 1. b. Downgrading is achieved by raising a ‘B Defect’ Acceptable Deferred Defect (ADD). The Category status of the aircraft will be controlled by the Technical Log ADD system. c. A separate B Defect ADD is to be raised for the component or system defect to differentiate the defect from the Category status of the aircraft. N–14

Part A General Appendix N IMPORTANT – Loganair LMC/Operations must be performed at this point. Refer form 2501 (LMC/OCC) held within tech log for all contact details. 2. Upgrading a. Upgrading can only be considered after the following criteria have been satisfied: • Positive identification and rectification of the defect which caused the downgrade have been carried out in accordance with the AMM. • LRU’s removed for a defect must have passed a full bench test prior to installation. • Relevant LRU interface verification test must be satisfied as applicable and as detailed in the AMM. • The associated system BITE checks must be satisfied. • A satisfactory operational test of the Integrated Computers. • Whenever there is any doubt over the integrity of the system, one should consider requesting a ‘Standard Landing’ to be performed by the crew. Such a request must be documented in the Technical Log. In this case, an upgrade can be considered only when the operating crew has reported no adverse comment on the performance in the Technical Log. b. A satisfactory ‘Standard Landing’ is defined as a successful Category 2 approach carried out in Category 1 weather c. The requirements for upgrading an aircraft after scheduled maintenance are the same as those to upgrade a line aircraft. IMPORTANT Loganair LMC/Operations must be performed at this point. Refer form 2501 (LMC/OCC) held within tech log for all contact details. N.2.20 Ground Running and Fuel On completion of any ground running, the engineer shall make an entry in the Tech Log defect column and enter Fuel used details in the line entitled GROUND RUN, showing the fuel consumed per tank and the total. N.2.21 Special Maintenance Tasks The recording of specialised maintenance tasks such as engine ground run, taxi, engine borescope or compass compensation and adjustment (Terms of Maintenance Authorisation form 1004 printed on the reverse of N–15

Part A General Appendix N the Part 145 Authorisation Certificate) must be entered in the aircraft Technical Log entry to ensure currency can be demonstrated using Form 1019 and Oases SF71-Personal Experience Report. N.2.22 Defects Away from Base 1. Use in conjunction with procedure Form BMIR/T/0218 also contained in the Technical Log. 2. Whilst away from base, with no engineering cover, the Captain of the aircraft may transfer defects to the ‘B’ and ‘C’ defect sections of the TL, provided that the defect is allowable IAW the MEL or CDL and providing no Maintenance actions are required outside the scope of the Captain's approval. 3. Prior to transferring any defect, the Captain must first ensure that: a. The defect has not already been entered and remains an open ‘B’ or ‘C’ defect. b. There are no other open deferred defects that relate to that defect that would, in combination, affect the Airworthiness of the aircraft or safety of the passengers. c. The defect does not affect the Airworthiness of the aircraft or safety of the passengers on subsequent sectors and complies with the requirements of the MEL and/or Configuration Deviation List (CDL). d. LMC is consulted before any defect is deferred. 4. The attention of crews is drawn to the repercussions which may occur if items are carried forward without ensuring that no further damage could occur, that the system is made inoperative and the Tech Log endorsed. Failure to investigate the reasons for the defect or to isolate the failed component may result in further damage 5. Mechanical failure of gearbox driven components should be treated with great respect owing to the fire hazard involved. It should not be presumed that a component has simply failed and can be carried forward. All steps must be taken to ensure that the component is intact, isolated as necessary, gearbox input drives inspected, and quill drives removed (the latter two items are not aircrew tasks). This applies to all engine driven components whether engine or gearbox mounted. N–16

Part A General Appendix N N.2.23 Aircraft Maintenance Statement The Aircraft Maintenance Statement is for recording of unscheduled and out of phase inspection items. A new sheet must be raised for each ad hoc out of phase item and should be faxed/scanned to LMC and Airworthiness Support. N.2.24 Technical Log Errors When Airworthiness Support identify an error to the technical log entry, if the error is non-CRS related, a correction may be made in red ink. This correction must be made IAW para 2.2c. If the error is a certification issue, a Tech Log Amendment Sheet Form 2026 must be submitted to the certifier for the correct certification to be made. The completed and certified form will be returned to Airworthiness Support inserted and retained in the records with the original certification. N.2.25 Ballast Control A Ballast Control Record form 2311 is carried in section 1 of the technical log. This record must be updated whenever the ballast carried in the baggage bay is added or removed. When a change is made, the remaining ballast weight must be checked to confirm it is correctly reflected in the record. N.3 Records Tech Log Amendment sheet Form 2026 Ballast Record Form 2311 N.4 References CAME 1.1.1 – Aircraft Technical Log LMC 10 Repetitive Defects Loganair Operations Manual Part A, Voyage Report Form Form BMIR/T/0218 – Procedure for Defects Away from Base MPM 4.45 – Damage Control MPM 2.11 – Reduced Vertical Separation Minima (RVSM). MPM 2.12 – Cat II (All Weather Operations) N–17

Part A General Appendix N N–18