Crew Handbook v36 190809 PDF

Crew Handbook
Issue 1, Revision 36,09 AUG 2019
Information and procedures for the

crew of Thomas Cook Airlines UK.
Department:
Flight Operations
Responsible for Content and Release:

GA HO Airbus Operations
Responsible for Distribution:

TCX Flight Operations
Manual Editor:
TCX: Linton Foat
For official use only!
Distribution to external persons with

prior consent of publishers only.
Reprint and copies permitted when

agreed by Thomas Cook.
© Copyright Thomas Cook Airlines UK
To notify omissions and revisions contact:

Linton Foat,
linton.foat@thomascook.com,
+44-7554458675
Crew Handbook REV 36
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1 Contents
1 Contents.............................................................................................................................. 3
2 Introduction ...................................................................................................................... 13
3 Revision Highlights............................................................................................................ 14
4 Finder ................................................................................................................................ 16
4.1 Key Contact Details ................................................................................................... 16
4.2 Pilot Workflow: Quick Reference for OM A .............................................................. 17
4.3 Cold Weather Operations – TCX References ............................................................ 25
5 Fleet Communication ...................................................................................................... 26
6 Station Information .......................................................................................................... 27
6.1 Flight Simulator Locations ......................................................................................... 27
6.1.1 CAE Cheadle ....................................................................................................... 27
6.1.2 CAE LGW ............................................................................................................ 27
7 Operational Information................................................................................................... 28
7.1 On Time Performance (OTP) ..................................................................................... 28
7.1.1 Delay Management in General .......................................................................... 28
7.1.2 Complimentary Drinks ....................................................................................... 29
7.1.3 Down Route Delay Management....................................................................... 29
7.1.4 Cuba Down Route Delay Procedure .................................................................. 30
7.1.5 High Speed Turn Around .................................................................................... 31
7.1.6 Intermediate Turnrounds at UK Main Base for Single Aisle Airbus Aircraft ...... 32
7.1.7 Adherence to Allocated Runway Slot and STD .................................................. 33
7.1.8 Night Runway Bans ............................................................................................ 34
7.1.9 Push & Park and Push & Hold Procedures ......................................................... 35
7.1.10 Push & Hold Procedure ...................................................................................... 35
7.1.11 UK And Overseas Technical Support.................................................................. 36
7.1.12 Approved Electronic Devices/Software Applications ........................................ 36
7.1.13 Aircraft Fuelling at UK Line Stations .................................................................. 36
7.1.14 OTP Delay Codes ................................................................................................ 37
7.2 Safety Assessment of Foreign Aircraft (SAFA)........................................................... 41
7.2.1 SAFA Ramp Inspections...................................................................................... 41
Thomas Cook Airlines Page 3 of 311 FLIGHT OPERATIONS

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7.2.2 Captain and Crew Responsibilities ..................................................................... 42

7.2.3 Guide to SAFA Audit Checklist ........................................................................... 43
7.3 Passenger Handling ................................................................................................... 46
7.3.1 Passengers with Reduced Mobility (PRM) Assistance ....................................... 46
7.3.2 Wheelchair PAX Codes ....................................................................................... 46
7.3.3 Recording of Doors Opening Times ................................................................... 46
7.3.4 Disruptive Passenger Reporting......................................................................... 47
7.3.5 Passenger and Crew Welfare Considerations where APU Inoperative ............. 49
7.3.6 High Temperature Operations – Cabin Comfort ....................................................... 51
7.4 Aircraft Cleaning ........................................................................................................ 53
7.4.1 Flight Deck Technical Cleaning........................................................................... 53
7.4.2 Flight Deck Areas and Cleaning Methods .......................................................... 53
7.4.3 Cabin Cleaning ................................................................................................... 55
7.4.4 Reporting and Feedback .................................................................................... 55
7.5 Medical Issues ........................................................................................................... 56
7.5.1 Medical Incidents Escalation Protocol ............................................................... 56
7.6 Telemedicine ............................................................................................................. 57
7.6.1 Telemedicine ...................................................................................................... 57
7.6.2 MedLink Telemedicine ....................................................................................... 57
7.6.3 Medical Diversion .............................................................................................. 59
7.6.4 Death On-Board ................................................................................................. 59
7.7 Thomas Cook Airlines Press Office Policy ................................................................. 60
7.7.1 Purpose .............................................................................................................. 60
7.7.2 Principle ............................................................................................................. 60
7.7.3 Guidelines .......................................................................................................... 60
7.8 Airline Policy on Landing Distance Requirements .................................................... 62
7.8.1 Dispatch Requirements...................................................................................... 62
7.9 APU Operation on the Ground .................................................................................. 63
7.9.1 Background ........................................................................................................ 63
7.9.2 Procedure ........................................................................................................... 63
7.9.3 Considerations ................................................................................................... 64
7.10 Operational Flight Plan (OFP) .................................................................................... 66

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7.10.1 Fuel ..................................................................................................................... 66

7.10.2 Route .................................................................................................................. 66
7.10.3 Reduced Contingency Fuel Flight Dispatch........................................................ 66
7.10.4 Long Haul Cost Index Flying ............................................................................... 66
7.10.5 Example of LIDO Flight Plan ............................................................................... 67
7.10.6 OFP Windshear Values ....................................................................................... 67
7.11 Fuel Burn Information ............................................................................................... 68
7.11.1 Example .............................................................................................................. 68
7.11.2 Meaning of Statements ..................................................................................... 68
7.12 Technical Function Flight........................................................................................... 69
7.12.1 Current TCX Authorised Check Flight Pilots ....................................................... 69
7.13 Lengthy Tarmac Delays at U.S. Airports .................................................................... 70
7.13.1 Tarmac Delay Requirements.............................................................................. 70
7.13.2 Passenger Services During a Lengthy Onboard Ground Delay .......................... 70
7.13.3 Resources ........................................................................................................... 71
7.13.4 Coordination ...................................................................................................... 71
7.13.5 Crew Procedures ................................................................................................ 71
7.13.6 Tarmac Cockpit Checklist for U.S Airports ONLY ............................................... 71
7.14 Mass and Balance ...................................................................................................... 74
7.14.1 Aircraft Basic Mass ............................................................................................. 74
7.14.2 Basic Weight and Index Tables .......................................................................... 74
7.14.3 Traffic Load ........................................................................................................ 75
7.14.4 Aircraft Loading .................................................................................................. 77
7.14.5 Standard Loading ............................................................................................... 77
7.14.6 A321 CG Considerations – No Hold Baggage / Tanking ..................................... 77
7.14.7 ACARS / Computer loadsheets........................................................................... 78
7.15 Cargo ......................................................................................................................... 83
7.15.1 NOTOC in lieu of Cargo Documents ................................................................... 83
7.15.2 Loading of AVI as Cargo ..................................................................................... 83
7.16 Effect on Landing Minima of Temporary Failed or Downgraded Ground Equipment
84
7.17 Winter Operations..................................................................................................... 85

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7.17.1 Contract De Icing................................................................................................ 85

7.17.2 ACARS De-ice Message ...................................................................................... 87
7.17.3 Recording of Type 1 De-icing Fluid Mix ............................................................. 87
7.18 A321 Flight Time Summary ....................................................................................... 89
7.19 Tanking of Fuel .......................................................................................................... 89
7.19.1 Tankering Advice on OFP ................................................................................... 90
7.20 Captain’s Mobile Phones........................................................................................... 91
7.20.1 Lost or Stolen Mobiles ....................................................................................... 91
7.21 Operational Reserve Aircraft UK (ORES) and Airport Duty ....................................... 92
7.21.1 Overview ............................................................................................................ 92
7.21.2 Flight Crew Procedure ....................................................................................... 93
7.22 Inflight Rest Guidance (A330 Flight Deck Crew and Cabin Crew) ............................. 95
7.22.1 Background ........................................................................................................ 95
7.22.2 Responsibilities .................................................................................................. 95
7.22.3 Guidance ............................................................................................................ 95
7.23 Airport Collaborative Decision Making– A- CDM .................................................... 100
7.23.1 Background ...................................................................................................... 100
7.23.2 Definitions ........................................................................................................ 100
7.23.3 A-CDM Concepts .............................................................................................. 100
7.23.4 Key Points For Pilots......................................................................................... 102
7.24 Company Incident Response Process...................................................................... 103
8 Fleet Guidance ................................................................................................................ 108
8.1 Best Practice Procedures......................................................................................... 108
8.1.1 See and Avoid................................................................................................... 108
8.1.2 Weather Monitoring ........................................................................................ 108
8.1.3 Crew Resource Management .......................................................................... 108
8.1.4 Task Sharing ..................................................................................................... 109
8.1.5 Guidance on Decision Making for Thomas Cook Pilots ................................... 111
8.1.6 Automation ...................................................................................................... 112
8.1.7 Sterile Flight Deck ............................................................................................ 113
8.1.8 Aircraft Rates of Climb and Descent Within UK Controlled Airspace .............. 113
8.1.9 PACE – Challenge and Response Mechanism .................................................. 113

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8.2 Radio Telephony (RT) .............................................................................................. 116

8.2.1 RT Discipline ..................................................................................................... 116
8.2.2 Format of Initial Calls ....................................................................................... 116
8.2.3 Phraseology Examples ..................................................................................... 117
8.3 Avoiding Communication Error ............................................................................... 117
8.3.1 Alphanumeric Call Signs ................................................................................... 118
8.4 Malicious Interference to VHF Communications Services ...................................... 121
8.5 Departure/Arrival VHF Calls .................................................................................... 121
8.6 Operations on Runways Equipped with Arrestor Cables (Airbus) .......................... 122
8.6.1 Introduction ..................................................................................................... 122
8.6.2 What an Arrestor Cable Looks Like .................................................................. 123
8.6.3 How to tell if the runway is equipped with an arrestor cable ......................... 123
8.6.4 Operational Consequences and Recommendations ....................................... 124
8.6.5 Operational Caution Notes .............................................................................. 124
8.7 Operations on Runways Equipped with Arrestor Cables (Boeing) ......................... 125
8.7.1 Trampling ......................................................................................................... 125
8.7.2 Take-off and Take-off Performance ................................................................. 125
8.8 Datalink Procedures (Airbus) .................................................................................. 126
8.8.1 ACARS ............................................................................................................... 126
8.8.2 ACARS Loadsheets ........................................................................................... 136
8.8.3 CPDLC uplink message in North Atlantic OCAs ................................................ 142
8.9 Non-Commercial Flight Operational Considerations .............................................. 142
8.9.1 Minimum Crew Requirement .......................................................................... 142
8.9.2 Precautions ...................................................................................................... 142
8.9.3 Pre-flight checks ............................................................................................... 143
8.9.4 Inflight checks .................................................................................................. 143
8.10 Reporting of Vibration (Airbus) ............................................................................... 144
8.10.1 Vibration Reporting.......................................................................................... 145
8.10.2 Procedure ......................................................................................................... 145
8.10.3 General Background Information from Airbus ................................................ 146
8.10.4 Main Causes of Airframe Vibration (Non-Engine related)............................... 147
8.11 Runway Status Lights .............................................................................................. 148

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8.12 Flight Operations in the Vicinity of Drones .............................................................. 149

8.13 Non-Essential Equipment and Furnishings (NEF) .................................................... 151
9 Crew Procedures............................................................................................................. 152
9.1 Crew Planning.......................................................................................................... 152
9.1.1 Crew Planning Contact Information ................................................................ 152
9.2 Crew, Business and Leisure Travel .......................................................................... 152
9.2.1 Crew, Business & Leisure Travel Contact Information .................................... 152
9.3 Crewing & Pre-Ops .................................................................................................. 153
9.3.1 Departmental Responsibilities – Crewing & Pre-Ops ...................................... 153
9.3.2 Contact details ................................................................................................. 153
9.3.3 Crew Swaps ...................................................................................................... 154
9.3.4 Tripline ............................................................................................................. 154
9.3.5 Block Standby – Flight Deck Crew .................................................................... 154
9.3.5 Crew Delay Process .......................................................................................... 155
9.3.6 Sickness Reporting ........................................................................................... 156
9.3.7 Process for Check-in/out for Own-way Travel ................................................. 158
9.3.8 Requirement to Check for Roster Changes Post Duty ..................................... 158
9.4 Pre-Flight Briefing.................................................................................................... 159
9.4.1 CUBE ................................................................................................................. 159
9.4.2 Ad-Hoc Flight Briefs.......................................................................................... 159
9.4.3 Web-based LIDO Route Manual Access........................................................... 159
9.4.4 Short Haul Briefing ........................................................................................... 160
9.4.5 Long Haul Briefing ............................................................................................ 160
9.4.6 Flight Envelopes ............................................................................................... 162
9.7.7 Flight Briefing IT / Computer Equipment – Unserviceable Reporting Process 163
9.5 Communications with Operations .......................................................................... 164
9.5.1 Mobile Phones ................................................................................................. 164
9.5.2 Ready Messages and Delaying a Flight Plan .................................................... 164
9.6 Crew Transport / Positioning .................................................................................. 165
9.6.1 Company Provided ‘Shuttles’ Down Route...................................................... 165
9.6.2 Ellison’s Transport Criteria ............................................................................... 165
9.6.3 National Car Rentals ........................................................................................ 166

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9.6.4 Baggage Allowance Positioning on Non-company Aircraft ............................. 167

9.6.5 Company Car / Hire Vehicle Insurance ............................................................ 169
9.6.6 Changes to Positioning Duties ......................................................................... 170
9.6.7 Own Way Requests Following Roster Release................................................. 170
9.6.8 Positioning or Deadheading Crew - Check In and Immigration Procedures ... 170
9.6.9 Check In when Using Easy Jet Aircraft ............................................................. 172
9.6.10 Baggage when Travelling on US Carriers (Domestic and Caribbean) .............. 172
9.6.11 Checked in Crew Baggage Tampering at a Long Haul Destination .................. 173
9.6.12 Buddies on Light Aircraft.................................................................................. 173
9.6.13 Procedure for Weighing Passengers on Private Flights ................................... 173
9.7 In Flight Relief - Long Haul Duties ........................................................................... 175
9.8 Border Force Requirements .................................................................................... 176
9.9 Personal Issue Equipment ....................................................................................... 180
9.9.1 Captains Mobile Phones .................................................................................. 180
9.9.2 ANR Headsets................................................................................................... 180
9.10 Expenses & Allowances ........................................................................................... 182
9.10.1 Concur – Expenses Online................................................................................ 182
9.10.2 Concur iPad App............................................................................................... 182
9.10.3 Company Credit Card Expenses ....................................................................... 183
9.11 Security Measures ................................................................................................... 188
9.11.1 Enhanced Security Measures and Positioning Crews ...................................... 188
9.11.2 Security Procedures in the UK - Full Body Scan .............................................. 188
9.12 Staff Cargo ............................................................................................................... 190
9.13 Correct Completion Of Us Customs Documents ..................................................... 190
9.14 Requirement to Convert UK ANO & JAR-FCL 1 & 2 Licences to EASA Part-FCL ...... 190
9.15 Uniform Regulations ............................................................................................... 193
9.15.1 Ladies Uniform ................................................................................................. 193
9.15.2 Male Uniform ................................................................................................... 194
9.15.3 Accessories ....................................................................................................... 194
9.15.4 Grooming ......................................................................................................... 195
9.16 Cabin Procedures .................................................................................................... 199
9.16.1 Flight Crew Drinks ............................................................................................ 199

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9.16.2 Positioning of Ground Equipment – Steps/Airbridges..................................... 199

9.16.3 Airbridge Boarding ........................................................................................... 199
9.16.4 High Visibility Waistcoats ................................................................................. 200
9.16.5 Crew – Boarding and Disembarking................................................................. 201
9.16.6 Airbridge Steps ................................................................................................. 201
9.16.7 Aircraft Steps.................................................................................................... 201
9.16.8 Exterior Opening of Aircraft Doors .................................................................. 202
9.16.9 Ground Staff Door Operation .......................................................................... 203
9.16.10 Ambulifts/Catering Vehicles......................................................................... 203
9.16.11 Crew Change with Passengers on Board ...................................................... 203
9.16.12 Prep Crews ................................................................................................... 203
9.16.13 Responsibility for Passengers ....................................................................... 204
9.16.14 Passenger Boarding ...................................................................................... 204
9.16.15 Cabin Crew Controlled Rest During Flight .................................................... 204
9.16.16 Flight Deck Door Training Requirements for Cabin Crew ............................ 206
9.17 Training Information ............................................................................................... 207
9.17.1 Competency Based Grading Methodology and PAS Reporting ....................... 207
9.17.2 Temporary License and CAA Licensing ............................................................ 211
9.17.3 CAA e-Licensing ................................................................................................ 213
10 Crew Welfare Brief...................................................................................................... 215
10.1 General Issues...................................................................................................... 215
10.2 Protecting Our People ......................................................................................... 216
10.3 Medical Advice For Flight Deck And Cabin Crew When Travelling Abroad......... 223
10.4 Viruses & Diseases ............................................................................................... 225
10.5 Medication and Flying ......................................................................................... 236
10.6 Fume / Smoke Inhalation .................................................................................... 239
10.7 In Cruise Welfare And Exercise ........................................................................... 241
10.8 CEGA Medical Assistance..................................................................................... 242
10.9 Employee Assistance & Well-being - CCP ............................................................ 243
10.10 Unscheduled Night Stop Guide ........................................................................ 245
10.11 Globalog Radiation Monitoring ....................................................................... 246
10.12 Hazards on the Ramp ....................................................................................... 246

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10.13 Fatigue Risk Management ....................................................................................... 247

10.13.1 Fatigue Risk Management – Crew Reporting............................................... 247
10.13.2 Responsibilities............................................................................................. 247
10.13.3 Related Documents ...................................................................................... 247
10.13.4 Fatigue Risk Management Procedure .......................................................... 247
11 Electronic Working ...................................................................................................... 253
11.1 CUBE Briefing........................................................................................................... 253
11.1.1 Standard Flight Paperwork .............................................................................. 253
11.2 eVR Comments Message......................................................................................... 256
11.3 Cube - Departure Delay Code and Landing Pilot Recording Module ..................... 257
11.4 TCX Email Office 365 on Mobile device .................................................................. 259
11.5 Einstein .................................................................................................................... 261
11.5.1 Einstein via Explorer......................................................................................... 261
11.6 Vistair Manuals........................................................................................................ 262
11.6.1 Access To Fleet Manuals On Vistair Website During Fleet / Type Change...... 262
11.7 Electronic Flight Bag (EFB) ....................................................................................... 263
11.7.1 Requirement to Carry Personal EFB ................................................................ 263
11.7.2 EFB Fault Reporting.......................................................................................... 263
11.7.3 CUBE ................................................................................................................. 271
11.7 Changes to System Passwords ................................................................................ 276
11.7.1 Sabre Crew Web Portal .................................................................................... 276
11.7.2 Rainmaker Portal ............................................................................................. 276
11.7.3 Vistair Notices .................................................................................................. 276
11.7.4 Vistair Company Manuals Library .................................................................... 277
11.8 Conduce Toughpad eTechLog 8 (ETL) ..................................................................... 278
11.8.1 Data Entry ........................................................................................................ 278
11.8.2 Aeroplane Technical Log (OM A 8.1.9 ) ........................................................... 279
11.8.3 .............................................................................................................................. 281
11.8.4 PAMAL Procedure ............................................................................................ 282
11.8.5 PAMAL FAQs .................................................................................................... 285
11.8.7 eTL Aide Memoire ............................................................................................ 287
12 Contract ...................................................................................................................... 293

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12.1 Part-Time Requests ................................................................................................. 294

12.2 HMRC FDA, ABA/SA Allowance Changes ................................................................ 295
13 Miscellaneous ............................................................................................................. 298
14 Appendices.................................................................................................................. 299
14.1 Appendix A: EASA FTL Operator Responsibilities.................................................... 299
14.1.1 General ............................................................................................................. 299
14.1.2 Flight Schedules ............................................................................................... 299
14.1.3 Flight Duty Period (FDP) Planning .................................................................... 300
14.1.4 Roster construction.......................................................................................... 300
14.2.5 Roster publication ............................................................................................ 300
14.1.6 Crew report times ............................................................................................ 301
14.1.7 Disruptive Schedules ........................................................................................ 301
14.1.8 Night duties more than 10 hours..................................................................... 301
14.1.9 Days off and rest periods ................................................................................. 302
14.1.10 Notification of Roster Changes (Including Standby Callout) ........................ 302
14.1.11 Commanders Discretion And Discretion Monitoring ................................... 303
14.1.12 Delayed Reporting excluding Inbound Long-Haul........................................ 304
14.1.13 Delayed Reporting inbound Long-Haul ........................................................ 305
14.1.14 Split Duty ...................................................................................................... 306
14.1.15 Disruption Monitoring Metrics .................................................................... 307
14.2 Appendix B: Fatigue Risk Guidance for Crew .......................................................... 309
14.3 Appendix C: Requirements for Safe Carriage Of Electric Mobility Aids .................. 310

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2 Introduction
The Crew Handbook is intended primarily for Thomas Cook Airlines Pilots and Cabin Crew
for information required in their daily duties that are not listed in the regulated Operational
Manuals and is for information and guidance.
In the future the structure of the manual will form how this type of information will be
distributed via an electronic means.
The contents of this manual does not affect any contractual agreements and does not form
part of the regulated operations manuals promulgated by the company.
In the event of any discrepancy the Operations Manuals are the primary reference for all
operations. Please use the search function to find items in the document. Hyperlinks have
been added to also assist.

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3 Revision Highlights
Version 36 09 AUG 2019
9.6.1 Removal of references to specific suppliers

9.6.4.1 Removal of references to specific citypairs
9.6.13 Removal of references to specific suppliers
Version 35 23 JUL 2019
Various S4A references are removed and replaced with CUBE

references as required.
6.1 Change to CAE woodford to Cheadle location.
8.12 Flight Operations in the Vicinity of Drones
7.12.1 Current TCX Authorised Check Flight Pilots. Updated listing.
7.14.7 ACARS / Computer loadsheets incorporates FCN G30/18
7.1.15 Crew Boarding in USA
7.6.2 MedLink Telemedicine – ACARS address added for medlink
Version 34 29 MAR 2019
Various S4A references are removed and replaced with CUBE

references as required.
11.1 CUBE Briefing. Section revised to reflect that this system is now the
only system the company uses for OFP and briefing packs. Printing
Standard and Generating Non-standard flight paperwork sub-sections
are added.
14.1 EASA FTL Operator Responsibilities becomes Appendix A.
14.2 “Fatigue Risk Guidance for Crew” is introduced to the Crew Handbook
but as an external appendix (Appendix B) due to document
complexity.
14.3 “Requirements for Safe Carriage of Electric Mobility Aids” is moved to

an external appendix (Appendix C) due to the document’s complexity.

Eff – 09 AUG 19
Version 33 19 DEC 2018

General reordering of chapters for crew welfare items
4.3 Cold Weather Operations Reference Summary added

6.1 Flight Simulator Locations
7.13 Down Route Delay Management updated
9 Crew Procedures added from other sections & reorganisation
10.0 Crew Welfare chapter reorganised and items from other chapters
10.13 Fatigue Risk Management new section added
11.3 TCX Email Office 365 on Mobile device
Version 32
7.18 A321 Flight Time Summary updated
10.10.9 Crew Welfare section added
10.14.1 Crew Uniform Standards

Eff – 09 AUG 19
4 Finder
4.1 Key Contact Details

DFOM Contact Operations
OPERATIONS +44 161 437 4767

OPERATIONS SATCOM LINE +44 161 498 4440
MEDLINK:
IN-FLIGHT MEDICAL EVENTS +1 602 824 1134
MEDICAL FITNESS-TO-FLY +1 602 282 6652
CEGA +44 1243 621 191

Eff – 09 AUG 19
4.2 Pilot Workflow: Quick Reference for OM A
GENERAL (CREW) RESPONSIBILITIES

1 ORGANIZATION AND RESPONSIBILITIES
1.4 AUTHORITY, DUTIES, RESPONSIBILITIES OF THE COMMANDER
1.5 DUTIES, RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE
COMMANDER
1.5.2 CO-PILOT/SENIOR FIRST OFFICER (SFO)/FIRST OFFICER (FO)
1.5.3 SENIOR CABIN CREW MEMBER
1.5.4 CABIN CREW
1.6 DUTIES AND RESPONSIBILITIES OF ALL CREW MEMBERS
5 QUALIFICATION REQUIREMENTS
5.1 LICENCE AND QUALIFICATION REQUIREMENTS
5.1.1 Licences
5.1.1.1 General Requirements
5.2.3 Recent Experience - Flight Crew
5.3.3 Recent Experience/Refresher Training (Cabin Crew)
5.3.4 Operation on More than One Type or Variant (Cabin Crew)
CREW - FIT FOR FLIGHT

6 CREW HEALTH PRECAUTIONS
6.2 MEDICAL CERTIFICATE
6.2.1 Medical Certificate (Flight Crew Members)
6.2.2 Aero-medical Assessments (Cabin Crew Members)
6.2.3 Decrease in Medical Fitness
6.3 CREW HEALTH REGULATIONS
6.3.2 Alcohol and Other Intoxicating Liquor
6.3.3 Narcotics
6.3.4 Drugs
6.3.5 Sleeping Tablets
6.3.6 Tranquillizers, Anti-Depressants and Sedatives
6.3.7 Pharmaceutical Preparations
6.3.8 Immunisation
6.3.8.1 Proof of Vaccinations
6.3.8.2 Flight Duty after Vaccination
6.3.14 Pregnancy
6.3.17 Measures After Fire Fighting
6.3.18 Measures After Electric Shock
7 FLIGHT TIME LIMITATIONS

Eff – 09 AUG 19
PAX - FIT FOR FLIGHT

8.9.1.4.1.1 Acceptance
CREW CHECK IN - LATEST OPERATIONAL INFORMATION

2 OPERATIONAL CONTROL AND SUPERVISION
2.2 SYSTEM AND RESPONSIBILITY FOR PROMULGATION OF ADDITIONAL
OPERATIONAL INSTRUCTIONS AND INFORMATION
2.2.1 Immediate Reaction to a Safety Problem
CREW COMPOSITION
4 CREW COMPOSITION
4.1 COMPOSITION OF CREW
4.1.1 Flight Crew
4.1.1.1 Inexperienced Flight Crew
4.1.2 Cabin Crew
4.2 DESIGNATION OF THE COMMANDER
4.3 DESIGNATION OF THE SENIOR CABIN CREW MEMBER
4.4 FLIGHT CREW INCAPACITATION – SUCCESSION OF COMMAND
4.5 SENIOR CABIN CREW MEMBER ABSENCE / INCAPACITATION
FLIGHT PLANNING
8 OPERATING PROCEDURES
8.1 FLIGHT PREPARATION AND OPERATION INSTRUCTIONS
8.1.2 Usability of Aerodromes
8.1.2.2 Aerodrome Rescue and Fire Fighting Categories (RFF)
8.1.3 Methods for Establishing Aerodrome and En-route Operating Minima
8.1.3.5 Dispatch Landing Distance Requirements
8.1.5 Quantities of Fuel and Oil
8.1.5.1 Basic Fuel Procedure
8.1.5.2 Special Fuel Procedures
8.1.5.2.1 Reduced Contingency Fuel (RCF) Procedure
8.1.8 Operational Flight Plan
8.1.8.1 Flight Planning System
8.1.8.1.3 Briefing Package
8.1.8.2 Operational Flight Planning
8.1.8.3 Operational Flight Plan Description
8.4 AERODROME OPERATING AND PLANNING MINIMA
8.4.2 Introduction
8.4.2.1 Effect on Landing Minima of Temporarily Failed or Downgraded
Ground Equipment
8.4.3 Planning Minima

Eff – 09 AUG 19
8.4.3.2 Destination Aerodrome

8.4.3.3 Destination Alternate Aerodromes, En-route and Fuel En-route Alternate
Aerodromes, Isolated Destination
AERODROMES SELECTION
8.4.3.3.3 Application of Aerodrome Forecast to Pre-flight Planning
8.5.3 Special Provisions for ETOPS
8.1.11 Crew Briefing
8.1.11.1 Flight Crew Briefing
8.1.11.2 Flight Crew to Cabin Crew/Senior Cabin Crew Briefing
CREW ARRIVING AT THE AIRCRAFT

8.2 GROUND HANDLING INSTRUCTIONS
8.2.1 Positioning of Ground Equipment
8.2.4 Safety on the Ramp
8.2.4.1 Precautions – Personal Safety Measures
8.2.4.2 Engines Blast and Suction Areas
8.9.1.8.7 Ramp Handling, Pilot’s Walkaround
10.2.9 Crew Baggage
BEFORE ENGINE START

10.3.3 Access to the Aircraft
10.3.4 Aircraft Security Search
10.3.6 Security Search – Only Flight Crew Onboard
8.1.9 Aeroplane Technical Log (TCUK)
8.1.12 Documentation to be Carried Aboard
8.1.12.1 Loss or Theft of Documents
8.2.2 Fuelling Procedures
8.2.2.1 Safety Precautions During Refuelling/Defueling
8.2.2.2 Refuelling/Defueling Procedures with Passengers on Board
8.2.2.4 Other Precautions
8.2.3 De-icing and Anti-icing on the Ground
8.2.3.1 De-icing and Anti-icing Policy
8.2.3.2 Responsibilities
8.2.3.2.1 Commanders
8.2.3.2.2 Maintenance/Ground Crew
8.2.3.2.3 Other Crew Members than the Commander
8.2.3.2.4 De-/Anti Ice Personnel
8.2.3.5.2 Commanders Initiation of Procedure
8.2.3.5.3 Step Anti/De-icing
8.2.3.5.4 Pre-Take-off Check

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8.2.3.5.6 Information to the Commander

8.2.3.5.8 Technical Log
8.2.6 Potable Water Supply
8.1.6 Mass and Center of Gravity
8.1.6.4 Manual Preparation of a Loadsheet
8.1.6.5 Standard Density Values
8.1.6.6 Examination, Approval and Signature of Commander
8.1.6.8 Last Minute Changes (LMC)
8.1.6.10 Special Load and Handling Information Codes
8.1.6.9 Standard Masses
8.1.7 ATS Flight Plan
8.1.7.1 Time SLOTs (CTOTs)
8.1.7.2 CTOT Revision Request Message
PASSENGER AND CARGO HANDLING

8.9.1 Passenger Handling
8.9.1.1 Refusal of Embarkation/Removal of Passengers
8.9.1.2 Alcohol and Drugs
8.9.1.2.1 Intoxicated or Drugged Passengers
8.9.1.2.2 Alcohol Consumption by Passengers
8.9.1.3 Unruly Passengers
8.9.1.3.1 General
8.9.1.3.2 Actions
8.9.1.4 Carriage of Special Categories of Passengers (SCPs)
8.9.1.4.1 Persons with Reduced Mobility (PRM) and Medical Case Passengers
8.9.1.4.1.1 Acceptance
8.9.1.4.1.2 Kind of Assistance Required for the Journey
8.9.1.4.1.3 Legal Situation in Emergencies
8.9.1.4.1.4 Notification to Crew
8.9.1.4.2 Care of Minors
8.9.1.4.3 Deportees, Inadmissables, and Persons in Law Custody
8.9.1.5 Carriage of Animals as Baggage
8.9.1.5.3 Pets in Cabin (PETC)
8.9.1.6 Cabin Baggage
8.9.1.6.1 Size of Cabin Baggage
8.9.1.6.2 Stowing of Cabin Baggage in the Passenger Compartment
8.9.1.8 Use of Portable Electronic Devices (PED)
8.9.1.8.1 Unrestricted Usage
8.9.1.8.2 Restricted Usage by Operational Phase
8.9.1.8.3 Prohibited Usage
8.9.1.12 Seating of Passengers

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8.9.1.13 Use of Seat Belts

8.9.1.16 Special Passenger Assistance
8.9.1.17 Media Activity on Board (TV and Photo Shots)
8.9.2 Handling of Cargo and Special Loads
8.9.2.1 Loading and Securing of Items in the Aeroplane
8.9.2.2 Verbal Information to Commander
8.9.2.3 Handling of Cargo Documents
8.12 COMPENSATION (DAMAGE CLAIMS)
2.4.1.1 Access to Aircraft (NAA Inspector)
2.4.2 Ramp/SAFA Inspection
9 DANGEROUS GOODS
GENERAL FLIGHT PROCEDURES

8.3.3 Multi Crew Co-operation (MCC)
8.3.4 General Rules of Flight Procedures
8.3.4.1 Application of IFR and VFR
8.3.4.2 Lookout
8.3.4.3 Display of Lights
8.3.4.4 ATC Clearances and Terrain Awareness
8.3.4.9 Call-outs
8.3.4.12 Altimeter Setting Procedures
8.3.4.15 Policy for Use of TCAS
8.3.4.16 Adverse and Potentially Hazardous Atmospheric Conditions
8.3.4.17 Crew Members at Their Stations
8.3.4.18 Crew Communication and Listening Watch
8.3.4.19 Critical Phases of Flight
8.3.10.3 Cold Temperature Altitude Correction
4.4 FLIGHT CREW INCAPACITATION – SUCCESSION OF COMMAND
4.5 SENIOR CABIN CREW MEMBER ABSENCE / INCAPACITATION
8.3.14.5 Incapacitation of Crew Members
8.3.14.5.1 Flight Crew Incapacitation
8.3.14.5.2 Cabin Crew Incapacitation
START UP
8.2.5 Start-up, Ramp Departure and Arrival Procedures
8.3.4.4 ATC Communication (ATC Clearances and Terrain Awareness)
8.3.4.18 Crew Communication and Listening Watch
TAXI
8.3.4.19 Critical Phases of Flight
8.3.4.22 Safety Belt and Shoulder Harnesses

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8.3.5 Taxi
TAKE-OFF
8.4.4 Operating Minima
8.4.4.1 LVO Take-off Minima
8.3.6 Take-off
8.3.4.5 Wind Limitations and Selection of Runway
8.3.4.5.1 Tailwind
8.3.4.5.2 Crosswind
8.3.4.6.1 Noise Abatement Departure Procedures (NADP)
8.3.4.7 Maximum Bank Angle and Turns after Take-Off
8.3.6.1 Take-off Data
8.3.6.2 Departure/Take-off Briefing
8.3.6.3 Departure/Take-off Review (RISE)
8.3.6.4 Take-off Roll
8.3.6.4.2 Go-/No-Go-Decision
8.3.6.5 Initial Communication with ATC
8.3.14.4.1 Engine Failure on Take-off
8.3.14.4.2 Continuation of Flight with One Engine Inoperative
CLIMB
8.3.4.8 Rate of Climb/Descent Limits
8.3.7 Climb
CRUISE
8.3.8 Cruise
8.3.8.3 Continuation of Flight
8.3.8.4 In-flight Landing Distance Requirements
8.3.4.11 Policy and Procedures for In-flight Fuel Management
8.3.4.11.1 In-flight Fuel Checks
8.3.4.11.2 In-flight Fuel Management
8.3.4.11.3 In-flight Fuel Management for Special Planning Procedures
8.3.4.11.4 Procedures and Steps for Minimum and Emergency Fuel
8.3.4.11.5 In-flight Replanning Procedure
8.3.4.17.2 Controlled Rest in the Flight Crew Compartment
8.5.1 General Restriction on Two-engined Aeroplanes
2.3.5 Diversion of a Flight
DESCENT
8.3.9 Descent
8.3.9.1 Descent Briefing

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8.3.9.2 Maximum Rate of Descent

8.3.4.4 ATC Communication (ATC Clearances and Terrain Awareness)
APPROACH
8.3.10 Approach
8.3.10.1 Approach Briefing
8.3.10.2 Descent to Prescribed Altitudes During Approach
8.3.10.3 Cold Temperature Altitude Correction
8.3.10.4 Aeroplane Stabilization on Final Approach
8.3.10.5 Descent Below DA/DH or MDA/MDH
8.3.10.6 Change-over from Instrument Flying to Flying with Visual Reference
8.3.10.9 Visual Approach
8.3.10.10 Circling
8.3.10.10.2 Instrument Approach Followed by Circling without Prescribed Track
8.3.10.10.3 Instrument Approach Followed by Circling with Prescribed Track
8.3.10.10.4 Missed Approach Following a Circling Procedure
8.3.10.13 RNAV Overlay
8.3.10.14 RNP Approaches
8.3.10.14.1 RNP APCH – LNAV Operations
8.3.10.14.2 RNP APCH – LNAV/VNAV Operations
8.3.10.14.3 Contingency Procedures
8.3.10.14.4 RNAV Approach Minima
8.4 AERODROME OPERATING AND PLANNING MINIMA
8.4.2 Introduction
8.4.2.1 Effect on Landing Minima of Temporarily Failed or Downgraded
Ground Equipment
8.4.4 Operating Minima
8.4.4.2 Aerodrome Operating Minima
8.4.4.2.1 Aerodrome Operating Minima Tables
8.4.4.2.1.1 Precision Approach Minima CAT II/III
8.4.4.2.1.2 CAT I, APV and Non-precision Approach Minima
8.4.4.2.3 Commencement and Continuation of Precision Approach/APV
8.4.4.2.4 Commencement and Continuation of Non-precision Approach
8.4.4.3 Night Operation
8.3.14.2 Fuel Jettison
GO-AROUND AND MISSED APPROACH

8.3.12 Go-around and Missed Approach
8.3.12.1 Reasons for Go-around
LANDING

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8.3.11 Landing
8.3.11.1 Use of VASIS, T-VASIS or PAPI
8.3.11.2 Height Over Threshold
8.3.11.3 Touchdown
8.3.11.4 Use of Reverse Thrust After Landing
8.3.14.3 Overweight Landing
AFTER LANDING
2.3.4 Termination of a Flight
8.1.14.4 Debriefing After the Flight
8.3.13 Postflight Debriefing
POST EMERGENCY PROCEDURES

11.4.3 Critical Incident Stress Management (CISM)
11.3 REPORTING SYSTEM

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4.3 Cold Weather Operations – TCX References
REF Chapter Content

OM A 8.1.9.10 Pre-flight Prep ETL Ice protection/De-icing
8.1.3.5 Dispatch Landing Distance Requirements (contaminated)
8.2.3 De-icing and Anti-icing on the Ground
8.3.10.3 Cold Temp Alt Correction (clipboard)
8.3.10.14.2 RNP Approach LNAV/VNAV Operations
8.3.4.16.4 Icing
8.3.4.16.5 Operations on contaminated runways
OM B
FCOM PRO-NOR-SOP-09 After Start (considerations in Icing conditions)
FCOM PRO-NOR-SUP Adverse Weather (de-icing, Ground Ops, Min Speed, cold soak)
FCOM LIM-AG-OPS Operational Wind Limitations
FCOM LIM-ICE_RAIN Ice and Rain Protection
FCTM PRO-NOR Descent Preparation – Landing Perf

FCTM PRO-NOR-SOP Landing – Rollout
FCTM PRO-NOR-SOP Landing – Deceleration
FCTM PRO-NOR-SUP Adverse Weather (cold wx ops all phases)
OM C Winter Operations
General & Miscellaneous Cold Temperature Altimeter Errors
CHB 7.17 Winter Operations Contract De-ice Policy
EFB Clipboard - NP 03 – Contaminated RWY Ops

Clipboard - NP 04 – Deicing & anti-icing Procedures
Clipboard - NP 09 – Cold Weather Altitude Corrections
Clipboard De-icing Holdover Tables
Training Airbus Getting to grips with Cold Weather
CUBE CBT – TCG Operations Winter Operations - 3-Kelvin Spread rule

Winter Operations - Fuel Freezing Limitations
Winter Operations - Glossary
Winter Operations – Ground Deicing & Anti-Icing
Winter Operations - Landing
Winter Operations – Low Temp Altitude Corrections
Winter Operations – Performance on Contaminated Runways
LIDO ERM 1.5.9.2.1.2 (MET) Snowtam Decode

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5 Fleet Communication
This information is currently distributed via the Flight Crew Notice and Temporary Revision
process.

Eff – 09 AUG 19
6 Station Information
Refer to Destination information hosted on CUBE, for details of base and destination
airport and HOTAC and transport information.
6.1 Flight Simulator Locations
6.1.1 CAE Cheadle

A320 / A330
Unit 2, Orion Business Park, Bird Hall Ln
SK3 0XG
Reception Tel: 01625 380901
6.1.2 CAE LGW

B757 / B767 / A320 / A330
Fleming Way,
Crawley,
West Sussex
RH10 9UH, United Kingdom
Reception Tel: 01293 543541

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7 Operational Information
7.1 On Time Performance (OTP)

OTP is a vital part of the airline operations. It is imperative that the procedures detailed in
the On-Time Performance Guide are followed.
7.1.1 Delay Management in General

It’s important that we recognise the many benefits that the airline brings to the Thomas
Cook Group and, in particular, the contribution we make as pilots. Listed below are some of
the key contributions we can make for improving the passenger experience in a delay
situation. Many of you will already be familiar with them and already practice them when
necessary.
• Ensure passengers have accurate facts; but do ensure that you have the correct
facts. Operations will obviously be useful in this regard.
• When no firm departure time or resolution is apparent, provide updates at about 30

minute intervals.
• Passengers gain confidence and reassurance from the presence of a uniformed flight
crew member. When appropriate, consider visiting the departure lounge or cabin of
the aircraft to make an announcement. You should not underestimate how much
this can be appreciated.
• If a flight delay is over three hours then, under EU261, there is significant financial
exposure unless the cause is genuinely beyond the control of the airline. Therefore,
in such scenarios it’s worth ensuring that the passengers are fully aware of why the
delay is outside of the Airline’s control if this is the case. Although the departure
delay may be more than 3 hours by arriving with less than a 3 hour arrival day the
ruling can be mitigated. Therefore use of a higher cruise speed, in consultation with
Ops, may prove a useful option in such circumstances.
The solution on delays is of course to fix OTP issues. Across the business, relevant
departments attend the daily operational meeting to identify root causes of delays and
addressing those elements under their control which prevent OTP targets being achieved. In
order to achieve our target it is essential that we strive for on time departures rather than
those within 15 minutes. Our commitment is to provide you with a plan that you can
effectively deliver on the day of operation.
Whilst recognising that professionals in other areas of the business have ownership of
individual functions involved in turning the aircraft, the fact is that Captains and First
Officers are usually the most senior Company representatives on the scene, particularly

Eff – 09 AUG 19
down route, and are therefore best placed to influence our front line operations to ensure
they are as safe, efficient and punctual as possible.
Again, we know that you already identify and manage issues on the turnaround and want to
be clear that at the most senior levels the Company is supportive of that role and the
feedback you give us on issues encountered.
7.1.2 Complimentary Drinks

Economy Class Customers on flights that are delayed 3 hours or more should receive 1
Complimentary Drink during the 1st Café Cloud Service. This is applicable for Short, Mid and
Long-Haul Flights.
In addition to a Complimentary Drink, customers in Economy Class should also be provided

with the Upgraded IFE Content (with the exception of where this is not possible, such as
short-haul flights and aircraft that do not have on demand IFE. This response is to be the
standard practice in the above situations ONLY. The Cabin Manager does not need to seek
permission from Ops or Flight Crew for this recovery of service measure.
7.1.3 Down Route Delay Management

Due to EASA restrictions with regard to second delay situations, in order to protect the
operation Crew Control are no longer able to send the arrival delay text message to the
operating Commander. The reason for this is that such a message is classed by EASA as a
first notification of delay and if there were to be a subsequent, unforeseen delay (e.g
weather divert) then the allowable maximum FDP would be severely compromised. This
could result in the operation of the inbound sector being unachievable.
Therefore the following procedure will be utilised:
(a) At his/her convenience the Commander may contact Crew Control to enquire as to
the expected arrival time of the aircraft into destination.
(b) If the flight is delayed, Crew Control are then able to advise of a realistic ETA into
destination. This time can be used as a gauge for the Commander to adjust transport
and wake up times for the Crew accordingly.
(c) At the original STD – 4 hours, the delay will officially go live, Crew Control will send
each of the operating crew a text message from the following number, +44 7860
034040. The message will detail the new departure time for your flight. The Crew
will also receive an email from Crewing.group@thomascook.com with the same
information. All company and personal mobile numbers and email addresses held in
Sabre will be used. It is accepted that in cases where the flight has made up time en-
route, the estimate that was given to the commander earlier in the day will be
maintained.

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(d) The Commander may also use such applications as Flight Radar 24 to track progress
of the flight.
d) On receipt of any delay notification the Captain is responsible for ensuring the hotel
has delayed the wake up call to the agreed time. The Captain should attempt to
communicate this delay directly to the other pilot and Senior Cabin Crew Member
but must try not to disturb the crew member’s sleep.
7.1.4 Cuba Down Route Delay Procedure

Due to Feedback from the FTLC regarding the limited WI-FI and internet access in Cuba only,
the following procedure is in place to manage delays in Cuba.
On receipt of a delay from the OCC, Crewing will send the Captain a text message at a
suitable time detailing the ETA of the aircraft into Cuba.
Crewing will then send an email to the hotel advising the names of the crew to be delayed,
with the crew delay notification letter. This email will also advise of the revised wake up
calls.
This email will be backed up with a phone call to the hotel to confirm receipt and to ensure
the procedure is followed.
Travel Services will contact the transport company to delay the pickup time from the hotel.
Wake up call times
Will be arranged for 1 hour prior to pick up.
Crew pick up times

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7.1.5 High Speed Turn Around

This procedure is detailed in the Ground Operations Manual (GOM). A high speed turn
around can take place at any time triggered either by OCC, the Irregularity Teams or by the
operating flight crew.
7.1.5.1 Handling Agent Checklist for High Speed Turn Around

• Request remote parking position (where possible) to ensure double step operations
• Arrange additional resources for loading, express cleaning and boarding
• Notify PRM provider about quick turnaround (do not accept stretcher cases)
• Publish early departure times at airport FID – Flight Information Display screens
(where possible)
• Initiate free seating in case of an aircraft change with other seat map
• Prepare gate announcements for a high speed boarding
• Enable early bus boarding (if possible forward and rear door boarding with separate
busses)
• Arrange fire brigade on standby (fuelling during boarding) where necessary
• Do not place extra catering order if catering is missing
• Do not wait for missing checked-in passengers

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• Leave ‘Airshoppen’ behind if necessary to minimize ground time and avoid 3hr delay
• Leave cargo behind if necessary to minimize ground time and avoid 3hr delay
• Leave bags behind if necessary to minimize ground time and avoid 3hr delay
• No discussion concerning PAD and adhere to check-in deadlines
Source data from GGO / GOM.
7.1.6 Intermediate Turnrounds at UK Main Base for Single Aisle Airbus

Aircraft
Line engineers at UK main bases will not automatically attend mid-day turnrounds unless
specifically required to do so by Maintrol.
7.1.6.1 Procedure
Line engineers at UK Main Bases will attend single aisle Airbus aircraft as follows:
• Prior to first flight of the day,
• Post last flight of the day,
• On Intermediate turnrounds, only on request by MAINTROL for defect rectification

or routine scheduled maintenance.
At UK Main Bases, flight crew will be conducting routine turnrounds on single aisle Airbus
aircraft without engineering presence. In the event that a routine turnround cannot be
completed, MAINTROL will contact the base line engineering to seek local engineering
assistance. To ensure that proper, timely assistance is provided, the following steps should
be adhered to when operating through a UK main base during the intermediate daytime
period:
Inbound:
• Crew should report all inbound defects to MAINTROL at the earliest opportunity by
the most expeditious means; ACARs/HF/VHF/Phone on arrival. This report must also
include any defects raised and deferred by the crew at the previous down-route
turnround.
• Crew should report to MAINTROL if the landing Engine Oil is less than 14 Qts and
record the Arrival QT in the eTL Oil section.
• On receipt of the information, the MAINTROL engineer will analyse the defect(s) and
decide what engineering assistance will be required.
Turnround:

Eff – 09 AUG 19
• The inbound crew should ensure that all the post flight sections of the eTL are
correctly completed so that the next crew can complete the pre-flight servicing
section. All defects should be recorded clearly and correctly and MAINTROL must be
made aware of all entered defects and any requirement to uplift oils. Ensure that eTL
Flight Safe Mode is OFF.
• If there are no defects, engineering will not attend the aircraft.
• The flight crew should handover the aircraft to the next crew or complete the SOPs
to “secure the aircraft” before leaving the aircraft. The aircraft may be left on the
ground service bus to facilitate cleaning and catering services. Ensure the aircraft is
secure (door closing requirements) in accordance with requirements specified in OM
A Chapter 10.3.2. Aircraft Protection.
• Engineers will attend the aircraft to action inbound defects and manage defects
raised down-route, ensure prior notification is provided.
• Engineers will attend the aircraft if oils are required to be uplifted.
Outbound:
• The outbound crew will complete the following sections of the eTL.
o fuelling,
o Pre Flight Inspection (PFI)
o eTL sign off.
7.1.7 Adherence to Allocated Runway Slot and STD

European regulations require that effective penalties are applied to operators who
intentionally and repeatedly operate off their allocated runway slot (not ATC slot) at
regulated airports. This applies to both arrival and departures at affected airfields. Crews
need to be aware that ATC departure clearances do not obviate the need to comply with
allocated runway slots that are linked to STD. ATC will not intervene or indicate to crews
that they are about to operate outside of the agreed runway slot.
Due to the increase in air traffic over the last few years there has been a large increase in
the number of airfields overseas that this now affects. In order to prevent unintended
violation of the agreed runway slot Thomas Cook Airlines will implement with immediate
effect the following restriction that will apply to every departure:
‘Crew will not push, or start engines, more than ten minutes before the published STD
unless Operations have specifically approved the early departure.’

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By demonstrating that the departure was controlled, even from a non-regulated airfield, any
subsequent early arrival into a regulated airfield is mitigated. This rule set satisfies any
combination of departure/arrival, regulated/non-regulated airfield pairings, and will be
applied to all flights.
On Time Performance remains a key object for Thomas Cook Airlines. Crews should
continue to plan to be ready for departure early if possible, but not to the extent that they
actually start more than ten minutes early without Ops approval. In order to prevent 'mixed
messages' regarding the importance of OTP by handling agents there will be no change to
the way Ground Services plan turnarounds.
Crews that know they will be ready to depart before STD-10 must contact Operations (not
Flight Support) as soon as possible. In order for a new runway slot to be issued a minimum
of 30 minutes is normally required.
Adherence to this requirement is essential to prevent significant financial penalties.
7.1.8 Night Runway Bans

When flights are scheduled to depart or arrive after a night ban the crew must take all steps
to prevent infringing the night ban period during the planning of that flight. If necessary the
departure must be delayed to ensure an arrival into an airfield with a promulgated night ban
does not result in an infringement of the restricted period. Crews must take into account
the likelihood of en route short cuts in determining the take-off time; once airborne fly at
econ speeds – do not hold to make good landing time unless required by ATC
If the Commander suspects that they may have inadvertently breached the night ban, or
departed ahead of the STD-10 requirement, they should include a report as part of the EVR
and ensure flight operations are sent a copy.
Night Runway Bans at LGW7.1.8.1

Thomas Cook Airlines, in common with other operators, are given an allocation of night
movement quotas at UK airfields commensurate with our flying schedule. These quotas are
strictly regulated and do not take account of unscheduled movements.
To avoid over-using our allocation of night movements during a season at LGW, please be
conscious of the runway usage times 2230z-0500z and your planned schedule. If you are off
schedule, consider all strategies in liaison with the OCC to avoid the use of a night
movement.
This may mean where possible making a small adjustment to your flight in order to depart
or arrive outside the night period. Please liaise with Ops with regards to turnarounds and
routings to avoid any unnecessary usage.

Eff – 09 AUG 19
LGW should not be used as a fuel diversion airfield or as a destination for re-clearance flight
plans for this reason unless critical.
7.1.9 Push & Park and Push & Hold Procedures

Push and Park or Push and Hold are procedures that allow airports to manage stand usage
and ground movements. They facilitate on time departures for airlines and reduce the time
ground staff are required to remain with the aircraft. They are an important part of our
drive for On Time Performance.
Push & Park is the procedure whereby an aircraft is pushed from its boarding stand and
repositioned on to a remote stand where it can wait for its ATC CTOT (Calculated Take Off
Time) and depart from the remote stand without requiring a further pushback.
Push & Hold is the procedure whereby an aircraft is pushed from its boarding stand, engines
are started, and the aircraft taxies to a remote airfield location to wait for its ATC CTOT for
departure.
7.1.9.1 Push & Park Procedure

Push & Park may be used to enable an on time pushback for a departing flight that has an
Air Traffic Flow Management (ATFM) delay in excess of 15 minutes. Taxi times vary
depending on airport and the amount of traffic and the decision to Push and Park will often
be made by ATC Ground Control. If required by the Ground Handling Agent (GHA) or the
Commander, a request should be made to Airfield Operations, not ATC. The flight must be
boarded and closed-up ready for pushback at STD. Airfield Control will advise ATC of the
intention to Push & Park a flight, giving details of the aircraft operator, aircraft type,
registration marks, current stand and Push & Park allocated stand. Airfield Control will
confirm to the GHA that Push & Park procedure has been arranged. ATC will ensure that all
relevant agencies are aware of the Push & Park manoeuvre. When the flight is closed up the
Flight Deck must call Ground Control or Delivery to confirm the aircraft is fully ready. A final
assessment will be made by ATC based on aircraft movement demand at the time, before
confirming to the Flight Deck that the Tug Crew can call Ground Movement Control
(Ground). The Tug Crew will call Ground for clearance to Push & Park the aircraft, giving
airline and aircraft type, current stand and destination stand.
7.1.10 Push & Hold Procedure

Push & Hold may be used to enable an on time pushback for a departing flight that has a
CTOT delay provided the aircraft can hold at the published Push & Hold points with APU or
engines operating in readiness for an improved CTOT. The flight must be boarded and
closed-up ready for pushback at STD. Certain stands have been configured so as to facilitate
the safe self-manoeuvring of aircraft, up to a stated size, onto the taxiway. Once the aircraft
is positioned, the ground crew are responsible for ensuring that the stand is clear of FOD,

Eff – 09 AUG 19
equipment and obstacles. If the ground crew are to leave the aircraft, flight crew are to
establish that the aircraft is clear of ground equipment and chocks are removed. Aircraft
should have parking brake set. There is no requirement to have ground crew present for
engine start at a remote hold, however at some airports Airfield Operations will provide
staff if requested. If the aircraft has been chocked, the ground agent must inform the flight
crew and an engineer or ground crew must remain at the aircraft for engine start. Start-up
clearance will be authorised only after ATC have received positive confirmation from Airfield
Operations that the stand is clear. Airfield Ops will inspect the stand to ensure that the
surrounding area is clear of personnel and equipment that may be affected by jet blast and
will control apron road traffic. If it is know that Push & Hold is likely owing to a CTOT
consideration should be given to increased taxi fuel.
7.1.10.1 Push & Park/Hold with Airport Collaborative Decision Making (ACDM)
When an airport uses ACDM (e.g. LGW and MAN), pilots should not request Push & Park or
Push & Hold. The decision will be made by the Departure Management (DMAN) element of
the ACDM process on a tactical basis and will take into account stand availability, Target Off
Blocks Time (TOBT), Target Take Off Time (TTOT), taxi times and CTOTs. GHAs can still
request a Push & Park or Hold with Airfield Operations or the Commander can make the
request via the GHA.
7.1.11 UK And Overseas Technical Support

All Engineering issues must be routed via Thomas Cook Operations (OCC) in the first
instance, who will connect your call through to Thomas Cook Engineering Maintrol.
7.1.12 Approved Electronic Devices/Software Applications

Only company approved devices and software applications are permitted for operational
uses that affect critical phases of flight.
Refer to OM A 8.1.13.1
7.1.13 Aircraft Fuelling at UK Line Stations

Oversight of fuelling at UK line stations will be carried out by the fuelling company.
7.1.13.1 Aircraft Fuelling at UK Line Stations Procedure

On completion of fuelling, the fuel supplier will complete the fuel receipt and present it to the flight
crew (if available) and the flight crew will enter the figures into the eTL. Alternatively the
turnaround supervisor may bring the fuel receipt to the flight deck.
In the event of there being no responsible person in attendance then the fuelling company
representative will leave the fuelling receipt inside the refuel panel (Airbus).

Eff – 09 AUG 19
In the event of the re-fuel receipt being lost the flight crew will need to contact the handling agent
and ask for a replacement copy.
7.1.14 OTP Delay Codes

Code Delay
Airline Internal Codes
01 To be used by Operational Control Center only.
02 Missed Slot.
03 Delay time discrepancies up to 3 minutes, automatically initiated by aircraft equipped with DATALINK (ACARS).
04 Lack of Aircraft (not to be used by Ground Handling Personnel).
05 Not in use.
Others
06 NO GATE/STAND AVAILABILITY DUE TO OWN AIRLINE ACTIVITY.
Schedules
08 Block Time (Actual blocktime of incoming aircraft more than scheduled blocktime, NON-IATA).
09 SCHEDULED GROUND TIME LESS THAN DECLARED MINIMUM GROUND TIME.
Passenger and Baggage
11 LATE CHECK-IN, acceptance after deadline.
12 LATE CHECK-IN, congestion in check-in area.
13 CHECK-IN ERROR, passenger and baggage.
14 OVERSALES, booking errors.
15 BOARDING, discrepancies and paging, missing checked-in passenger.
16 COMMERCIAL PUBLICITY/PASSENGER CONVENIENCE, VIP, press, ground meals and missing personal items.
17 CATERING ORDER, late or incorrect given to supplier.
18 BAGGAGE PROCESSING, sorting etc.
19 REDUCED MOBILITY, boarding/deboarding of passengers with reduced mobility.
Cargo and Mail
21 DOCUMENTATION, errors etc.
LATE POSITIONING, late delivery to aircraft/airport/at loading area, discrepancies, late presentation freight to
22
aircraft, missing cargo aircraft side.
23 LATE ACCEPTANCE, after deadline.
24 INADEQUATE PACKING.
25 OVERSALES, booking errors.
26 LATE PREPARATION IN WAREHOUSE, late preparation/handover in warehouse cargo/freight.
Mail Only
27 DOCUMENTATION, PACKING etc (Mail only), e.g. late/missing documents, wrong manifest or wrong AV7(S).
28 LATE POSITIONING (Mail only), late delivery at the loading area/at aircraft.
29 Late acceptance (mail only), late joining mail, standby mail, after deadline, late loading.
Aircraft and Ramp Handling
AIRCRAFT DOCUMENTATION LATE/INACCURATE, weight and balance, general declaration, pax manifest etc. ;late
31
delivery or error.
32 LOADING/UNLOADING, bulky, special load, cabin load, lack of loading staff, excessive load, volume difficulties.
33 LOADING EQUIPMENT, lack of or breakdown, e.g. container pallet loader, lack of staff.
34 SERVICING EQUIPMENT, lack of or breakdown, lack of staff, e.g. steps.
35 AIRCRAFT CLEANING.
36 FUELLING/DEFUELLING, fuel supplier.
37 CATERING, late delivery or loading.
38 ULD, lack of or serviceability.
39 TECHNICAL EQUIPMENT, lack of or breakdown, lack of staff, e.g. push-back.

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Code Delay
Technical and Aircraft Equipment
41 AIRCRAFT DEFECTS.
42 SCHEDULED MAINTENANCE, late release; scheduled/planned maintenance, late release.
43 NON-SCHEDULED MAINTENANCE, special checks and/or additional works beyond normal maintenance schedule.
44 SPARES AND MAINTENANCE EQUIPMENT (lack of or breakdown, missing equipment, shortage, failure).
45 AOG SPARES, to be carried to another station.
46 AIRCRAFT CHANGE, for technical reasons.
STAND-BY AIRCRAFT, lack of planned stand-by aircraft for technical reasons (Standby/replacement aircraft
47
unavailable for technical/maintenance reasons, lack of, awaiting first available aircraft, shortage).
48 SCHEDULED CABIN CONFIGURATION/VERSION ADJUSTMENTS.
Damage to Aircraft
DAMAGE DURING FLIGHT OPERATIONS, bird or lighting strike, turbulence, heavy or overweight landing, collision
51
during taxiing.
DAMAGE DURING GROUND OPERATIONS, collisions (other than during taxiing), loading/offloading damage,
52
contamination, towing, extreme weather conditions, ramp activity.
54 IT, Company Systems / IT Failure, including ETL.
EDP/Automated Equipment Failure
55 DEPARTURE CONTROL.
56 EDP / cargo preparation / documentation.
57 FLIGHT PLANS, host down.
58 OTHER AUTOMATED SYSTEMS.
Flight Operations and Crewing
61 FLIGHT PLAN, late completion or change of, flight documentation.
62 OPERATIONAL REQUIREMENTS, fuel, load alteration (Line Proficiency check).
63 Late crew boarding or departure procedures (flight deck or entire crew), other than connex and stand-by.
FLIGHT DECK CREW SHORTAGE, sickness, awaiting stand-by, flight time limitations, crew meals, valid visa, health
64
documents, etc.
65 FLIGHT DECK CREW SPECIAL REQUEST, not within operational requirements.
66 LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES, other than connection and stand-by.
CABIN CREW SHORTAGE, sickness, awaiting stand-by, flight time limitations, crew meals, valid visa, health
67
documents, etc.
68 CABIN CREW ERROR OR SPECIAL REQUEST, not within operational requirements.
69 CAPTAIN REQUEST FOR SECURITY CHECK, extraordinary.
Weather
71 DEPARTURE STATION.
72 DESTINATION STATION.
73 EN ROUTE OR ALTERNATE.
75 DE-ICING OF AIRCRAFT, removal of ice and/or snow, frost prevention excluding unserviceability of equipment.
76 REMOVAL OF SNOW, ICE, WATER AND SAND FROM AIRPORT.
77 GROUND HANDLING IMPAIRED BY ADVERSE WEATHER CONDITIONS.
Air Traffic Flow Management
81 ATFM DUE TO ATC ENROUTE DEMAND/CAPACITY, standard demand/capacity problems.
ATFM DUE TO ATC STAFF/EQUIPMENT ENROUTE, reduced capacity caused by industrial action or staff shortage or
82
equipment failure, military exercise or extraordinary demand due to capacity reduction in neighbouring area.
ATFM DUE TO RESTRICTION AT DESTINATION AIRPORT, airport and/or runway closed due to obstruction, industrial
83
action, staff shortage, political unrest, noise abatement, night curfew, special flights.
84 ATFM DUE TO WEATHER AT DESTINATION.

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Code Delay
Airport and Governmental Authorities
85 MANDATORY SECURITY.
86 IMMIGRATION, CUSTOMS, HEALTH.
87 AIRPORT FACILITIES, parking stands, ramp congestion, lighting, buildings, gate limitations, etc.
RESTRICTIONS AT AIRPORT OF DESTINATION, airport and/or runway closed due to obstruction, industrial action,
88
staff shortage, political unrest, noise abatement, night curfew, special flights.
RESTRICTIONS AT AIRPORT OF DEPARTURE WITH OR WITHOUT ATFM RESTRICTIONS, including Air Traffic Services,
89 start-up and push-back, airport and/or runway closed due to obstruction or weather, industrial action, staff
shortage, political unrest, noise abatement, night curfew, special flights.
Reactionary
91 LOAD CONNECTION, awaiting load from another flight.
92 THROUGH CHECK-IN ERROR, passenger and baggage.
93 AIRCRAFT ROTATION, late arrival of aircraft from another flight or previous sector.
94 CABIN CREW ROTATION, awaiting cabin crew from another flight.
95 CREW ROTATION, awaiting crew from another flight (flight deck or entire crew).
96 OPERATIONS CONTROL, re-routing, diversion, consolidation, aircraft change for reasons other than technical.
Miscellaneous
97 INDUSTRIAL ACTION WITH OWN AIRLINE.
98 INDUSTRIAL ACTION OUTSIDE OWN AIRLINE, excluding ATS.
This code shall only be used as provisional code if a reason cannot immediately be matched with one of the other
delay codes. Explain in SI section.
99
Attention: The station concerned has to change this code into an appropriate delay code as soon as possible, not
later than 24:00h UTC of the same day!
Application of Subdelay Codes
In general the delay code should be selected as precise as possible.
In case no subdelay code can be found, it is possible to enter it without additional character. This especially applies to
delay codes of section 93 which are later on specified by the OCC.
In case the reason for the delay cannot be found in the delay code list, delay code 99 can be used. In order to provide
additional information, the ACARS box for free text may be used.
7.1.15 Crew Boarding in USA

After a TSA inspection, the company received a finding. The company was observed not to
allow the security team enough time to complete their security checks between the crew
leaving the aircraft and the new crew boarding.
The secure clean (search team) are not permitted to mix with customers or Crew and so
need up to 45 minutes to complete their search. Once certain areas of the aircraft have
been searched such as the flight deck and galleys, some crew are permitted on board in
those areas only whilst the search team are still on-board searching the remainder of the
aircraft.
If we breach this rule we could face a fine of $32,000.
Please can you ensure that you disembark as soon as possible to enable the security team to
start their searches.
Boarding crew please confirm with the dispatcher or ground agent that the security team
have completed their checks and that you are permitted to board the aircraft.

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OTP is always a priority, but this regulation must not be circumvented.

Eff – 09 AUG 19
7.2 Safety Assessment of Foreign Aircraft (SAFA)
7.2.1 SAFA Ramp Inspections

Safety Assessment of Foreign Aircraft (SAFA) inspections are carried out by EU member
states and those states that have adopted the SAFA programme to assess the compliance of
foreign aircraft, when audited against the ICAO safety standards. For EU states, the
programme is mandatory and inspections are completed by individual National Aviation
Authorities.
Inspectors should board the aircraft and inform the Captain that a SAFA Ramp inspection
will be carried out during the turnaround. Inspector IDs must be checked in the usual way.
Captains must be informed if the inspection is to include the cabin. There is no requirement
to be informed that an external inspection is taking place.
The SAFA inspectors must not interfere with the crew's duties or delay the departure of the
aircraft except for safety reasons. It is expected that inspectors should be professional and
courteous throughout.
SAFA inspections cover airworthiness, documentation and cabin equipment. External, cabin
and equipment checks should be conducted visually and require no tools or opening of
engineering access panels.
TCX aircraft documentation is primarily in digital format stored on the CUBE system and
where required by legislation carried in paper format in the aircraft documents folder. If you
are asked to provide certain documents to the inspector then please ensure you are familiar
with the location of each of these both digital location and in the documents folder.
There should be no requirement for engineering attendance unless a Category 3 finding

requires rectification.
SAFA Ramp inspection findings are classified as:
Category 1 Minor. General Information only (no action required).
Category 2 Significant.
Category 3 Major (may result in the aircraft being grounded until finding(s)
resolved).
Defects that have already been entered into the Aircraft Technical Log (ATL) and Cabin
Defects Log, either prior to arrival or after the external and cabin checks have been
completed, may not be recorded as findings.
A SAFA Inspection Report detailing any findings will be presented to the Captain for
signature once the inspection is complete. By signing the Inspection Report, the Captain is

Eff – 09 AUG 19
confirming the inspection has been completed. The signature does not imply acceptance of
the findings. A copy of the inspection report will then be given to the Captain.
Ultimately, SAFA findings are returned to the airline including a SAFA score. If the score
were to increase beyond a certain point it would mean that SAFA could publish Thomas
Cook Airlines on a watch list which would be visible to the public and could have a
detrimental impact on our reputation.
It is thus vital that we all work to keep our SAFA findings at a minimum, your assistance in
locating the correct documentation when requested by the inspector is appreciated.
7.2.2 Captain and Crew Responsibilities

Before departure and before top of descent, crews should ensure that any remaining paper
nav / tech manuals are stowed safely in the book bins outboard of each pilots seat or in the
aft centre pedestal bin. Any loose items must be securely stowed.
Aircraft and Personal EFB tablets and Panasonic Tough Device ETLs should be placed in their
approved stowages for take-off and landing. All extraneous items should be removed from
the flight deck.
Please ensure that you leave the flight deck tidy and clutter free for the next crew or indeed
if a quick exit is needed!
1. Pre-flight inspections should be completed thoroughly and ensure all defects are
accurately entered into the eTL. If in doubt, consult OCC or Maintenance Control.
2. Ensure all flight paperwork and regulatory documents are correct (OFP).
3. Co-operate fully and in an open manner with the inspector.
4. Advise the SCCM that a cabin crew member may be required to assist the inspector in
checking the cabin.
5. Ensure all OTP preparations continue in the normal manner and without delay.
6. Where defects are found, ensure they are understood and assessed prior to departure
to assess whether they are allowable. If in doubt, as noted above, contact OCC /
Maintrol for advice and guidance.
7. Please advise the OCC that a SAFA inspection has taken place and ensure the signed
copy of the inspection report is forwarded to Flight Operations, Hangar 1, Manchester.
8. If appropriate, make a note on the SAFA inspection report regarding the conduct of
the inspector or if the aircraft was unnecessarily delayed.

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9. Ensure the SAFA inspection report is legible and sign it when requested. This confirms
receipt of the SAFA inspection copy only.
7.2.3 Guide to SAFA Audit Checklist

The following is a guide to crews of the content of a SAFA Audit Checklist. Flight Crew should
be aware of the contents and ensure they are prepared for the items for which they are
responsible (category A). The reference column gives guidance on where crew can assist the
inspector in locating pertinent information. This Guide to the Checklist is also available on
the EFB clipboard folder.

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Version 2, AUG 2018, revision to advice on location of aircraft certificates.

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7.3 Passenger Handling
7.3.1 Passengers with Reduced Mobility (PRM) Assistance

We are obligated to provide a service when requested by passenger with reduced mobility
for assistance through the airport. The following highlights the level of service provided by
our contractor for PRM’s.
In essence requests should be made 36hrs before travel to assure the PRM assistance
resource is provided.
Requests on the day (i.e. when an inbound radio call is made) is an on demand basis and if
there are spare operatives able to assist then they will attend the aircraft to provide the
service. If there is a high demand at the time and the passenger hasn’t previously booked
the service, if the flight is off schedule (early or late) then there may be a delay to the PRM
assistance.
The following guidelines are issued from our Ground Operations Department:
• The airline should notify the PRM supplier 36 hours in advance of travel, in order for
the supplier to staff up to the required amount on the day.
• If we get PRM’s on the day they cannot be refused but do fall under a different (SLA
– Service Level Agreement) delivery. Each airport has different SLA’s but all comply
to the EC1107/2006.
• The time of departure and arrivals must be taken in to account as this affects the
PRM provider’s schedule and we can be moved around if we arrive off schedule.
• All reports are investigated by the Airline and each airport has to provide monthly
reports on their performance.
• Please continue to report any issues with PRM Assistance via the eVR and ensure the
Ground Services department is selected for the distribution.
7.3.2 Wheelchair PAX Codes

Refer to OM A 8.9.1.4.1.2 Kind of Assistance required for the Journey.
7.3.3 Recording of Doors Opening Times

EU261 regulations have changed that require the recording of the passenger door opening
time on arrival when a flight is delayed 2:45 or more. As a business we routinely record
door opening times via CUBE.

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Crew procedure
The actual time of the first door opening must be recorded on the Arrival button of the
CUBE application on the aircraft EFB for every flight.
Cabin Manager to also record this information on the Cabin Crew post flight paperwork
folder.
7.3.4 Disruptive Passenger Reporting

To successfully issue Additional Conditions of Carriage or in more severe cases Refusals of
Carriage, it is essential that the required information is passed to the requisite departments
as soon as possible. This situation has become more critical with an increased number of
passengers taking short breaks.
If your flight is involved in a disruptive customer event the Commander must ensure that as
well as filing an ASR or CSR, key details of the event are recorded on the eVR comments
form as follows:
• Disruptive Passenger Name
• Return Flight date
• Flight Numbers
• Route
• Booking Reference
• Passport Number
• Brief summary of events - enough to enable us to determine severity of incident.
Recommendation on return travel restrictions where appropriate ACC/Refusal•
Customer Services and Ground Services should be selected in the distribution list.
Please ensure that ALL information is taken from the passengers tickets/travel documents
and NOT the manifest. If crew are uncomfortable with this, ground staff should be advised
on arrival. Ask for assistance from the Police / Authorities to obtain the information.
This early advice will allow a more timely and focused response from the company and
ensure the best protection for our flights, customers and crews.
7.3.4.1 Disruptive Passenger Pack

Each Cabin Manager will be issued with a pack to carry in their crew bag.

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The aim of these packs is to gather evidence that can be forwarded to the UK police so they
can prosecute offences committed on board. We find that in some jurisdictions, the fine
sentence issued is much lighter than a UK court would impose. A disruptive passenger that
is prosecuted abroad, may only receive a 50 euro fine. Any passenger that is prosecuted
abroad cannot then be prosecuted in the UK for the same offence.
Therefore our aim is to have offences prosecuted in the UK.
Whenever a disruptive incident occurs on board, part of the discussion between

Commander and Cabin Manager needs to include the possible use of the pack for gathering
evidence.
If you are in the situation where you are down-route and you need the local police to escort
the disruptive passenger off the aircraft. Advise the police to remove the passenger, but not
to prosecute as we wish to proceed with prosecution in the UK.
Whilst this might not work for all incidents the more people we can prosecute the stronger
message we send out to disruptive passengers that their behaviour will not be tolerated.
or
Checklist envelope contains:

• 1 X Primary Cabin crew witness form.
• 20 X Passenger witness/crew member forms: to be completed by any other

crew/passengers who witnessed the behaviour.
Printed on the outside of the envelope is a checklist which details the actions and
information required.
Primary Witness Form: This should be completed by the Cabin Manager or the main crew
member who has dealt with the disruptive passenger. This form requires details of the
passenger and the incident including booking reference and passport details, to be written
on the last page of the form.
20 crew member/witness forms: Completed by any other crew members and passengers
who witnessed the incident.
Outside the UK; if the local police are called to escort a disruptive passenger off the aircraft;
advise the police to remove the passenger, but not to prosecute as we wish to proceed with
prosecution in the UK.
Cabin Managers will forward any completed packs to Base Admin or their CBS for action.

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7.3.5 Passenger and Crew Welfare Considerations where APU

Inoperative
The airline monitors APU serviceability daily and prioritises maintenance in order to reduce
the likelihood of operating without a fully serviceable APU. There will inevitably be
occasions when the aircraft is required to be operated with either an unserviceable APU or
APU Bleed system because there is no other viable choice (or the APU fails after despatch
from the main base).
The following guidance is to assist crew in the planning of such events, and what options
should be considered for more effective management of turn around with no APU/APU
bleed.
Operational Procedure:
1) As soon as the commander is aware of an un-serviceability of the APU or APU bleed
system, OCC must be informed. Prior to dispatch, the availability of GPU, ASU (Air
Start
Unit) (depending on actual APU fault) at the destination must be obtained by the
Commander.
• If an ASU and GPU (if required) are not available for use then the aircraft will not
be dispatched to that destination.
2) The Commander must also establish from OCC the availability of an Air Conditioning
Unit (ACU) at the destination. If an ACU is not available then crew will employ the
following to manage the temperature in the cabin:
• Prior to engine shut down the cabin is to be cooled as much as possible (consider
turning cabin temperatures down during descent or increase pack flow (Airbus
aircraft).
Window shades pulled down to prevent direct sunlight into the cabin (to • be
done only after arriving on stand, this is due to evacuation hazard identification)
3) If the cabin temperature is in excess of 30 degrees Celsius prior to boarding the crew
will employ the following procedure:
• Water service will be prepared prior to boarding.
• Aircraft refuelling shall be completed.
• Aircraft hold loading shall be completed.
• Aircraft shall be ready for departure.
Once the normal passenger boarding is completed, and doors closed:
• One engine is to be started with ATC approval to introduce conditioned cooling
air (consider additional fuel for the fuel burn).
Note 1: Doors cannot remain open without external steps being present. External steps
cannot be placed at doors L4 and R4 on the A330 during loading to prevent
settling of the door and damaging its mechanism on externally placed steps. This
guidance already exists in the Airbus A330 SEP Manual.

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Note 2: If the temperature in the cabin exceeds 40 degrees Celsius and cabin cannot be
cooled, crew should consider disembarking passengers until such time that the
cabin temperature can be cooled below 30 degrees Celsius, by the engines or
external sources.
Other Considerations:
1. Is the aircraft serviceable for next despatch? Do not board passengers if a technical
delay is anticipated.
2. Have all bags been loaded and been reconciled with the agent?
3. Are there any limitations that might delay departure (e.g. ATC slot)? These should be
understood prior to passenger boarding. The object should be to close the doors and
start at least one engine, even if the aircraft has to remain on stand. If this is not
possible consider delaying boarding. Coordinate with ATC early in this event.
4. Has fuelling been completed? Do not board passengers if a delay is anticipated with
refuelling.
5. Coordinate with the handling agent to make sure passenger boarding is completed
expeditiously; if possible confirm with agent that all passengers have been
accounted for so as to avoid delay awaiting late passengers or subsequent bag off
loads.
6. Good communication between crew and passengers, crew and handling agent and
between cabin crew and flight crew is essential. Consider issuing water bottles to
seats prior to boarding. If at any time the cabin crew get concerned about the
welfare of the passengers they must inform the commander immediately.
The aircraft Commander, together with the Cabin Manager, must always place the
welfare of the passengers over the operational program. They are the only ones with the
full picture of the cabin conditions, and if necessary they must stop passenger boarding or
disembark passengers if in their opinion the welfare of the passengers is put at risk.
Boarding passengers with one or more engines running is prohibited.
Operating with an unserviceable APU/APU bleed is an operational risk that is sometimes

unavoidable, and can create unpleasant conditions for crew and passengers alike. Due to
the variability of conditions only the operating crew can determine when there is an
emerging health hazard and therefore when to intervene to prevent adverse passenger
welfare issues. There are some steps the crew can take to help mitigate such circumstances,
but sometimes, despite best efforts, a difficult decision is required. As with many things, the
way the crew communicate with each other, the passengers, with OCC, ATC and ground
agents can make the difference between something that is not pleasant and something that
is a significant passenger welfare or passenger perception event.

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7.3.6 High Temperature Operations – Cabin Comfort

Excessively hot weather can make our operation challenging.
To keep our Customers and Crew as comfortable as possible, please follow the procedure
below to help keep the cabin as cool as is practicably possible when on the ground where
high ramp ground temperatures are expected, at the discretion of the Commander and
SCCM.
Arrival Procedures
SCCM - At the top of descent, set the Cabin temperature to 20°.
After Cabin Secure Checks
SCCM - set the Cabin temperature to 18°.
- turn off window lights
After Landing
SCCM - add the following to the after landing PA:
“Can we ask you to now close window blinds unless you’re seated at or immediately in front
of, or behind, an emergency exit row, this will help keep the cabin cool whilst the aircraft is
on the ground here in Las Vegas”
Cabin Crew at exit rows must ensure that 2 window blinds remain open and clear, forward
and aft of each exit door.
After Customer Disembarkation
After customer disembarkation, Cabin Crew please ensure that the window blinds are
closed and air vents (where installed) are open as above, whilst completing your cabin lost
property searches. To assist with cooling the Cabin, the Cabin lights must be set to their
lowest setting: DIM 2
Boarding
SCCM - as boarding commences set the Cabin lights to outside conditions. (or full if
refuelling while boarding)
During boarding add the following to the Boarding PA:
“Can we ask you to keep our window blinds closed for the moment unless you’re seated at
or just in front of an emergency exit row. This will help us to keep the cabin cool whilst we
are on the ground.”

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The aircraft Commander, together with the SCCM, must remain in contact during this time
to ensure if the cabin temperature prior to boarding is already high, the Commander may
consider starting one engine on stand to cool the cabin down. This should only be
considered after all bags have been loaded and refuelling is complete
- When extra bottled water has been uploaded this is to be placed prior to
boarding on seats
- Once boarding has started the aim is to get everyone on board, doors closed with
at least one engine started as soon as possible
SCCM Guidance
- Confirm with the Commander that fuelling and aircraft hold loading have been
completed, and that the aircraft is ready for departure
Do not board customers if a delay is anticipated with re-fuelling or baggage
- Coordinate with the handling agent to make sure customer boarding is

completed as fast as possible. Confirm with the agent that all customer have
been accounted for so we can avoid any delays waiting for late customers or the
subsequent off-loading of baggage.

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7.4 Aircraft Cleaning

CCS (Clece Cleaning Services) is the cleaning contractor at MAN & LGW. And Flightcare
supply all other stations.
Airline Services are contracted to provide a ‘Technical Clean’ when the aircraft is on a
hangar maintenance input.
7.4.1 Flight Deck Technical Cleaning

This is conducted on a weekly basis by the contractor. It was decided that a deeper clean
should be conducted each week instead of a lighter one on a turnaround.
7.4.1.1 General Instructions issued to Cleaning Contractors

• Remove any surface debris from all areas and place in waste bag, if necessary,
vacuum before damp cleaning.
• Use blue pre-moistened cloth or spray detergent onto cloth and wipe with damp
cloth, use fresh cloth as required.
• Use Interior Cleaner Complete for regular cleaning and if required Sani-Cide 32 EU
for disinfecting cleaning.
7.4.1.2 Special Requirements

• Extreme care should be exercised whilst cleaning this area.
• There are delicate instruments and control panels, which if damaged could affect
airworthiness.
Do not actuate any switch.•
7.4.2 Flight Deck Areas and Cleaning Methods

Area Method and Process
Windows, window frames, glare • Clean window with non-woven micro fibre cloth
shield and sun visors • Leave window without any streaks
• Brush any delicate instruments with a soft bristle

brush
All instrument panels, dashboards,
screens, VDUs (Visual Display • Remove spots, ingrained dirt and marks with anti-
Units) static wipes or damp micro-fibre cloth
• Rub dry carefully
Headsets and interphone / • Remove spots, ingrained dirt and marks with anti-

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Microphones static wipes or damp micro-fibre cloth
Yoke, joystick, column handgrips, • Rub dry carefully

centre console, control levers
• If necessary vacuum manual stowage areas
Map tables, clipboards, manual • Remove spots, ingrained dirt and marks with anti-
stowage areas static wipes or damp micro-fibre cloth
• Take out ashtrays, brush and clean. Wash if

necessary and rub dry
Ashtrays and cup holders • Clean ashtray holders
• Clean cup holders
• Remove dust and dirt

Air filters, air grills and zone
• Remove spots with damp micro-fibre cloth
temperature filter
• Remove spots, ingrained dirt and marks with anti-

Sidewalls, ceiling, bulkhead and static wipes or damp micro-fibre cloth
safety fuse panels
• After removing debris and vacuuming, clean side

Wardrobe area, coatroom
sidewall panels and area with damp cloth
Rudder pedals, pedestal • Remove dust and dirt with a soft brush
instruments, anti-slip covering and
area around • Vacuum area carefully
• Remove spots and ingrained dirt with damp micro-

Floor area, seat tracks and all fibre cloth
freely accessible areas
• Starting from the top of the entry door, wipe both

sides and door frame from left to right tacking care
Entry door and entry door frame to remove fingerprints, ingrained dirt from lock and
from inside and outside kick marks

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7.4.3 Cabin Cleaning

There are three types of Cabin cleaning services provided by the contractors.
• Express clean – Aircraft is on a quick turnound.

• Standard clean – More in depth than an express clean but not as detailed as an
extended clean.
• Extended clean – Enhanced clean carried out when aircraft on the ground for more
than 3 hours.
The type of clean carried out is dependent on the ground time:
Express Standard Extended
A320 <=49 min 50-179 min >=180 min
A321 <=59 min 60-179 min >=180 min
B757-300 <=74 min 75-179 min >=180 min
A330 <=89 min 90-179 min >=180 min
USA Departures <=89 min 90-179 min >=180 min
7.4.4 Reporting and Feedback

If you have any comments/concerns regarding flight deck or cabin cleaning, please contact
the Cabin Presentation team on: CabinPresentationTeam@ThomasCook.com

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7.5 Medical Issues
7.5.1 Medical Incidents Escalation Protocol
7.5.1.1 Background
There have been recent incidents where passengers, involved in a serious on-board medical
incident, have not received the support that they have expected because information has
not been transmitted in the most time effective way.
By introducing this protocol the appropriate departments will get an immediate notification
to enable us to provide ongoing post flight support to the passenger and their family.
7.5.1.2 Protocol
To ensure that all departments are made aware of the any serious on-board medical
incidents where the passenger may require ongoing support, as quickly as possible:
1. Cabin Crew should provide Flight Crew with the following information via the
Medlink Report form:
a. Name, telephone number and booking reference of the passenger.
b. Brief outline of the situation.
c. Impact on the flight (if applicable) i.e. divert.
2. Flight Crew should pass this information to Operations as soon as possible.
Operations will then escalate this to all departments electronically.
7.5.1.3 Medical Incidents That Require Medical Escalation

Circumstance that may require ongoing support required by the customer, such as:
1. Scalding/injury where medical attention is required on arrival requiring

hospitalisation.
2. Illness where hospitalisation is required on arrival.
Death on board.3.

Eff – 09 AUG 19
7.6 Telemedicine
7.6.1 Telemedicine
Telemedicine is the facility to seek remote professional medical advice from onboard the
aircraft.
7.6.2 MedLink Telemedicine

Refer to Safety and Emergency Procedures Manual (SEP) First Aid section 11B.1.1.4.1
MedLink can be contacted directly on +1 602 747 9613 from any phone, or by HF patch
directly without the need to go through Operations.
MedLink is located in the emergency department of a ‘Level One’ trauma facility at a

hospital in Phoenix, Arizona and provides a service known as ‘MedLink’. MedLink’s physical
environment makes it possible for callers to speak directly with a doctor 24 hours a day, 7
days a week, 365 days a year.
As soon as the phone patch is established with MedLink, the Flight Crew will receive
immediate support and guidance. The MedLink doctor will assess the medical situation and
recommend a plan of care, managing the situation until the flight reaches its destination if
necessary.
If required, it is MedLink’s responsibility to make all required arrangements for customers or

crew members to be met by appropriate medical personnel at the destination or diversion
airfield.
When onboard medical volunteers are available, they too can benefit from the expertise
and guidance available through the MedLink doctor.
The MedLink service may provide the Flight Crew with an alternative to a diversion as a way
to manage in-flight medical emergencies.
7.6.2.1 Use on the Ground

MedLink can be contacted whilst on the ground to ascertain whether a sick passenger
should travel. Contact should be made direct with
MedLink Gate Screening on +1 602 282 6652,
and ensure the Thomas Cook Duty Office (Tel: 01274 387 730) is informed if necessary.

Eff – 09 AUG 19
Contacting Medlink from CUBA
Whilst Medlink USA can contacted you may be transferred to Medlink Paris. The direct
number for for Medlink Paris is
+ 331 556 331 55.
7.6.2.2 Use in the Air

MedLink should be contacted via SATCOM ( HF radio patch) via the following number
+1 602 824 1134
ACARS: PHXMACR
Experience to date had indicated that the majority of calls to MedLink are to seek guidance,
consultation and authorise the doctor’s kit to be opened and do not result in a diversion.
MedLink should be contacted directly via HF radio patch, There is no need to go via
Operations as MedLink will contact Operations directly.
Should a passenger develop a medical condition, the cabin crew member initially assisting
will summon a second crew member, who will be required to complete the MedLink
Checklist form TCX/ST/ML/1.
The information will include complaint, history, age, medication, etc. The second crew
member should proceed to the Flight Deck and ask the Captain to establish an HF radio via
Operations to MedLink.
The Flight Deck will complete the current location part of the checklist before transmission.
A PA requesting a “medical professional” should not be made at this time.
The Captain should relay the information received to the MedLink doctor who may ask to
speak directly to the second crew member.
The second crew member should follow the instructions given and at this stage if requested,
a PA for a “medical professional” should be made.
It is particularly important that, if on an outbound sector or a diversion is required, the

customer details are passed to operations at the earliest opportunity to enable them to pass
to the tour operator.
7.6.2.3 Indemnity
On-board medical professional volunteers can be verified as to their credibility by the
MedLink doctors. Indemnity insurance is provided on the grounds that the MedLink doctor's
instructions are followed. If this is the case, all passenger and crew volunteers are legally
protected.

Eff – 09 AUG 19
7.6.3 Medical Diversion

Refer to OM A 8.9.1.15.1 for Illness during flight.
7.6.4 Death On-Board

Refer to OM A 8.9.1.15.3 for Death during flight.
‘In the event of a death on board the Commander must complete CAA Form 681, which is
held in the documents folder. This form is to be forwarded to the DFO at the earliest
opportunity in addition to the normal ASR and CSR reporting procedures.’
Only a qualified Doctor may certify a death.

Eff – 09 AUG 19
7.7 Thomas Cook Airlines Press Office Policy
7.7.1 Purpose
To advise Thomas Cook Airlines employees of how to deal with incidents that may attract
the interest of the press in order to promote positive press and avoid potential negative
press.
7.7.2 Principle
• Applies to all employees
• All contact and decisions regarding media issues should be directed to the Press
Office at, at the number/address listed below:
Thomas Cook Plc
Westpoint Peterborough Business Park
Lynch Wood
Peterborough
PE2 6FZ
7.7.3 Guidelines
• If you are contacted or approached by the media, take the contact details of the
journalist and call the press office at Holiday House.
• If you think that you have been caught off guard by a journalist and in danger of
being quoted, secretly filmed etc, call the press office and give them full details.
• If a journalist who is a customer has a complaint, please deal with their complaint as
you would any other customer, but try not enter into an argument or unnecessary
dialogue.
• If the journalist's complaint falls outside Cabin Crew/Pilot remit or if they threaten to
write an article, take contact details and ask them to call the press office please.
Ensure you inform the Press Office immediately.
• If you feel any story may be reported, whether you have been contacted by a
journalist or not please inform the Press Office.

Eff – 09 AUG 19
If you are reporting an incident write down as many details as possible at the time of the
incident to help you recall detailed information later.•
The types of incidents that may attract the interest of the press include:
• Flight delays
• Flight schedule changes
• Refusal to fly
• Technical issues
• Airline security
• Air rage
• Check in issues
• Lost/damaged luggage
• Serious customer complaints
• Strikes
Employee activities outside work•
Contact Numbers: 01733 417272
24 hour on call: Contactable via Flight Ops
e-mail: communications@thomascook.com

Eff – 09 AUG 19
7.8 Airline Policy on Landing Distance Requirements

Refer to OM A 8.3.8.4 and OM B.
7.8.1 Dispatch Requirements

7.8.1.1 Airborne Requirements

There are three situations to consider:
1. Significant Deterioration in Runway Condition at Destination Airfield:
If the weather conditions at destination significantly change during the course of the
flight the crew must satisfy that the Operational Landing Distance requirement, plus
the standard company 15% factor, will be met for the planned landing configuration.
Some combinations of temperature and weather conditions may require an increased

margin to cater for the possibility of degraded braking performance – refer to OM B.
2. Planned Diversion with NO Technical Emergency:
For clarity – a technical emergency is a situation where there has been, or likely to be,
a significant impact on the safety of continued flight. Normally this is the result of
system failure. Medical emergencies are not normally considered as a technical
emergency.
3. Diversion due to Technical Emergency:
Wherever possible normal inflight factorised landing distance requirements should be

applied. However if deemed the safest course of action then unfactorised landing
distance requirements can be used.

Eff – 09 AUG 19
7.9 APU Operation on the Ground
7.9.1 Background
An analysis of APU use during turn rounds shows significant savings by shutting down the
APU and utilising ground power. There will be an increase in APU maintenance costs;
however, the cost of this is more than offset by reduced fuel use. At stations without ground
power, shutting off the APU bleed and air conditioning packs reduces fuel flow and realises
significant savings.
At most UK airports the first hour of ground power is provided as part of the ground-
handling contract – this includes mobile GPU at BRS, CWL, EMA, LBA and NCL. Currently, the
only UK station without the first hour included is BFS. However, at stations where we
normally park on a pier – MAN, GLA, BHX, LGW, STN – it is only the FEP (Fixed Electrical
Power) from a fixed ground installation that is included (LGW has FEP on some remote
stands) and the provision of mobile GPU is an extra cost.
7.9.2 Procedure
• Ground electrical power should be used on all UK turn rounds in accordance with the
Matrix below:
Base GPU FEP
BFS NO NO
BHX NO YES
BRS YES N/A
EMA YES N/A
GLA NO YES
LGW YES YES
MAN NO YES
NCL YES N/A
STN NO YES
GPU = mobile electrical power.
FEP is fixed (i.e. on a pier).
Do not use mobile air conditioning unless APU

inoperative.

Eff – 09 AUG 19
• Once external power is connected, shut down the APU and restart 5 minutes prior to
planned engine start time. Crews should report any failure to provide FEP or GPU via
eVR.
• When external electrical power is not available and the APU is kept running for a
turnaround, crews should turn off the APU bleed and both packs once engines have
been shut down. If required for passenger comfort, packs may be switched on during
passenger boarding.
• If APU is used during turnarounds at UK airports for reasons of passenger comfort or

when FEP/Ground Power was not provided and should have been, this should be
reported via eVR.
• There are an increasing number of airports where it is mandated that the APU
should be shut down as soon as possible after arrival on stand. Whilst this procedure
is for UK turnarounds only, crews must comply with local regulations on APU use at
non-UK airports.
• At overseas airports, where use of ground power is mandated but the APU is kept
running due to lack of ground power or ground conditioning, this should be reported
via eVR. This is particularly important because it provides evidential support for the
Company to answer complaints from these airport operators.
7.9.3 Considerations
Notwithstanding the above procedure, crews should take into account the following:
• Agents and engineers are being informed of our requirements for FEP and GPU.
Captains should be proactive in reminding them of this until this new procedure is
adopted everywhere.
• If the cabin temperature is too high or low, the APU may be started more than 5
minutes prior to planned engine start. This is left to the discretion of the
Commander, although Commanders are expected to make every effort to comply
with procedures and save fuel while considering passenger comfort.

Eff – 09 AUG 19
• Factors such as outside air temperature, wind speed and direction relative to the
aircraft, and direct sun will affect temperature inside the aircraft.
• If pack use is required, there is no difference in fuel flow between one and two packs
on the Boeing. On the Airbus use of one pack will save fuel.
• Fuel savings are greater with the APU bleed off rather than with just the packs off.
• This procedure is designed to apply to turnarounds but crews should utilise FEP
when leaving the aircraft for extended periods. However, if boarding a cold soaked
aircraft it is good practice to warm up the cabin in advance of passenger boarding as
there have been problems with IFE equipment switched on in very cold cabin
environments.
• If a single engine taxi is planned, the APU should be started as soon as possible after
landing in order to minimise the time taxiing on two engines – always respect the
engine manufacturers cooling time.
• If time or conditions preclude single engine taxi, the APU start should be planned to
ensure it is available on reaching the gate; try to avoid unnecessary use during the
taxi.
If required by Airport regulations (as per airfield briefing charts), as soon as possible
after Ground Power is connected switch OFF the APU.•
If there is no FEP or Ground Power unit available, the APU must be switched OFF before the
crew leave the aircraft unless another crew is ready to board or an engineer is present.

Eff – 09 AUG 19
7.10 Operational Flight Plan (OFP)

For each flight, a computer flight plan (OFP) will be generated by Flight Dispatch.
7.10.1 Fuel
Fuel is planned in accordance with the Company fuel policy and uses the optimum flight
level at the predicted weights shown on the plan. The effect of a lower flight level or a
differing weight is also shown. The fuel data is expressed in kilograms (kg).
7.10.2 Route
The normal route will be the minimum cost route, however ATC or political constraints as
well as operational requirements may dictate the use of other routes. The full ATC flight
plan together with the co-ordinates of all waypoints en route are included at the end of the
OFP.
7.10.3 Reduced Contingency Fuel Flight Dispatch

Occasionally this procedure will be employed to reduce en route reserve in order to lessen
trip fuel and thereby reduce costs. Nothing hereunder prevents crews from using re-
clearance in flight as a procedure when the normal fuel load cannot be achieved. Significant
trip fuel reductions will only be achieved on long haul routes. Reduced Contingency Fuel
procedures will be used in long haul flight planning, as follows:
• Crews will need to exercise additional vigilance to correlate the planned and actual
ZFW to ensure that the plan accurately reflects the actual weight of the aircraft.
• Nothing prevents the Commander from loading additional fuel if the circumstances
warrant it (subject to performance and fuel tank capacity).
7.10.4 Long Haul Cost Index Flying

Fuel is a major part of the Company's costs and it is imperative that fuel savings are made
wherever possible. One of the areas that can be adjusted is the fixed Mach number
techniques utilised for MNPS airspace associated with long-haul Oceanic crossings. The
MNPS segment will be planned at a fixed Mach, but based on the equivalent CI generated
speed.
While flying at fixed Mach number is a necessity in MNPS, the commander shall request the
Mach No closest to the FMS generated Mach No associated with the Cost Index and the
actual Flight Level (this may be different to the OFP Mach No). Outside of MNPS pilots
should fly at OFP Cost Index speed whenever possible. Pilots should note that after leaving
Oceanic Airspace assigned Mach Number must be maintained in domestic controlled

Eff – 09 AUG 19
airspace unless and until the appropriate ATC unit authorises a change. Pilots are therefore
requested to ask ATC for a change to the appropriate Mach Number as soon as possible
once clear of MNPS.
7.10.5 Example of LIDO Flight Plan

To be found in the OM A 8.1.8.3.2
7.10.6 OFP Windshear Values

The calculated wind shear values are an expression of the wind change between 2000ft
above and 2000ft below the current flight level. The used unit on the OFP is kts per 1000ft.
The wind shear formula considers both, wind direction and speed. Therefore the minimum
value would be "0", in case the wind direction and wind speed do not change at all between
2000ft above and 2000ft below.
A theoretical maximum value does not exist, since the wind shear value is directly affected
by the wind speed. Since the wind speed has no theoretical limit, the resulting wind shear
value is not limited either.
Example of a very high value:

In case the wind speed would change by 180 degrees with a constant speed of 200kts, the
result would be 70kts per 1000ft.
Wind shear according to FAA:

General definition: A rapid change of wind speed and/or direction over a relatively short
distance, time or altitude.
Vertical wind shear (VWS) = Delta Speed / Delta altitude
Limits:
VWS >= 6 kts / 1000ft = Moderate Turbulence
VWS >= 10kts / 1000ft = Severe Turbulence

Eff – 09 AUG 19
7.11 Fuel Burn Information

Crews are expected to plan their fuel load carefully for every flight. The company has
substantial information on the performance of the flight plan for each city pair and this
information, where available is promulgated to flight crew.
7.11.1 Example
ACE-BFS (A321) Historical Fuel Data
55% of flights on this route had a block to block fuel less than planned.
88% of flights had a block to block fuel less than planned plus contingency.
95% of flights had a block to block fuel less than planned plus contingency plus 150kg.
7.11.2 Meaning of Statements

Route (Type)
This is self-explanatory and allows the crews to check that the information provided is for
the correct route and type. The information will not be provided for routes that do not have
in excess of 10 flights worth of data from January 2016 to date.
Block to block fuel less than planned.

This is the percentage of flights on the route where the flight plan block burn was adequate
for the flight, i.e the flight landed with all Alternate, Contingency, Discretionary and Final
Reserve fuel intact.
Block to block fuel less than planned plus contingency.

This is the percentage of flights on the route where the flight plan block burn plus
contingency burn was adequate for the flight, i.e the flight landed with all Alternate,
Discretionary and Final Reserve fuel intact.
95% of flights had Block to block fuel less than planned plus contingency plus….
This is the amount of discretionary fuel that would need to be loaded to allow 95% of all
flights on this route to land with all Alternate and Final Reserve fuel intact. If this statement
is omitted, then the amount of discretionary fuel required on this route is less than 10kg.

Eff – 09 AUG 19
7.12 Technical Function Flight

The details relating to Technical Function Flights (TFF) previously referred to as Check flights
are listed in the Flight Operations Procedure Manual.
Any questions regarding TFF should be made to the appropriate Fleet Technical Manager or
the DFOM.
7.12.1 Current TCX Authorised Check Flight Pilots

Airbus
Captain Alan Evans,
Captain Andy Thorington
Captain Mike Sheen,
Captain Linton Foat,
Captain Chas Jutla,
Captain Matthew Hill,
Captain Jonathan Grainger
Captain Neil Brodie

Eff – 09 AUG 19
7.13 Lengthy Tarmac Delays at U.S. Airports

Introduction
All international scheduled carriers operating in/ out of US airports are required to have a
contingency plan to cater for ground delays with passengers on board.
Although it is only in the case of significant delay that the contingency plan must be used it
is vital that commanders are aware of their obligations in such circumstances.
In the unlikely event of a lengthy on-board delay prior to take-off or upon landing, our
Operations Coordination Centre will coordinate with the Pilot‐in‐command ,the local Airport
Operations Team, and authorities at the airport to fulfil our plan.
Onboard delays are situations which Thomas Cook Airlines UK always tries to avoid.
However, sometimes weather, gate‐space limitations, visibility, airport conditions,
mechanical issues, Air Traffic Control requirements, or other uncontrollable circumstances
cause unavoidable ground delays.
7.13.1 Tarmac Delay Requirements

For international flights covered by this plan that depart from or arrive at a U.S. airport,
Thomas Cook Airlines will not permit an aircraft to remain on the tarmac for more than four
hours before allowing passengers to deplane, unless:
• The pilot‐in‐command determines there is a safety‐related or security‐related reason

why the aircraft cannot leave its position on the tarmac to deplane passengers; or
• Air traffic control advises the pilot‐in‐command that returning to the gate or another
disembarkation point elsewhere in order to deplane passengers would significantly
disrupt airport operations.
7.13.2 Passenger Services During a Lengthy Onboard Ground Delay

For all flights, Thomas Cook Airlines UK will provide passengers with adequate food and
water no later than two (2) hours after:
• Boarding is completed (in the case of departure), or
Landing (in the case of arrival) unless the pilot in command determines that safety or
security considerations preclude such service.•
• For all flights, Thomas Cook Airlines UK will ensure that operable lavatory facilities
will remain available while the aircraft remains on the tarmac. Thomas Cook Airlines
UK will also ensure adequate medical attention is available, if needed.
The passengers will receive notifications regarding the status of the delay every 30
minutes, including reasons for the delay, if known. The passengers will receive

Eff – 09 AUG 19
notifications regarding the status of the delay every 30 minutes, including reasons
for the delay, if known.•
The passengers will receive notifications every 30 minutes that they may deplane, if this is
actually possible.
7.13.3 Resources
Thomas Cook Airlines UK has taken steps to ensure that sufficient resources are available to
implement this contingency plan for lengthy tarmac delays, when necessary.
7.13.4 Coordination
Thomas Cook Airlines UK has also coordinated this contingency plan for lengthy tarmac
delays with the local airport authorities, Customs and Border Protection (CBP) and the
Transportation Security Administration (TSA) for all applicable airports it serves as well as all
applicable U.S. airports authorized by Thomas Cook Airlines UK in case of diversion
7.13.5 Crew Procedures

If there is an extended ground delay exceeding one hour (Departure – from completion of
boarding, Arrival – from landing time), the commander shall:
• Refer to the Tarmac Delay Report and ensure the requirements of the Tarmac Delay
plan are carried out.
• As soon as appropriate notify Thomas Cook Operations Control and advise them that
you are carrying out the Tarmac Delay plan and at what time the ‘four hour’ rule will
be reached.
Complete the relevant items of the report and file with Cabin Crew paperwork.•
The relevant items must also be transposed onto the eVR for the attention of Operations
Control.
7.13.6 Tarmac Cockpit Checklist for U.S Airports ONLY

To be completed whenever there is a ground delay exceeding ONE hour from boarding
complete or ONE hour after landing (as appropriate).
The commander must contact TC Operations Control after one hour delay and ensure
Tarmac Delay plan is put in place (see over).Transpose relevant information into eVR and
keep paper copy with cabin paperwork.
Flight No. __________________ Date _____________________

Eff – 09 AUG 19
A/C Registration ____________ A/C Type _________________

Airport of Departure ______________ PIC ________________
Explanation of
situation____________________________________________
______________________________________________________________
______________________________________________________________
______________________________________________________________
__________________
Boarding completed ______:________UTC
Start-up request at _______:_______UTC
Off Block at _______:_______UTC
UTC Airborne at _______:_______UTC
Delay reason
______________________________________________________________
______________________________________________________________
____________
PAX informed every 30min Yes / No

why not ___________________________
Restroom service offered Yes / No

why not ____________________________
After 1hrs30min Snack Service started Yes / No

why not
_________________________________________________________
After 3hrs30min requested to Gate Yes / No

Why
not________________________________________________________
After 4hrs passengers must have left the aircraft! Exceptions can be made only from ATC
and need to be documented.
TCUK Tarmac Delay Report

Eff – 09 AUG 19
Initial Delay Trigger:

After boarding completed/Arrival USA
• Immediate delay announcement
• Repeat announcements every 30 min and inform passengers on current status and cause
of
the delay
• Make available lavatories if no safety restrictions exist
Service Trigger:
Boarding completed +1h30/Arrival USA +1h30
• Commander request to ATC, that service needs to be done according to Tarmac Delay Plan
• Note answer (pos/neg)
• Inform cabin crew (Commander)
Deplaning Trigger:
Boarding completed +3h30/Arrival USA +3h30
• Commander request to ATC, that return to ramp needs to be done according to Tarmac
Delay Plan
• Note answer (pos/neg)
• Inform cabin crew
• Make a return-to-gate announcement

Eff – 09 AUG 19
7.14 Mass and Balance

The master reference for Loading is the Ground Operations Manual (GOM) which is a web
based document and is continually updated. Crews should be aware that there may be
minor variances and crew should follow the Ground Agent advice. The following information
is to be used in the absence of a ground agent loading plan.
7.14.1 Aircraft Basic Mass

The aircraft basic mass and index is a company calculated mass derived from the aircraft
weigh report of an empty un-loaded aircraft.
The basic mass / index comprises a clean defueled aircraft with all oil and hydraulic system
topped up to normal operating level, flight deck and cabin crew manuals, safety equipment
and seatback literature installed, toilet system emptied and pre-charged.
Flyaway kits are fitted as standard on the A330’s in Hold 5 and are part of the aircraft basic
mass. If removed, see the DOM/DOI table for the mass / index adjustment.
Flyaway kits are not fitted as standard on other aircraft types unless the aircraft is operating
on a specific lease such as CFG or VKG whereby if fitted it will be included in the aircraft
basic mass. The mass, index and location will be detailed in the lease FCN.
Flyaway kits are occasionally carried on one-off ad-hoc flights such as flights for the MOD. If
carried, the mass and index will be detailed on the S4A packs and it is to be added to the
Traffic Load.
ETOPS Liferafts are part of the aircraft basic mass on the A330.
7.14.2 Basic Weight and Index Tables

DOM / DOI’s are no longer provided to flight crew, instead Basic Weight and Index Tables
are provided via CUBE, General (Flight Crew) section.
To obtain Dry Operating weight / Dry Operating Index, the following items must be added to
the Basic Weight/Basic Index:
• Pantry: Cabin equipment, food, beverages
• Loaded Potable Water
Crew and Crew Bags, as required•
Potable Water
For all types the normal operating levels of potable water is 100%, except A330’s.

Eff – 09 AUG 19
A330 Potable Water

75% - G-MDBD,G-MLJL, G-OMYT and OY-VKF / KG
100% - G-CHTZ, G-TCXB/XC are filled to 100% as standard due to having one less water tank.
7.14.3 Traffic Load

The Traffic Load is made up of the passengers, passenger baggage, cargo, freight or mail. In
addition, on the A330 the Traffic Load is to include the ULD & Pallets and the catering
container where applicable on G-CHTZ, G-TCXB/XC.
Passenger and Baggage Masses

Actual bag weights are available for the vast majority of flights. Centralised Load Control
(CLC) and the ALTEA system produce a load-sheet payload which results in a more accurate
aircraft weight for the performance calculation and FMS predictions.
Actual bag weights will not be available on Cruise flights as these bags cannot be weighed at
check-in, one-off flights or leases such as the VKG A321 flying, where Charter notional
masses may be used. Where Charter notional masses are to be used it will be notified on
the briefing pack or on the lease FCN. See OM-A Section 8.1.6.9 for further information on
Standard Masses. The OFP payload, however, will be calculated using a mix of historical
weight information and assumed bag weights.
Crew Procedures - Actual Bag Weights Provided

If Actual Bag weights are provided, they should be used for determining the fuel
requirements and aircraft performance.
Initially, the OFP must be considered as a planning aid, but not relied upon for final fuel
requirement. Once the crew have reviewed the weather and OFP an ‘initial’ fuel should be
requested using the normal method making it clear that a top up might be required.
This initial fuel figure should be lower than the final expected amount in anticipation of
inaccuracies in OFP payload, and to allow maximum potential for efficient fuel planning
when final payload is known.
For OTP purposes it is best to get as much fuel loading as soon as possible; as a guide allow
approximately one ton between what you think might be the final and what you initially
order.
As soon as possible, the flight crew should then proceed to the aircraft where an updated
payload, based on check-in data, will be available from the agent at STD-45 mins. This
updated payload should be used to determine final fuel requirement.
Note: Accurate payload information is generally not available before STD-45 as the check in
may not be closed.

Eff – 09 AUG 19
Once the final fuel requirement has been determined it should be passed, with the taxi and
trip fuel in the normal way, to the handling agent. This information will be used to generate
the final load-sheet.
Note: There may still be small differences in the final payload, as the figures available at
STD-45 may still assume some passengers that end up being ‘no-shows’ (particularly
interline type passengers).
Generally any corrections would be expected to reduce the payload, but it is possible that
there may be small increases.
Crew Procedures - Actual Bag Weights Not Available

There are some categories of flights where it is not possible to obtain actual bag weights –
cruise flights with on-ship check in are an example (BGI etc). Other circumstances, such as
LMC of bags or buggies, may require the use of ‘standard’ weights as it is not practical to get
them weighed. In such circumstances it is acceptable to use the standard bag weights
described in the OM A (8.1.6.9). Similarly, if there is a system issue and actual bag weight
information is not available the use of standard weights is approved.
Container and Pallet Masses

The notional baggage masses do not include any allowance for the mass of any ULD the bags
may be loaded in. The ULD mass must be considered separately. ULD tare masses are listed
below. Total hold masses presented on the Load Instruction form are to include the tare
mass of the container(s).
ULD Mass (kg) Type Aircraft

Type
PMC 125 Pallet 96 x 125” A330
PAG 93 Pallet 88 x 125” A330
FQA 53 Half Pallet 60.4 x 96” A330
LD3 / AKE 65 Container A330
LD3 / ZKE 65 Container A330
LD6 / ALF 140 Container A330
The below aircraft are operated with the listed ULD as standard:
A330
Pallets: PMC, PAG, FQA – FWD and AFT Holds

Eff – 09 AUG 19
Containers: LD3/AKE/ZKE, LD6/ALF – FWD and AFT Holds
7.14.4 Aircraft Loading

Thomas Cook recommend that wherever possible, the computer loadsheet process will
plan the loading of the aircraft to the optimum fuel efficient trim line of the aircraft.
Where a computer loadsheet is not available, for the A321 & B757’s, form TCA1146 is to be
completed by the handling agent detailing the total pieces of baggage and cargo mass
loaded in each hold.
For the A330 aircraft, forms TCA1147 (A330)– Loading Instruction are to be completed. For
each occupied position the type of container / pallet present and total gross mass per
position must be completed. For clarity, empty positions should annotated as empty.
Once the aircraft has been loaded, the person who is responsible for loading must sign the
Load Instruction form. One copy is to be passed to the Captain and the other retained on
file at the departure station.
The completed TCA1146, 1147 or 1148 form is then passed to the Captain to enable the
completion of form TCA1145 – Loadsheet and Take-off Data form. The completed and
signed top copy of this form is retained on-board and the 2nd copy remains at the departure
station.
Note: The standard loads below may not be achievable on specific flights due to passenger
seating arrangements or special loads.
7.14.5 Standard Loading

This section has been transferred to the GOM (Ground Operations Manual).
See the following chapters in the GOM for specific aircraft type information.
A321 Chapter 9.2

A330 Chapter 10.3
B753 Chapter 12.2
7.14.6 A321 CG Considerations – No Hold Baggage / Tanking

Day trips flights usually involve a full passenger load with no hold baggage. In these
circumstances, it is possible that the A321 CG envelope may restrict the available fuel load.
Consideration should be given to the following.
A. Zero Fuel Mass Limits : Correct choice of CG envelope.

Eff – 09 AUG 19
The Zero Fuel Mass (ZFM) envelope is curtailed when fuel is contained in the ACT's
(Fuel loads over approx 18,500kg). However, day trip flights do not require the use of
ACT fuel due to their short duration. If the 'Fuel in ACT' envelope is used in error, it
possible that the LPCNG CG calculation will indicate that the aircraft is out its of
forward trim limit. Correctly selecting the 'No fuel in ACT' loading option, will allow
the correct ZFM limits to be applied. i.e. an expanded ZFM envelope.
B. Tanking Fuel - Caution above 13,000kg
Please use caution when tanking fuel. On day stop flights, the CG is very forward. As
the fuel load increases above 13,000kg, it likely that combination of a forward ZFM
loading (full cabin/no bags) and the high fuel loading could send the CG outside of
the forward take-off limit. It is advisable to run an estimated loadsheet prior to the
selection of fuel load.
7.14.7 ACARS / Computer loadsheets

CLC will automatically send a Preliminary Loadsheet to the CUBE application in the EFB at
STD -45.
As soon as possible after arriving at the aircraft, the flight crew should then:
1. Confirm it is the correct flight and aircraft.
2. Complete the electronic Trip Information Sheet in the CUBE application.
In the event of no EFB connectivity then trip information should be given to the
dispatcher/ground agent for relay to CLC.
Connectivity
ACARS and EFB EFB only ACARS only No ACARS or

EFB
(NORMAL)
Preliminary CUBE CUBE Paper from Paper from

Load Sheet handling agent handling agent
TIS eTIS via CUBE eTIS via CUBE Provide Provide

information to Information to
handling agent handling agent
Final Load sheet ACARS via Printed by ACARS via Printed by

Aircraft Printer handling agent Aircraft Printer handling agent

Eff – 09 AUG 19
Handling agents will not know the connectivity status of a particular aircraft so it will be up
to pilots to liaise with the ground agent if there is anything other than “normal”
connectivity. Please report any connectivity issues at particular airports via eVR and we will
add this to an FSN in the briefing packs where appropriate.
As a final contingency, crews may utilise manual Load Sheet and complete trim sheet on
EFRAS.
If the eTIS is not used for this or other reasons then an eVR comments form must be
completed detailing those reasons (this will allow tracing of any errors in connectivity).
The Preliminary Loadsheet can be used as an estimated take off mass for assessing tanking
fuel etc, but must not be used operationally as there may still be changes due to ‘no-shows’
and offloads etc. the preliminary loadsheet can be used to generate provisional Take Off
performance data but prior to entering data (load information or performance data) into
the FMS it must be validated by using the Final Loadsheet.
The Final Loadsheet should be delivered to the aircraft no later than STD minus 8 minutes.
Please advise if this doesn’t happen, or if there are significant differences between
Preliminary Loadsheet and Final Loadsheet, via evr.
On receipt of the ACARS or Computer Loadsheet (which will be in the same format), the
crew check:
1. Correct aircraft registration
2. Correct flight number and date
3. Correct crew complement
4. Correct pantry code
5. If required – correct water uplift
6. If required – correct BW/BI
7. If required – crew bag loading
The crew can compare the BW and BI to the figures for that particular registration if they
feel it is appropriate by reference to CUBE library;
General (Flight Crew) -> GOM + Weight and Balance -> Thomas Cook UK BWBI Tables.
There is no requirement to do so as the source information for the Loadsheet and tables is
the same. Similarly potable water adjustment is located as part of the tables but is not
required to be checked unless the crew believe there to be an error.

Eff – 09 AUG 19
The header of each aircraft printed ACARS loadsheet details the current ATC Callsign to
which the message is sent.
However, if the aircraft is delayed, it is possible for a loadsheet relating to next sector to be
sent to aircraft during the current sector. This can lead to a discrepancy between the
commercial flight number and aircraft callsigns detailed in the ACARS loadsheet message.
A typical ACARS loadsheet below highlights the issue.
The header in BOLD indicates that the message was sent to MT29RK (G-TCDW).
However, the loadsheet relates to the MT652 on the 25th of the month (Marked in RED)
QU QXSXMXS
.DUSASDE 251257
[1]AGM
AN G-TCDW/FI MT29RK/MA 466I
- LOADSHEET FINAL 1357 EDNO1
MT652/25 25JUN17
BRS AYT GTCDW 2/6
ZFW 68412 MAX 73800 L
TOF 16200
TOW 84612 MAX 93500
TIF 12500
LAW 72112 MAX 77800
UNDLD 5388
The actual loadsheet data commences at the line:
“- LOADSHEET FINAL 1357 EDNO1”
i.e. it is valid for the MT652 on the 25th of the month.
eTIS and Final Loadsheet
It would be unusual to have to do this but, we have been advised that the eTIS can be resent
following receipt of final load sheet. The new fuel figures will auto-populate into ALTEA, the
Load Controller will receive the prompt that final fuel figures have been received again and
will then issue a new edition Final Load Sheet.

Eff – 09 AUG 19

Eff – 09 AUG 19

Eff – 09 AUG 19
7.15 Cargo
7.15.1 NOTOC in lieu of Cargo Documents

Cargo documents are submitted to the Customs Office of the port of arrival for the release
of cargo from the bonded warehouse at the destination.
There is no legal requirement for cargo documentation to accompany the cargo. The only
requirements are that cargo must be declared on the load sheet in the Special Load (SI)
section of the load sheet as illustrated below.
If there are dangerous goods carried this should be annotated in the Special Load section
and a NOTOC provided to the Pilot in Command.
Flight crews should not delay departure waiting for cargo documentation if it has been
correctly declared on the load sheet and if required a NOTOC provided.
7.15.2 Loading of AVI as Cargo

Appointed Cargo Handling agents must supply adequate spreaders and lashing and present
them with the animal to the loaders. The animal should be loaded onto the spreaders as
near the doorways as possible in designated area.
The box must be loaded on spreaders and lashed securely to the hold. Adequate space
must be left around the box/boxes for ventilation.
Hold lights should be turned off.
The door should be left open for as long as possible during ground operation. On arrival,
animals should be removed/cleared from the aircraft as quickly as possible. Animals should
not be left in direct sunlight, high temperatures or inclement weather prior to or post flight.
Live animals must never be loaded in the same hold as:
• Dry Ice
• Human Remains
• Catering/Foodstuffs
Natural Enemies•
7.15.2.1 Live Animals in Hold

Eff – 09 AUG 19
Aircraft Type: Location:
A321 A maximum of 4 cats/dogs carried (refer OMA 8.9.1.5).
Up to 2 AVI in hold 1 and up to 2 AVI in hold 5.
A330 A maximum of 4 cats/dogs carried (refer OMA 8.9.1.5).
AVI preferably carried in bulk hold (hold 5), but only 1 AVI allowed.
Up to 2 AVI in hold 1 and up to 2 AVI in hold 2 can also be utilised if

required, however palletised only.
On G-CHTZ AVI transportation is not allowed in hold 1 or hold 2.

Maximum 1 cat/dag carried in hold 5.
B757 A maximum of 4 cats/dogs carried (refer OMA 8.9.1.5).
Up to 2 AVI in hold 1 and up to 2 AVI in hold 4.
Aft hold doorway preferably.
Where holds are suitable, live animals may be palletised, but never containerised.
Note: Natural enemies of animals (i.e. Cats and Dogs) should not be loaded together within
the same hold unless belonging to the same family.
Maximum approved quantity of animals is 4 per aircraft, however due to range in size,
natural enemies, etc. Contracted cargo management agency will monitor and restrict
booking if deemed necessary.
7.16 Effect on Landing Minima of Temporary Failed or

Downgraded Ground Equipment

Eff – 09 AUG 19
7.17 Winter Operations
7.17.1 Contract De Icing

TCX accept the procedures of contracted companies in relation to de/anti-icing for TCX
aircraft at all Bases. The pilot-in-command still has overall responsibility of the aircraft de-
icing.
The aircraft can operate as planned after de-icing e.g. Is the runway operational?
For first wave departures where there are freezing conditions, prevailing or forecast, a
decision will be taken by the contractor to proactively and preventatively deice/anti-ice the
first wave departing aircraft during the early hours of the morning. Consideration will at all
times be given to the available holdover time afforded by the deicing/anti-icing fluid that is
intended to be applied, allowing also for an element of delayed departure. Therefore, for
example, where an aircraft is due to depart at 07:00 and the outside air temperature is
above -3 Celsius in active frost only conditions, and where an application of 75/25 Type IV
Kilfrost ABC-S Plus fluid would normally afford a holdover time of up to 5 hours in duration.
The application in these circumstances would commence at between 03:00 and 04:00. In all
cases the Engineers will be contacted in order to confirm that the aircraft intended to be
treated are serviceable and have been configured for deicing/anti-icing.
The aircraft will at all times be deiced/anti-iced in accordance with the Clean Aircraft
Concept, Contractor Handling Manual, Ground Deicing Manual and the IATA Global
Standards (SAE AS6285 / AS6286 / AS6335) , i.e. all critical surfaces shall be free from frozen
contamination prior to takeoff. The only exceptions to this will be as follows;
i) On the fuselage, thin hoar frost is acceptable on the upper surface of the fuselage
provided that all vents and ports are clear. (Thin hoar frost is a uniform white deposit of fine
crystalline texture, which usually occurs on exposed surfaces on a cold and cloudless night,
and which is thin enough to distinguish surface features underneath, such as paint lines,
markings or lettering.)
ii) On the underside of the wings, a light coating of frost up to 3 mm in thickness may
be present on wing lower surfaces in areas cold soaked by fuel.
iii) Frost is permitted on the radome. Contamination other than frost i.e. snow, slush
and ice deposits shall be removed from the nose Radome areas prior to departure, in order
to prevent deposits from blowing back and obstructing the Commander's vision on takeoff.
iv) On the engine nacelles (cowls), Frost is permitted on the engine cowls. If
contamination, other than hoar frost has accumulated on the exterior of the engine cowl,
these deposits shall be removed.
All other forms and areas of frozen contamination shall be removed prior to takeoff.

Eff – 09 AUG 19
Following each deicing/anti-icing treatment a 360 degree walk-round of the aircraft by the
Deicing Operative shall be performed. This walk-round is to ensure that all required frozen
contamination has been removed and is also used to confirm that no critical components,
windscreens, pitot probes and static ports etc have been contaminated by deicing/anti-icing
fluid overspray. Where any inadvertent overspray of critical components has occurred,
these will be reported to the Engineers in order for the appropriate action to be taken, be
this cleaning and/or inspection.
Where preventative early deicing/anti-icing has taken place, the Anti-icing Code will be
delivered electronically to the aircraft via ACARS at minus 35 minutes to TOBT.
Where deicing/anti-icing treatment is required at departure, the request for deicing/anti-

service shall be made by the operating flight deck crew via the contracted Ground Handling
Agent, who will in turn make the request for deicing/anti-icing to the contracted servicing
company. On arrival at the aircraft the Deicing Operative will first liaise with the flight deck
crew to discuss and ascertain the type of deicing/anti-icing treatment required and will in all
cases verbally confirm with the flight deck crew that the aircraft has been appropriately
configured, prior to deicing/anti-icing services then commencing.
Where deicing/anti-icing has taken place at departure, the Anti-icing Code will be delivered
electronically to the aircraft via ACARS, immediately that the deicing/anti-icing process has
been completed.
In all cases the contracted provider will do their utmost to protect On Time Performance,
but shall not in any circumstance compromise the safety of the airframe, crew and
passengers.

Eff – 09 AUG 19
7.17.2 ACARS De-ice Message

Where de-icing/anti-icing provided by Airline Services, flight crew will receive ACARS
notification of the de-icing/anti-icing applied to their aircraft. This procedure is not
applicable to services provided by Swissport (BFS/EMA/CWL).
Crews may also continue to receive a physical copy of the receipt where practicable.
A typical ACARS de-ice/anti-ice message is as follows
Anti-Icing Code MT1234 G-TCCB

Fluid Type: Type IV
Mix %: 75
Anti-Icing Started: 0436 LT 11NOV17
Anti-Icing Stopped: 0445 LT 11NOV17
Manufacturer: Kilfrost
Product: ABC-S Plus
Post de-icing/anti-icing check completed
Reference: 18761433/1/D
Note: The ACARS de-ice/anti-ice message will not contain the quantity of de-icing fluid
used as it is classed as non-mandatory information.
De-icing providers will also not specify the location of the de-ice/ice-anti-ice application in
the ACARS message. However they will state that the ‘Post de-ice/anti-icing check’ has been
completed which is their assurance that the aircraft is clear of contaminant.
Where the aircraft has been deiced/anti-iced at an airport where deicing/anti-icing services
are carried out by the contractor and where the Avtura D-ICE System is in use, but in the
event that the Anti-icing Code is not received by the aircraft via ACARS, contact shall be
made with Thomas Cook Airlines Operations Control Centre. A copy of each sent Anti-icing
Code is received by the OCC at the same time that it is sent to the aircraft.
OCC also have at their disposal a log-in to the contractors Avtura D-ICE System, whereby the
system may be interrogated and the applicable Anti-icing Code then passed verbally to the
operating flight deck crew.
7.17.3 Recording of Type 1 De-icing Fluid Mix

On the eTL, the Fluid Mix can only be recorded as 100:0, 75:25 or 50:50 due to the
limitations of the drop down menu. There is no option to insert an alternative ratio in free
text. The icing section cannot be signed off unless one of the mix options above is selected.
If using ratios other than those above for Type 1 fluids, the Type 1 fluid may be mixed in a
ratio decided by the de-icer to achieve a fluid freezing point 10°C degrees below the outside
air temperature. The resulting mix ratio may be less than the lowest selectable ratio on the
eTL drop down Menu (50%). Recent reports are that LGW are reporting 35% and lower
ratios at certain temperatures. Some stations may not even report a mix ratio to the

Eff – 09 AUG 19
commander as AEA guidelines for Type 1 fluids do not require them to. Other Fluid Types do
require a mix ratio as this does influence the HoT.
The Type 1 holdover time can be extracted from the “De-Icing Holdover Tables” on the
CUBE Clipboard and whilst the HoT is dependent on the ambient conditions and OAT, the
mix ratio is not required for the Type 1 calculation. Therefore, the mix ratio is not required
to be recorded in the eTL.
If Type 1 fluid is used and reported to the crew in a non-standard mix ratio or the mix is
not reported, the drop down menu “50:50” mix ratio may be used to facilitate signing off
the de-icing section.

Eff – 09 AUG 19
7.18 A321 Flight Time Summary
7.19 Tanking of Fuel

Eff – 09 AUG 19
The decision to tank fuel rests with the commander. Tanking fuel to a contaminated runway
is not permitted in TCX.
Should tanking be advised on the LIDO OFP, it will not restrict the fuel to prevent the
possibility of ice accumulation due to cold soak.
Should the Commander consider that this may be a factor when considering the duration of
the flight and ambient conditions, the following guidelines are recommendations to avoid
this possibility. Recommended landing fuel to avoid cold soaked induced icing.
A321 6000 kg
A330 18000 kg
B757 9000 kg
7.19.1 Tankering Advice on OFP

TANKERING: A tankering sector will be notified to crew via the ADDFUEL column in the block
fuel calculation.
“ADDFUEL - 0 0000”
If tankering is recommended, a fuel plan will be produced based on a comparison of basic

cost differential and the cost of carriage. In which case a calculated amount of additional
fuel will be included in the OFP fuel requirement.
In all other cases (where the commercial carriage of fuel is not recommended) the following
message will be included on the OFP:
“NO TANKERING RECOMMENDED”

Eff – 09 AUG 19
7.20 Captain’s Mobile Phones

The mobile phone issued to Captains is an essential communication device that greatly
enhances the operational support that can be provided to crews. It is also vitally important
that Captains use the phone to keep Operations in the loop when there are operational
difficulties. If there are any difficulties, please keep Operations and Flight Dispatch
informed. In order for the full potential of the phones to be used we need Captains to
ensure that the following actions are carried out:
Initially switch the mobile on no later than report time and finally switch it off at the end
of duty.•
7.20.1 Lost or Stolen Mobiles

O2 can be contacted for number barring 24 x 7 on 0844 826 0288 or, from overseas, call
+443448090202. The mobile user is responsible for all call charges associated to their
number until the mobile number is barred with O2.

Eff – 09 AUG 19
7.21 Operational Reserve Aircraft UK (ORES) and Airport Duty

Thomas Cook Airlines will plan to have two ORES aircraft available as standby aircraft for the
Group. The aircraft could be used to fly on behalf of a group airline or 3rd party carrier to
the permitted crew FDP. Usually there will be one A321 and one A330 at Manchester and
one A321 in LGW as ORES aircraft. There may be occasions when aircraft at other UK bases
will be required to fulfil the role as ORES. Crews may be rostered Airport Duty separate
from ORES.
7.21.1 Overview
• Two flight crew and will be rostered an Airport Duty.
• Cabin Crew will normally be rostered for narrow body aircraft.
• The Airport Duty (ADY) period will usually be rostered from 0500z until 1100z or
0600z to 1200z.
• The aircraft will be pre-fuelled with 10,000kgs (A321) or 15000kgs (A330) of fuel to
cover positioning flights to any UK base.
• The aim is to have the aircraft ready to Push-Back within 45 minutes of call-out for a
UK positioning flight.
• When you are rostered a ADY there should be a note on your roster to specify
whether this is for the ORES aircraft.
• Although the entire duty is intended to be performed from the crew room, it is
recognised that short visits away from the area, for example to get refreshments,
may be appropriate after the initial 45 minute period is completed, however these
should be to outlets in the immediate vicinity of the crew room. You should ensure
that your mobile phone is charged and on, and that you are in an area with good
mobile phone coverage. If in doubt of the coverage, contact crewing before leaving.
An ORES aircraft should be pre-fuelled to enable it to depart for any UK base whilst still
remaining within landing limits. This is not an implication that the ORES or any ADY
crew will only be used for UK positioning, the ORES aircraft and any ADY crews may
cover any flights that are deemed necessary within the available FDP. Should a duty
be outside your FDP you may still be asked perform duties such as prepping aircraft
and starting boarding.

Eff – 09 AUG 19
7.21.2 Flight Crew Procedure

• At the start of the duty, pilots must meet in the crew room and self-brief using the
CUBE.AERO - OPS tab – Airports to review the weather for all TCX UK bases. Also via
the Flights tab enter the base you are located at with a leading hyphen (-MAN) and
select STATE in the yellow tab – ALL and return. Review the planned departures and
review the NOTAMs for your base of departure.
Crew must remain in the crew room for at least the first 45 minutes of the duty in order
to be immediately ready for an early call out.
NOTAMs can be found under the OPS – Flights (-Station) (State/ALL) selection in CUBE.

Eff – 09 AUG 19
• Please use the Loading Module on EFRAS to produce a Loadsheet and record figures
on form TCA1145 (Loadsheet and Take-off Data).
• If cabin crew are also on ADY, the commander should contact the Cabin Manager.
• The Commander’s Company mobile telephone should remain turned on for the
duration of the Airport Duty period and crews should remain contactable, in the
close vicinity of the Crew Room.
• On Call-Out, the Commander should call the handling agent to find out the location
of the aircraft and if necessary arrange transport to the aircraft.
• At Manchester; call Manchester Airport Coach Control on 0161 498 5154 to arrange
transport to the aircraft. This is likely to be a remote parking stand and crew will be
collected from Stand 20.
• As soon as possible proceed to the aircraft. An OFP and updated briefing package will
be sent by OCC to your Tablet and a paper version of the OFP will be sent to the
aircraft printer.
• At Manchester a paper copy of the OFP will be brought to the aircraft by Aviator at
STD-15 minutes latest.
• Do not print Briefing Packs and OFPs in the Crew Room.
Should the Cabin Crew on ADY not be required for the flight, they can still be utilised to
security check and secure the cabin to assist with the departure process. If this is not
possible, Flight Crew should carry out the Security Checks in accordance with QRH
NP-NP2 (Positioning Checklist).

Eff – 09 AUG 19
7.22 Inflight Rest Guidance (A330 Flight Deck Crew and Cabin
Crew)
7.22.1 Background
The Inflight Rest facility has been in place since February 2016 and there has been a variety
of feedback on the initial procedures published. It is clear from the reports that the rest
facility is not always being used to best effect, and in some cases not all crew have been
given the opportunity to obtain the minimum rest time required. Sometimes the cause was
the result of particularly short flight times, or unplanned events occurring that disrupted the
expected rest schedule.
There have also been some reports that indicate a lack of understanding of responsibilities.
This notice is to ensure all crew members are aware of their role in mitigating fatigue, and
who is responsible for ensuring crew members have the opportunity to take their required
minimum rest time.
7.22.2 Responsibilities
The Commander has overall responsibility for ensuring all crew members have the
opportunity to take at least the required Inflight minimum rest. However, this is a shared
responsibility with the assigned SCCM who will manage the CC rest periods depending on
cabin service requirements and the expected flight time.
All crew members should take advantage of their allocated rest time. Due to the sector
length being quite short on most flights requiring the use of inflight rest, it is important all
crew adhere to the agreed rest period. If they do not it might result in their colleagues not
getting their own allocated rest period.
7.22.3 Guidance
There are many variables to take into account when planning a rest schedule, and it would
be very difficult to arrange set templates for all combinations of flight time and service plan
(which is normally based on local departure time).
Generally the most difficult flights to manage the rest schedules are the shorter flights from
LAS/SFO/LAX in our summer schedule. To facilitate the planning of rest the following points
should be considered:
The Commander should agree the rest schedule for the pilots based on assessment of flight
conditions and threats. Wherever possible the operating pilots arrange their rest to
maximise their ‘alertness’ for arrival phase.
This rest schedule will normally be based on 2 hours for operating pilots and 90 minutes for
the cruise relief pilot. This rest will normally be taken in the left seat of the crew rest triple;

Eff – 09 AUG 19
pilots need to be aware that this seat may also be required for a cabin crew rest period so
adherence to agreed time slot is important.
The cruise relief pilot then liaises with the SCCM to complete the rest plan for that flight.
The Commander remains responsible for ensuring the plan allows all crew to obtain their
minimum rest allocation.
A common template is available to help the crew plan and manage their rest periods (see
attached).
In the event additional cabin crew are carried, and due to the sector length not all cabin
crew can be rotated through the rest facility, such additional cabin crew should be planned
to work only for the duration of the un-factored FDP (i.e. planned on taking no crew rest).
This should be considered an exceptional circumstance and possible only with enlarged
crew complements. These cabin crew members should be identified when the crew rest
plan is made and at the end of their un-factored FDP should carry out no further duties (i.e.
they are stood down).
The SCCM should ensure that at least 8 cabin crew are planned for the required rest period
and these should have the ‘door responsibilities’. In such circumstances the SCCM should
include a report via CSR including who was stood down and the flight times. The SCCM
should inform the aircraft Commander if any crew will be stood down when the rest plan is
confirmed.
The scheduled flight time determines the need for in-flight rest, not the actual flight time on
the day. In the event that the actual flight is significantly shorter than planned it is still
possible to plan rest for a crew of 3/9 even for a 8hrs and 30 minute flight as illustrated
below. The spare slots allocated in the plan below allow the SCCM to adapt to high periods
of workload or cater for additional crew members. Note this is illustrative only:
Flight crew should be aware that the SCCM will allocate the CC rest periods to ensure
required rest periods are achieved based on the expected service flow for that flight. The
SCCM will know, for that specific flight, when the peak service requirements are. For the
USA evening departures to the UK the peaks are normally the first few hours and
subsequently a pre-arrival service in the last hour and a half.
On longer flights there is likely to be greater opportunity to take more than minimum rest
time, this should be coordinated between SCCM, cruise relief pilot and the Commander
when the rest plan is being constructed.
To avoid potential effects of ‘sleep inertia’ a recovery time should be built into the
management of the crew rest. Operating pilots should plan their rest periods to be back in
the operating seat at least 15 minutes prior to descent to allow for approach and descent
briefings to be completed.

Eff – 09 AUG 19
It is recommended that time is allowed for cabin crew exiting rest prior to commencing
normal service duties; the rest plan should not therefore expect a cabin crew member to
come straight out of rest immediately into a service (a 10 minute minimum recovery period
should be expected).

Eff – 09 AUG 19
Elapsed Elapsed
Time Left Hand Seat Middle Right Time
(hours) (hours)
0 Take - off Take-off Take-off 0
0.10 Start setup Start setup Start setup 0.10
0.25 Spare 90 min slot Spare 90 min CC 90 mins 0.25
1.55 Cruise Pilot 90 mins CC 90 mins CC 90 mins 1.55
Operating Pilot 120

3.25 CC 90 mins CC 90 mins 3.25
min
Operating Pilot 120

5.25 CC 90 mins CC 90 mins 4.55
min
Last pilot comes out

7.25 CC 90 mins CC 90 mins 6.25
of rest
Top of descent
7.55 Top of descent 7.55
(last CC comes out of rest)
8.30 Landing Landing Landing 8.30

Eff – 09 AUG 19
Rest Template
The flight crew should indicate the order of rest they plan to take; the cruise relief pilot will
then liaise with the SCCM to allocate any cabin crew rest requirement for the left hand rest
seat.
This will then determine the actual planned start and finish of flight crew rest period.
Normally not all indicated rest blocks in the template will be required.
Flight ATD (take off) ETA(landing)
Left Hand Seat Middle Right Elapsed Time

Elapsed Time
(hours)
(hours) Name and Times Name and Times Name and Times
0.00 Take-off Take-off Take-off 0.00
0.25 Top of Climb Top of Climb Top of Climb 0.25
ETA - 35 Top of Descent Top of Descent Top of Descent ETA-35

Eff – 09 AUG 19
7.23 Airport Collaborative Decision Making– A- CDM
7.23.1 Background
Airport Collaborative Decision Making (A-CDM) means airport partners working closely
together by sharing data in real time and by implementing a set of operational procedures
and automated processes. It aims to provide real-time data exchange between airports and
the Air Traffic Flow Management (AFTM) network, linking inbound and outbound processes.
A-CDM relies on cooperation between the stakeholders involved in aircraft turn-round at
airports, that is, ATC, pilots, ground handlers and the airport operator.
A-CDM has been in place for some time at LGW and FRA but as of spring 2017 is being
introduced at PMI so it is important that every pilot is aware of the procedures surrounding
this concept.
Although the process can seem complicated and uses many acronyms, there are only a few
basic rules for pilots to follow, which are highlighted at the end of this document.
Full details of A-CDM are contained in the LIDO electronic route manual RAR section and
AOI plates for individual airports will specify whether they are using A-CDM and any local
differences. LIDO ERM and AOI are the definitive source for airport procedures. This aim of
this document is to provide a useful summary. Understanding of A-CDM concepts and
adherence to procedures is important for OTP.
7.23.2 Definitions
• AO – Airline Operator
• GHA – Ground Handling Agent
• TCO – Turn Control Operative (Despatcher)
• CTOT – Calculated Take Off Time. What we know as a slot
• TOBT – Target Off Blocks Time. The time the aircraft expects to be ready to leave the
stand (doors closed, bridge retracted and ready for pushback within 5 minutes of
being cleared by TWR for start-up) regardless of other restrictions such as CTOT.
• EOBT – Estimated Off Blocks Time. Derived from the Flight Plan. Must be updated by
the AO or GHA to remain within a tolerance of +/- 10 minutes
• TSAT – Target Start Approval Time. The time provided by ATC that an aircraft can
expect to receive start approval.
7.23.3 A-CDM Concepts

Eff – 09 AUG 19
TOBT
The TOBT is provided to the system by the AO or GHA. In the absence of a TOBT an EOBT is
derived from the flight plan or it is calculated by the CDM system based on the actual in-
block time + the estimated/minimum aircraft turn-round time. Once confirmed, the TOBT
will be used to establish the pre-departure sequence. This should reduce threshold wait
times while maintaining runway capacity. The TOBT must be updated by the AO or GHA to
within +/- 5 minutes, based on the time the aircraft could leave the stand if the CTOT were
removed. Updates reflect the real-time situation and can be continued up to the point the
CTOT can no longer be achieved. The pilot must call for start-up within +/- 5 minutes of the
TOBT or the aircraft’s position in the departure sequence is lost until another valid TOBT is
received.
TSAT
The TSAT is calculated from TOBT – 40 minutes onwards and issued around TOBT – 10
minutes. Factors that can change the TSAT are;
• A change of runway
• A change in estimated taxi time
The application of a new CTOT•
Pilots will receive their TSAT and subsequent changes via their GHA, the Visual Docking
Guidance System (VDGS) or from ATC – usually, Clearance Delivery..
Start-Up Request
Pilot shall request start up to Delivery controller (CLR) between TOBT +/- 5 minutes. CLR will
either approve the start-up if the request is made within +/- 5 minutes of the TSAT tolerance
window, or will inform the pilot of the TSAT if the request was made before the window. If
the request for start is not received the TSAT will be lost and the flight will be re-sequenced.
Pushback/Taxiing Process
Pushback clearance request must be made to Clearance within 5 minutes of start-up
approval. If this time window is missed, the start-up approval could be cancelled, in which
case a new TOBT will be required.

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7.23.4 Key Points For Pilots

• You should ensure that your flight is ready to push at TOBT +/-5 minutes
• Maintain regular communication with the TCO/GHA. They are responsible for
updating your TOBT
• Agree a realistic TOBT. If you need to adjust it, choose an achievable alternative
rather than knocking it on in 5 minute increments which could increase your chances
of a worse CTOT
• If you identify a delay to TOBT +/- 5, or believe you will be ready to depart earlier
than TOBT – 5, notify the GHA right away
After doors are closed, if any issue arises which requires a delay to TOBT it is your
responsibility to contact the GHA to arrange this. •
• You must report ready with Delivery controller at TOBT +/- 5 minutes
• It is vital that you still call at TOBT +/- 5 even if the TSAT is outside this window
• You will either receive Start Approval or will be advised of your TSAT and requested
to call back at TSAT +/-5
• If you call ready, but are delayed by ATC, DO NOT update your TOBT
If you have not reported ready for departure by TOBT +5, you will lose your TSAT and
you must update your TOBT with your TCO/GHA•
Your TOBT and TOBT countdown are usually displayed on the Visual Docking Guidance
System. You will receive your TSAT and subsequent updates via your AO, GHA, VDGS or
Clearance Delivery

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7.24 Company Incident Response Process

In the event of an incident involving an aircraft belonging to the Thomas Cook Group, the
first step should always be to contact the relevant Operations Control Centre (OCC).
The OCC are qualified incident assessors and will grade the event accordingly.
The assessment process is defined in the Group Airline Crisis Manual, the summary of event
classification follows.
The Commanders responsibilities in accordance with OM A Chapter 10 must be fulfilled. An

event classified as ‘green’ will be managed by the captain as a ‘normal’ operational event.
An Amber or Red event will result in the escalation as detailed below. As the most senior
representative of the company at the location, the Commander must manage the event
until they are able to positively transfer responsibility to company representatives, who will
be responsible for the health and welfare of passengers and the security of the aircraft.
The Commander must document the technical status of the aircraft in the aircraft technical
log as this record is required to facilitate any planning of rectification work required. Liaison
with Maintrol may be required to ensure all implications are considered. (eg Fire Bottle use).
The DFOM will initially share ownership with the OCC of the management and oversight
responsibilities of a significant event; however ownership will subsequently be passed on to
the respective manager, either GM Flight Crew, GM Training, GM Flying Operations or Fleet
Manager.
After a significant incident crew may be removed from flying duties. This is to protect the
individual, to ensure they have sufficient support following a possibly traumatic event prior
to further operational duties. It also allows any safety investigation to be completed to
facilitate the Just Culture process. This crew “No Fly” process is standard and should not be
seen as a judgment of the actions of the individual.
A Senior Management Pilot in discussion with the Safety Department will also determine
whether the AAIB, CAA or any other relevant authority should be notified; however, unless
this is of high importance, notification to the CAA/other relevant authority will be in office
hours.
The following actions will be completed by the DFOM:
• Obtain synopsis of event and document the details,
• Consider crew welfare (Flight & Cabin) requirements and liaise with the OCC to
ensure that the relevant Cabin Crew Duty Managers are informed.
• Pilot welfare will be then coordinated by the Pilot Welfare Manager.

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• Advise the crew and OCC the expected next steps and agree if and when contact is
further required.
The crew if placed on a no fly status will enter the Just Culture process and must be advised
of the responsible manager involved in any review and the Flight Safety Officer handling the
investigation.
Time lines and next steps will be outlined to the crew by the crew welfare manager, and
regular updates given whilst stood down from duty (no fly). If crew are not put on a no fly
status then they are to continue with their duties as assigned.
At any stage a crew member considers themselves unfit to fly they must contact the
company in the normal way and advise their unfitness in accordance with company policy.
For an event categorized as Orange or Red a Safety Officer will contact the crew within 72
hours for the purposes of initiating a Safety Investigation. Contact may be made earlier
depending on the nature of the event, and in co-ordination with Crew Welfare Manager to
ensure agreed rest is not disturbed. The Safety Department will publish an initial Safety
Bulletin within four working days.
Should an incident occur, company assessors will use the following criteria;
Green
Internal notification is made and normal processes will be used to manage the situation.
An event has occurred;
• resulting in an emergency being declared; but it is of a precautionary nature
• which has safety implications; but is managed through normal procedures
• resulting in an aircraft being intercepted; but is able to continue to destination
• which is attracting low level media attention
Examples are:
• major operational effect following a diverted landing
• unrest at the destination
• terrorism warning in destination country
• adverse weather conditions
• declared emergency landing without damage
• strike

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• closure of airspace
• fleet on the ground
incident with low media interest•
Orange
The Alert Silver team will be notified. This crisis team will be activated to manage the
situation.
Any event has occurred which has the potential to become RED or resulting in;
• serious aircraft damage and or injuries to customers, employees or other persons
• an aircraft being intercepted and forced to divert
• attracting some media attention
Examples are:
• credible bomb threat (on ground)
• engine failure, resulting in traumatic effect on customers and/or staff
• severe turbulence, resulting in traumatic effect on customers and/or staff
• evacuation of an aircraft with slide deployment
• passenger with potential infectious disease (pandemic threat)
serious damage to an aircraft (e.g. bird strike, lightning strike), resulting in • traumatic
effect on customers and/or staff
• collision on the ground, resulting in traumatic effect on customers and/or staff
• near in-air collision, resulting in traumatic effect on customers and/or staff
traffic incident when transporting the crew (e.g. airport transfer bus), resulting • in
traumatic effect on customers and/or staff
incident with moderate to high media interest which may escalate•
Red
Notification will be group wide, Silver, Gold and Go team will be activated to manage the
situation.
An event has occurred resulting in:
• an aircraft loss or overdue action is initiated

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an aircraft accident resulting in fatalities or serious injuries to customers, • employees

or other persons
• a confirmed aircraft hijack
• an IED is assessed as on-board an aircraft
• extensive media response is or will be experienced
Examples are:
• loss of an aircraft (crash)
• loss of radio and radar contact to an aircraft > 30 min
• Serious or fatal injury to persons on board, excluding natural deaths
• any accident
• any Hijack scenario
• credible bomb threat (in flight)
• accident with extremely high media interest which may escalated
The Operations Duty Manager and DFOM will use the following procedure when considering
crew fitness for duty in the event of an incident. The DFOM will make initial contact with
the crew and agree any follow up calls. The OCC is the primary means of contact between
crew and the company. The Pilot Welfare Manager will contact the crew and if required
refer crew to the Welfare Support team or offer CCP support.

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8 Fleet Guidance
8.1 Best Practice Procedures

It is Thomas Cook policy to adopt best practice procedures and techniques for all aspects of
the operation. Where no specific instruction exists it follows that all staff are to apply EASA
and UK CAA requirements, and to proceed in accordance with their Company training.
Where a course of action is not clear or identified, advice is to be sought before carrying out
any action, particularly one that may have an effect on the safety of the operation, or may
impede the progress of the passengers or cargo. Additionally any effect of any such action
on other Company personnel must be fully considered and referred to an appropriate level
for advice.
The following are some examples of Best Practice Procedures.
8.1.1 See and Avoid

A fundamental and sound principle of aviation is to maintain a good lookout at all times in
order to see and avoid other air traffic. Although all Company aircraft are equipped with
TCASII equipment Flight Crews must nevertheless maintain a level of lookout that will give
sufficient time to avoid any other traffic that may not be identified by TCAS or may be
incorrectly indicated on the TCAS display. Crews are to be aware whenever they are
operating outside controlled airspace (some instrument approach patterns extend into the
open FIR) where an increased degree of vigilance may be appropriate to see and avoid very
small or slow moving aircraft, such as microlight aircraft or para-gliders. Flight Crews must
also ascertain whether the free airspace may also be used by military aircraft on high energy
manoeuvres, bearing in mind that fast-jet combat aircraft routinely fly at rates of climb,
descent and turn that exceed the capability of commercial transport aircraft.
8.1.2 Weather Monitoring

En-route alternate weather updates should be considered when work load permits.
However the priority is to ensure that whenever possible both pilots are monitoring the
flight and ATC radio frequency in use, especially in busy ATC areas, approaching FIRs or
when in climb and descent.
8.1.3 Crew Resource Management

Refer to OM A 8.3.2
Crew Resource Management (CRM) is a comprehensive system for improving crew

performance and encompasses not only Flight Deck and Cabin Crew but also anyone who

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interacts with the crew (ATC, engineers, dispatchers, loaders, etc) and all other resources
such as manuals, documents and aircraft or ground systems.
CRM is therefore a joint venture and is very dependent on inputs from a wide range of
personnel and an attitude of mind that lends itself to a working philosophy that relies on
teamwork to enhance safety through effective and timely communication.
CRM encompasses a wide range of knowledge, skills and attitudes including

communications, situational awareness, problem solving, decision making, and teamwork;
together with all the attendant sub-disciplines which each of these areas entails. The
elements which comprise CRM are not new but have been recognised in one form or
another since aviation began, usually under more general headings such as ‘Airmanship’,
‘Captaincy’, ‘Crew Co-operation’, etc. In the past, however, these terms have not been
defined, structured or articulated in a formal way, and CRM can be seen as an attempt to
remedy this deficiency. CRM can therefore be defined as a management system which
makes optimum use of all the available resources to promote safety and enhance the
efficiency of flight operations.
CRM is concerned not so much with the technical knowledge and skills required to fly and
operate an aircraft but rather with the cognitive and interpersonal skills needed to manage
the flight within an organised aviation system. In this context cognitive skills are defined as
the mental processes used for gaining and maintaining situational awareness, for solving
problems and for taking decisions. Interpersonal skills are regarded as communications and
a range of behavioural activities associated with teamwork. In aviation these skill areas
often overlap with each other, and they also overlap with the required technical skills.
8.1.4 Task Sharing

An essential component of workload management and consistency of operation is the
embellishment of a positive set of task sharing procedures. The company fully utilises task
sharing and follows Airbus and Boeing Standard Operating Procedures as revised to suit the
Thomas Cook operation. The SOPs are based on the principles of challenge and response by
the use of checklists, the allocation of PF/ PNF according to the requirements of the
Commander, and the maximum reliance an automation with call-outs and confirmations
that all modes and flight profiles are as selected and required. Furthermore Company policy
is to fully utilise cross-checking as a means of establishing that critical actions have been
performed correctly; such actions include, but are not limited to, configuration changes; the
selection of heading, altitude altimeter and airspeed (bug) settings; changes to and
insertions into the AFS/FMS; radio and navigation aids frequency selections during the
departure or approach phases of flight; transfer of controls; performance calculations and
the alteration of any loadsheet information for LMC adjustments. Type specific SOPs are to
be found in OM B.

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Before a pilot leaves his seat or transfers control he shall ensure that the other pilot has
unobstructed access to the flight controls, is suitably briefed to ensure situational
awareness and ATC communication status is known and maintained until his return. Refer to
14.1.9.
Altitude awareness is to be heightened by the adherence to the SOPs that include dual
responses to altitude clearance.
8.1.4.1 Crew Members Leaving Their Seats

Guidance is also listed in the OM A 8.3.4.18 Crew Communication and Listening Watch.
In order to minimise the possibility of loss of communications and to ensure correct

situational awareness, the following procedure is strongly recommended.
If a pilot needs to leave his seat (for example physiological needs) a formal handover of
duties is required. Prior to leaving his seat he will confirm the following with the other pilot:
• The current aircraft position;
• The current ATC controlling authority;
• The correct ATC frequency is selected and is being monitored;
121.5 is selected on box 2 and is being monitored by the remaining pilot.•
If it is PF leaving his seat he will formally handover control to the other pilot. If appropriate a
situational awareness brief must also be made (MSA, decompression profile, etc.), together
with any other relevant information.
The remaining crew member must be on headset regardless of class of airspace (this is to
enable rapid communication whilst manually handling the aircraft in the case of a TCAS
event or AP failure).
If there is passenger congestion in the cockpit door area the cabin crew must be called to
clear the area before the door is opened. The pilot must minimise the time away from the
controls to that required for personal comfort or operational tasks.

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8.1.5 Guidance on Decision Making for Thomas Cook Pilots

Decision making is an area of expertise that can be achieved in many ways, but there are 3
recognised techniques; each one is correct for different situations. The 3 techniques are
Rule-based, Recognition and Analytical decision making and these are described below. If
analytical decision making is used, the mnemonic FOR-DEC may be used as a helpful tool to
guide crews along the process.
a) Rule-based Decision Making
Somebody has previously written a rule or procedure that leads the subject through
a path to the correct decision. This is used with QRH drills, ECAM, SOPs. The
weakness is that the procedure does not necessarily fit the circumstances but
otherwise this is a good way to reach the right outcome. The best way to improve
rule-based decision making skills is study and robust knowledge of SOPs, QRH, etc.
b) Recognitional Decision Making
This is also known as intuition, experience, expertise, (if you prefer, seen it/done
it/got the T-shirt). This is where the subject knows, because of previous experience,
what the correct course of action is. This is probably the most common type of
decision making used in operational flying, especially by experienced crew. The
danger can be that a crew member makes the situation fit their previous experience
which may not be the case and so adopts the wrong mental model. Recognitional
decision making is not always appropriate as a crew member may not have seen a
situation before and so they would be unable to use this technique. The skill of
recognitional decision making is improved by experience and striving to learn from
new, unfamiliar situations.
c) Analytical Decision Making
(The decision making loop) has its place when faced with a new, unfamiliar situation
or one that does not fit any drill. This may occur less often as a subject's experience
increases (and they are better at recognitional decision making). The decision
making loop is designed to lead the subject around a logical process to come to the
best possible solution given the time and information available.
The most important element of the process is the last item, the review. Time for a review
must always be found. A proper review will enable one to ensure the decision(s) you have
made still fit the situation as it develops.
Apply FOR-DEC for complex decisions: F-Facts, O-Options, R-Risks & Benefits, D-Decision, E-
Execution, C-Check. This technique is also called the “Decision Making Loop”.
One of the major elements of the Thomas Cook Airlines Non-technical Skills is Problem
Solving and Decision Making and the skills required are as follows:

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The Crew member:
Identifies and verifies why things have gone wrong and does not
jump to conclusions or make assumptions.
Seeks accurate and adequate information from appropriate

resources.
Problem Solving and Perseveres in working through a problem.

Decision Making
Uses and agrees an appropriate decision making process.
Agrees essential and desirable criteria and prioritises.
Considers as many options as practicable.
Makes decisions when he needs to.
Considers risks but does not take unnecessary risks.
8.1.6 Automation
Full use of automation is to be used throughout flight according to the requirements and
limitations published in OM B – Type specific Flight Crew Operating manuals and Standard
procedures. The Auto-Flight System (AFS) is to be continually monitored by cross checking
the status and FMA indications with flight profiles. All selections and changes are to be
monitored and where applicable called and cross-checked together with observations of the
results of any changes be they manually selected or automatically derived from the flight
state.
It is essential that the Crew supervises automatic guidance and aircraft performance using
the principle that at all times the aircraft must follow the desired flight path horizontally and
vertically such that any manual intervention is both anticipated and timely. The most
hazardous form of unexpected deviation from planned guidance is the ‘Altitude Bust’, and
may be due to several different causes including an automatic mode change during a
‘capture’ phase of flight or simply an incorrect target as a result of Flight Crew error or ATC
misunderstanding.
On occasions, and when system degradations dictate, an element of or full manual flight
may be required during non-normal and abnormal operations. At other times the
Commander may permit the aircraft to be flown manually for the purposes of maintaining
flying skills. Manual flying for this purpose may only be undertaken when the weather

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conditions are appropriate and both the workload and the ATC/traffic environment is low or
quiet. Commanders are not to permit manual flying when the flight conditions dictate that
safety will be degraded as a result of the PF becoming engrossed in the flying task to the
detriment of his ability to monitor, manage and fully engage in his duty to be aware of the
PNF actions and responsibilities.
8.1.7 Sterile Flight Deck

8.1.8 Aircraft Rates of Climb and Descent Within UK Controlled

Airspace
8.1.9 PACE – Challenge and Response Mechanism

Widely accepted causes of accidents that were attributed to pilot error have been poor
situational awareness, communication skills or team working. There have been many
incidents and accidents in which a junior Flight Crew member had detected serious
problems in the performance of a Captain so that he was denying, or was unaware of, the
possible danger. There is a need for a system to make somebody aware that they are in a
potentially dangerous situation. PACE has been developed from voice recorder transcript of
aircrafts accident reports and was designed originally to assist subordinate crewmember in
deciding whether to intervene or not.

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PACE contains four levels of intervention that are Probing, Alerting, Challenging and then
Emergency Warning.
Probing for a better understanding of the current situation, of changes in the mission
profile, anomalies in the systems health, strategy and tactics change. (I need to know
what is happening).
Alerting another to anomalies, deviations from the briefed flight path, reductions in
safety or any trends or aspects of operations that are not standard. (I think
something bad is about to happen).
Challenging the suitability of the present strategy, tactics or flight path to accomplish
the flight with the agreed margins of safety. (I know something bad is going to
happen).
Emergency Warning that actions must be taken to restore margins of safety and
eliminate immediate dangers. (I am not going to let it happen).
Thomas Cook PACE
In Thomas Cook Airlines the intervention phases we employ are:
Probe - No specific phrase as we all probe regularly to get more information to resolve
any misunderstanding.a)
Alert - “I am uncomfortable because.............................“b)
c) Challenge - “You need to listen......................................“
d) Emergency - A clear warning that the other crewmember will take over control if the
situation is not immediately resolved and a safe flight path re-established.
Examples could be:
“You are to go-around!” or “Go-around!”
“Captain, if you don’t immediately climb to safety altitude it is my duty and

responsibility to take over control of the aeroplane.”
Note: PACE is not designed to challenge the traditional cockpit command authority. It is
designed solely to prevent mishaps and accidents. When PACE statements are used
the Captains’s authority is not being challenged. There is still the need for a correct
hierarchy for the team to operate safely and effectively.
Change of Control

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If a co-pilot were ever to take over control of an aeroplane in flight it would have many
ramifications. The cockpit of an aircraft is no place to physically wrestle over the controls.
There must be an operational etiquette or intervention strategy so it is clear-cut when the

co-pilot is to take over control. It must be clearly understood through all four stages of PACE
the co-pilot must assume control of the aircraft.
For the actual announcement of change of control, the co-pilot could use a phrase such as
“Captain, I must take over control of the aircraft. John take your hands off the controls
NOW!” The use of personal first name or a nickname can be very effective in breaking the
tunnel vision from which the Captain may be suffering. When a third crewmember is
present, they can use terminology such as “Captain, you must give control of the aeroplane
to Janet immediately”.

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8.2 Radio Telephony (RT)
8.2.1 RT Discipline
CAP 413 (available on the CAA website) is the source manual for all commonly used radio
telephony phrases in the UK and should be consulted as the source document in the event
confusion arises.
Both pilots shall normally monitor all ATC calls; this is particularly important for ATC
clearances, taxi instructions and in areas of high terrain. In the event of an ATC clearance
being issued while one pilot is 'off frequency' then as soon as possible after his return the
other pilot shall brief him of the clearance.
8.2.1.1 Initial Calls on Frequency

Experience indicates that the initial call made by IFR pilots when changing frequency often
does not contain all the required information and in some cases this has led to a loss of calls
that should be made by all IFR pilots when changing frequency in the United Kingdom,
unless otherwise instructed by the transferring ATC unit.
8.2.2 Format of Initial Calls
8.2.2.1 After Departure

Pilots of aircraft flying Instrument Departures (including those outside controlled airspace)
shall include the following information on initial contact with the first en route ATS Unit:
a) Callsign;
b) SID or Standard Departure Route Designator (where appropriate);
c) Current or passing level; PLUS
Initial climb level (i.e. the first level at which the aircraft will level off unless otherwise
cleared. For example, on a Standard Instrument Departure that involves a stepped
climb profile, the initial climb level will be the first level specified in the profile).d)
8.2.2.2 Subsequent Frequency Changes

Unless otherwise instructed or where the above paragraph applies, when changing
communication channel to another ATC unit or sector (including changes within the same
ATS unit), the initial call on the new frequency shall include aircraft identification and level
information only. Level information shall be included in the report as follows:
a) If the aircraft is in level flight but cleared to another level, the call shall include the
current level and the cleared level.

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If the aircraft is not in level flight, the call shall include the cleared level only.b)
If the aircraft has been assigned a speed or a heading, this information shall also be included
in the initial call on the new frequency.
Note: Except as described above, a pilot receiving a Radar Control Service is not required to
report leaving a level, passing a level or reaching a level unless specifically requested
to do so.
8.2.3 Phraseology Examples

An example of a standard instrument departure call is therefore:
WESTBURY DEPARTURE, THOMAS COOK 345, BIGRO 5D,
PASSING ALTITUDE 2300 FEET CLIMBING FL80
An example of a standard call changing frequency when on approach to land is therefore:
WESTBURY APPROACH, THOMAS COOK 345, DESCENDING FL90
It is important that all IFR pilots making such calls to UK Air Traffic Services comply with the
requirements described in Section 14.2.2. The structure of these calls is designed to reduce
RTF congestion, whilst providing the ATS Unit with the information necessary to ensure safe
separation is maintained. Any element not provided by a pilot on initial contact will require
an additional RTF call by the controller thereby adding to frequency congestion.
Additionally, any misunderstanding between the controller and the pilot over the clearance
to be flown may go undetected, thereby compromising the safety of the aircraft.
UK Phraseology for Climb Clearances to Aircraft on SIDs The UK has recently re-emphasised
standard RT phraseology (CAP 493 SI 2009/14) for Climb Clearances to aircraft on Standard
Instrument Departures.
In the UK, for all stages of flight, instructions to climb and descend cancel any previous
restrictions, unless the latter are reiterated as part of the instruction.
To emphasise the UK variation from ICAO Doc 4444 SID procedures, when an aircraft is
required to climb directly to the cleared level and ignore the vertical profile of the SID,
controllers are to include the word ‘now’, e.g. ‘Jet 347 climb now FL120’.
Remember, good RTF discipline is vital to flight safety.
8.3 Avoiding Communication Error

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Communication error is the biggest casual factor in both level busts and runway incursions
in the UK. The following tips for pilots will help improve RTF standards in UK airspace:
a) Maintain RF discipline - use clear and unambiguous phraseology at all times.
b) Avoid unnecessary RTF.
c) Both Pilots should monitor the frequency whenever possible. (d) Do not read back a
clearance as a question, and avoid asking
d) confirmatory questions on the flight deck (e.g. “He did say flight level 110 didn't
he?”).
e) Ensure you pass all information relevant to your phase of flight. For example: On
departure, pass call-sign, SID, passing level, cleared level or first step altitude.
f) Following a frequency change, wait and listen before transmitting. (g) Take
particular care when issued with a conditional clearance.
g) When reading back a conditional clearance, make sure you state the condition first.
h) Check RTF if there is a prolonged break in activity on the frequency.
i) Set the clearance given, not the clearance expected.
j) ATC instructions should be recorded where possible.
k) On selection of a new frequency confirm it is the correct frequency by use before

changing the previous frequency in the standby window.
Particular care should be applied to ensure correct callsign is responded to during

climb/descent phase of flight.l)
If you doubt – check!
8.3.1 Alphanumeric Call Signs

In order to reduce the problem of call sign confusion both for crews and controllers, and
following extensive consultation with NATS, the use of best practise alphanumeric ATC call
signs on flights to all EU destinations (and Banjul) from January 2010 was introduced.
First, it is important to point out that the commercial flight number (e.g.TCX1002 or 2002)
will be retained for everything apart from ATC communications.

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This means that for the purposes of passenger ticketing, handling agent communications,
CWP, Rainmaker, airport departure/arrival boards – everything apart from communications
with ATC – there will be no change.
In addition to its commercial flight number, each flight will have an alphanumeric ATC call
sign allocated to it. The ATC call sign will take a ‘2 number, 2 letter’ format – for example
“Thomas Cook Four Eight Delta Golf” or “TCX48DG”.
Each flight has had its ATC call sign randomly generated in advance. The call sign is ‘random’
in that the letters and numbers have no connection at all to the commercial flight number
or the routing of the flight.
8.3.1.1 The Benefits of Alphanumeric Call Signs

The alphanumeric call signs have been designed in accordance with the ACCESS study
(CAP704), which states that a two-number, two-letter format is preferred and considered
best practise.
One of the major benefits of using alphanumeric call signs is the ease with which we can
change a call sign after a confusion event is reported. By separating the ATC element from
the flight number, if a call sign causes confusion we can simply change it straight away to
another alphanumeric combination; the flight number stays the same and the problem goes
away by the next time the flight operates.
8.3.1.2 Choosing Call Signs

A number of potentially confusing letter and number combinations have been removed
from selection for our alphanumeric call signs in accordance with CAP704.
Our call signs will avoid using runway designators at our major bases (e.g. ‘23’, ‘27’, ‘33’,
‘15’, etc.) or holding points or taxiway designators (e.g. ‘VA’, ‘GR’, ‘JA’, etc.). This should help
to reduce the risk of a potentially confusing scenario, where ‘TCX23VA’ is taxiing out to hold
at ‘VB’ at Manchester, for example.
A number of other combinations with more subtle potential for confusion have also been
excluded from use; for example, we will avoid using any of the last 2 letters of a UK airport
ICAO code (‘LL’,
‘SS’, ‘CC’, etc.) as this can cause confusion and ‘expectation bias’ for controllers.
In addition, research has shown that using the same two numbers in a call sign (‘11’, ‘22’,
‘33’) can result in heightened risk of call sign confusion, and so these combinations will not
be used.

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In short, we have carefully considered the risk of confusion resulting from using letters and
numbers, and we will respond quickly to any confusion event by changing the call sign
concerned.
8.3.1.3 Operating with Alphanumerics

Pre-flight process – On CUBE EFB ‘Flight’. Select your flight number and the alphanumeric is
then visible in the bottom toolbar.
Pre-flight process – On CUBE Aero ‘My Flights’. Both the flight number and alphanumeric
appear on the screen under the Flight and C/S headings respectively.
Your ATC call sign will be printed on the “OFP” itself.
The OFP format has been modified in order to show both commercial flight number and ATC
call sign under the OFP number on the top left hand side of the OFP first page. “ATC C/S” is
the call sign under which the flight plan has been filed, in the example below “TCX21MK”.
The alphanumeric call sign must be entered where the “old” flight number used to be, to
allow the correct ‘Mode S’ data to be received by ATC; see below:
B757 B757 Airbus
Remember the handling agent will be working with the commercial flight number which is
also on the plog (in this example, illustrated in its previous format, MT2074). All handling
agent documentation, e.g. loadsheets, specials, cargo manifests, etc. will use the
commercial flight number. MT is the two letter airline code for TCX when operating
scheduled services.

Eff – 09 AUG 19
8.3.1.4 Call Sign Confusion Events

Crews are encouraged to report call sign confusion via eVR and ASR as promptly as possible
to permit full advantage of the ease of changing ATC call signs where necessary.
8.4 Malicious Interference to VHF Communications Services

Pilots should be aware that illegal transmissions can occur; the malicious messages
transmitted may sometimes be identified by:
a) A change in the individuality of the transmissions, i.e. the controller’s voice

characteristics re not those previously experienced;
b) The message transmitted is out of context with the expected next message; it is
obviously in error or uses incorrect phraseology;
c) The messages are usually transmitted for a short time only and not repeated when
queried;
The signal is sometimes received only by the pilot or controller, not both.)
Action to be taken if illegal transmissions are suspected Inform the local air traffic control
officer in charge that illegal transmissions are suspected and describe the content and
character, type and location where the transmissions were received. On completion of the
flight submit an ASR.
If illegal transmissions do occur, it is important that the best available evidence for a
prosecution be collected as soon as possible. It should be noted that cockpit voice recorder
information is not considered to be part of this procedure.
If there is inconsistent interference at a location, a general warning NOTAM action should

be effected until investigations have been completed.
Note: The CAA operates a mandatory occurrence reporting scheme, which includes
incidents of this kind. This enables the CAA, NATS and OFCOM to determine whether
the incidence of interference is increasing.
Continued Vigilance
Pilots should ensure that, if necessary, they ask for a repeat of messages that are unclear,
inconsistent or not in accordance with the CAA radio telephony manual cap 413.
8.5 Departure/Arrival VHF Calls

There is no requirement for short haul flights to make routine VHF calls to Thomas Cook
Operations. A reminder of the information required by the teams on the ground:

Eff – 09 AUG 19
Departure
There is no need to call the handling agent outbound provided the flight time has been
passed to the dispatcher prior to departure. Note: In the USA this is still sometimes
encouraged if circumstances permit.
Arrival
As soon as is practicable and workload permitting a call or ACARS message should be made
to the Supervisory Representative:
• ETA for station
• PAX special handling requirements (wheelchairs etc)
Ramp requirements (GPU, fuel fig if known)•
On aircraft with ACARS fitted, a message can be sent to the handling agent, the key is to
include the airport four letter code in the first line of the message with the information
above completed.
A reminder that both Operations and Maintrol are contactable via VHF for non-routine calls
at any time airborne in the UK and on the ground in MAN and LGW where the two antennas
are sited. A reminder also that defects are to be reported as soon as practicable via VHF or
HF radio in order for the Engineers to locate spares for example.
Deviation From Operational Flight Plan

Any significant deviation from the Flight Plan, such as in-flight diversion, turn-backs and
ramp returns must be communicated to Operations Control via VHF/HF as soon as
practicable.
Communications Failures
Flight crew must note that ATC may not be aware of any communication failure during an
approach. In such cases the flight crew should not anticipate that appropriate measures to
facilitate a landing have been implemented. Therefore crews should be alert to the
possibility that vehicles, personnel and/or other traffic may be occupying or entering the
runway.
8.6 Operations on Runways Equipped with Arrestor Cables

(Airbus)
Reference: Airbus WISE article 00.00.00171 (22-JUL-2015)
Applicability: A318/A319/A320/A321/A330/A340
8.6.1 Introduction

Eff – 09 AUG 19
Some airports, generally used for both military and civil purposes, are equipped with
arrestor cables on the runway. Arrestor cables are usually located approximately 457m
(1500ft) to 600m (2000ft) from the runway threshold.
8.6.2 What an Arrestor Cable Looks Like

An arrestor cable is a cable, under tension, with rubber spacers located along the cable,
raising the cable off the runway surface. There are several types of arrestor cables, but the
two most common systems are described below:
BAK-12 system:
This a cable across the runway, usually suspended on rubber circular spacers. If these rubber
circular spacers are in place, then the cable is known as up and rigged (see figure 1 above). If
the spacers are moved to one side with the cable resting on the surface, but still tensioned,
it is considered down and rigged.
BAK-14 system:
This a cable able to rise above the runway surface or retract below the runway surface. This
system is controlled by the control tower and aircraft may cross it at high speed only if the
cable is known as below the runway surface (see figure 2 above).
8.6.3 How to tell if the runway is equipped with an arrestor cable

Eff – 09 AUG 19
Airport Information Publications (AIPs) and/or NOTAMs should provide the flight crews with
the arrestor cable location and any precautionary measures to take into account, as shown
in the below example: MAG8 RAG INSTL AT 509.6M FM THR RWY 36 CABLE HGT 3 INCHES
To ease their identification, yellow circles are painted across the runway along the cable
(see figure 1). During operations at night, arrestor cables should be marked and illuminated
in accordance with ICAO Annex 14 recommendations: usually a lighted circle on the edge of
the runway.
8.6.4 Operational Consequences and Recommendations
8.6.4.1 Airbus recommendations when crossing lowered arrestor cables

Aircraft can cross lowered arrestor cables (down and rigged) without any restriction or
precautionary measure.
8.6.4.2 Airbus recommendations when crossing raised arrestor cables

Crossing raised arrestor cables (up and rigged) is an operational concern for Operators due
to potential damage to the landing gear and to the lower fuselage. Therefore, Airbus
recommends Operators to avoid crossing a raised arrestor cable. If this is not possible,
aircraft may cross raised arrestor cables below 60 kt without any further maintenance
checks to perform.
In the event that the aircraft crosses a raised arrestor cable at or above 60 kt, the following
AMM tasks should be performed:
8.6.4.3 General Visual Inspection on Landing Gears and Landing Gear Doors
• AMM task 05-27-10, and
• AMM task 05-27-30, and
AMM task 05-27-50 (only for A340).•
8.6.4.4 General Visual Inspection on Wheels and Tires:

• AMM task 32-41-00-210-002-A (for A318/A319/A320/A321),
• AMM task 32-41-00-210-803-A (for A330) or
AMM task 32-41-00-210-802-A (for A340).•
8.6.5 Operational Caution Notes

Unless necessary, do not cross arrestor cables at maximum reverse thrust. Take into
account the above recommendations for the performance computation. Carefully monitor
the tire pressure of your aircraft to avoid rolling over raised cables with underinflated tires.

Eff – 09 AUG 19
Operations on airfields with raised arrestor cables may lead to increase tire wears and/or
damage.
Regularly inspect the landing gear and tires to detect any damage caused by the arresting
device.
In case you have any question linked to this kind of operation, please contact directly
airport.compatibility@airbus.com.
8.7 Operations on Runways Equipped with Arrestor Cables

(Boeing)
8.7.1 Trampling
Arrestor cables as fitted to some military aerodromes do not affect the Boeing aircraft.
• Rotary Hydraulic Arrestor Gear (RHAG) cables may be trampled at any speed.
Lowered Jet Barriers may only be trampled at SLOW speeds. •
8.7.2 Take-off and Take-off Performance

Pages / electronic performance annotated “WIRE” are for a take-off commencing beyond
any arrestor device fitted across the runway.
Where jet barriers are fitted, an RTOM tables / electronic performance will be annotated
“BARR” if the RAISED barrier has been included as an obstacle.

Eff – 09 AUG 19
8.8 Datalink Procedures (Airbus)
8.8.1 ACARS
8.8.1.1 Overview
SITA is the ACARS provider. SITA enables the activation of various ACARS functions.
These include:
• Flight plan uplinks
• Wind uplink
• Preliminary loadsheets
• Final loadsheets
• Slot messaging and updates
• Air to Air messaging
• Departure and Arrival Station messages
• Ops / Maintrol messaging
Rapid filing and transmission of flight plans and OFPs.•
The guidance below is to assist crews in making the most of the ACARS functions, many of
which will reduce workload.
8.8.1.2 SID / STAR Removal

Following a review of flight plan uplink failures, it has become clear that the LIDO flight
planning system has a subtly different naming convention for some SID/STARs.
An example of this problem is the WILLO 3D in Gatwick. LIDO uses WILL3D as an identifier
and the A321/A330 FMS’s uses WILO3D. The resulting difference has caused the flightplan
uplink to be rejected. As a result of this discrepancy, we have removed the SID/STAR upload
option.
Crews must manually select the relevant FMS SID/STAR as it will not be included in the
uplink.
We are investigating a long term resolution with Lido.
8.8.1.3 Flight Plan Initialisation

Eff – 09 AUG 19
During cockpit preparation, the flight crew may request a route for the active flight plan by
initialising the flight.
When the route is received, an “AOC ACT F-PLN UPLINK” message is displayed on the MCDU
indicating that the flight plan has been received and automatically inserted into the active
flight plan.
After engine start, it is not possible to upload to the active flight plan. The received flight
plan is automatically routed into the secondary, and the MCDU displays “AOC SEC F-PLN
UPLINK”.
Procedure:
• During cockpit preparation, prior to normal FMS workflow, ensure that the INIT-A
page is blank.
• ENTER the ATC CALLSIGN in the FLT NBR box.
• PRESS the INIT REQUEST * prompt.
The star is not displayed when the FMGS cannot communicate with the ACARS. No request
can be sent.
When an active flight plan exists, INIT REQUEST prompt is removed from the active INIT
page and no request can be sent for the active flight plan. If a flight plan is entered manually
after the request, the uplink message is routed to the secondary flight plan.
Note: If the INIT-A has been pre-populated with the City Pair, switch the Aircraft Database
twice via the DATA – A/C STATUS page to clear the INIT-A page. Please ensure that the
correct database is reinstated before departure. Please avoid this inflight.
The INIT REQUEST will take about 2 minutes to complete.

Eff – 09 AUG 19
Note: This two minute delay is due to the ACARS system having to interrogate the Netline
System, obtain the route from the Lido Flight Planning System and then transmit it to
the aircraft. The ACARS team are looking to shorten this time.
After 2 minutes the route will be returned and the following scratchpad messages.
• AOC ACT FPL UPLINK
FLT NBR UPLINK•
If no reply is received in 4 minutes, the MCDU will report NO ANSWER TO REQUEST.
Flight crew should then revert to standard FMS loading procedures.
The crew can clear the two scatchpad messages and check the route.
Note: The flight crew are still responsible for checking the route is consistent with the filed
Flight Plan.
A convenient route summary be obtained by storing the primary flight plan using the DATA -
STORED ROUTE option and reviewing the resulting page display.
FLIGHT CREW MUST USE THE FLIGHT PLAN INIT PROCEDURE IN ORDER TO USE THE WIND
UPLINK

Eff – 09 AUG 19
8.8.1.4 Arriving at an airport located outside ACARS coverage.

There are a small number of airfields that are outside ACARS coverage (e.g. some greek
islands). The lack of coverage means that the ACARS flight plan loading cannot occur on the
ground unless the aircraft has SATCOM.
DO NOT USE THE FLIGHT PLAN INIT PROCEDURE WHILST INFLIGHT to obtain the next sectors
flight plan. Using the INIT PROCEDURE with next sectors flight details will confuse the
NETLINE system as the current sector is not complete.
If traveling to a known area of poor ACARS coverage, the flight crew can load the flight plan
of the next sector whilst in the cruise by using the following procedure. It will not initialise
the flight for next sector and as such the wind uplink will not be available.
8.8.1.5 Secondary Flight Plan Request

• Press the SEC F-PLN button
• Select SEC INIT
• Enter the commercial flight number in the CO ROUTE field. E.g. MT2426
• Enter the ATC callsign in FLT NBR field e.g. TCX34EG
• Enter and leave the city pair in the scratchpad e.g. LGZA/EGCC
• Press the INIT REQUEST* prompt.
• Press the UPLINK INSERT* prompt.
This is a FLIGHT PLAN REQUEST and not a FLIGHT INITIALISATION. The difference between
the two procedures is the use of the CO RTE and SCRATCHPAD entries.
This secondary plan can be stored using the stored routes function.
Note: If crews uplink and store the inbound route on the outbound sector, the wind uplink
will not be available on the return. Please try to use FLIGHT INITALISATION
procedure on the ground where ACARS coverage permits (SATCOM / VHF).
Important considerations
The inbound flight plan cannot be initialised until the ACARS has sent the outbound flight’s
ACARS IN report (i.e. On blocks) and it has been accepted into the Netline Ops system. The
IN report triggers when the parking brake is set and the doors have been opened.
Please wait 2 minutes after DOORS ARE OPEN AND THE PARKING BRAKE IS ON before
initialising the inbound flight.

Eff – 09 AUG 19
DO NOT INITIALISE THE INBOUND FLIGHT PLAN TOO SOON.
8.8.1.6 5.8.1.6 WIND UPLINK

There are three options for uploading the cruise winds.
• Single cruise wind
• A default selection of cruise winds.
A defined set of cruise winds.•
The WIND UPLINK function requires the correct FLIGHT INITIALISATION procedure.
Please select WIND REQUEST* on the CRUISE PAGE only (Only cruise wind uplinks are
available).
Climb and descent winds cannot be uploaded.
Note: The SAT/ALT data sent by Lido will be associated with the lowest level wind level.
Depending on the inputs on the INIT A and WIND pages, the crew can tailor the winds
received.
• When a CRZ FL has been entered on the INIT A page, the winds for one altitude are
returned by LIDO to the FMS. This is required for G-TCDZ as its FMS1 can only use
one wind altitude. G-TCDZ will be updated to FMS2 this winter.
When no CRZ FL is entered on the INIT A page, LIDO will send a selection of cruise winds
, above and below the first flight-planned cruise level. The SAT/ALT data will
correspond with the lowest wind level.•
• Press WIND REQUEST *
• Wait for WIND DATA UPLINK
• Press UPLINK INSERT *

Eff – 09 AUG 19
Note: This method is likely to produce a wide band of winds and a low FL for SAT data.
Crews can force which wind levels are returned by LIDO by either:
1. Entering the initial cruise level on the INIT A page, and then entering a number of
geographical step climbs (WAYPOINT/FL) using the STEP CLIMB page.
• Enter the initial CRZ LEVEL on the INIT A page.
• Enter the step climbs (WPT/ALT)
• Press WIND REQUEST* to send the request.
• Wait for the WIND DATA UPLINK
• Press UPLINK INSERT*
Entering arbitrary set winds at any cruise waypoint before the wind request is sent. This
will fix the altitudes for the subsequent wind request. i.e. if the mid CRZ FL will be FL
350, enter (at the first cruise waypoint):2.
• 0 / 0 / 370 Two thousand feet above
• 0 / 0 / 350 The intended cruise flight level
• 0 / 0 / 330 Two thousand feet below.
When these wind levels have been entered into the page:

Eff – 09 AUG 19
• Press WIND UPDATE* to enter these winds / levels into the active flight plan.
• Press WIND REQUEST* to send the ACARS wind request.
• Wait for the WIND DATA UPLINK before any modification. (If modify a flight plan
before uplink is inserted this may lead to the FMGC freezing.
• Press UPLINK INSERT*
Note: In a similar manner to a ‘DIRECT-TO’ temporary plan, the wind uplink has to be
inserted into the flight plan prior to any other flight plan changes. i.e. waypoint
deletion, runway/SID changes.
If the wind has been uplinked but not inserted, the flight plan cannot be changed. The wind
uplink cannot be applied to changed flight plan route (different waypoints) and the FMGC
logic prohibits this. This is a real gotcha. If flight plan modifications cannot be made on the
ground or inflight, please check the UPLINK INSERT option.
8.8.1.7 5.8.1.7 OCEANIC WAYPOINTS

For routes that include Latitude/Longitude style waypoints (e.g. 5520N), the flight plan
uplink will upload a waypoint as STORED WAYPOINT. It will not use the database identifier.
The LIDO waypoint format is compatible with our Oceanic operations as the exact
Latitude/Longitude is required to be checked as part of the OCEANIC PROCEDURES.

Eff – 09 AUG 19
Note: For North Atlantic RLATSM operations, the waypoint identifier for half degree
waypoints is identical to the full degree waypoint. Whilst the possibility of user entry error
has been removed due to the direct link to Lido system, the identical naming convention can
lead to an error in interpretation if the full coordinates are not checked.
Thomas Cook SOPs for waypoint confirmation allow for this.
8.8.1.8 Loadsheet Uplink

The PRELIM loadsheet will be released and set to the aircraft via ACARS at STD – 45.
The FINAL loadsheet will be sent to the aircraft at STD – 12.
Crews to use the data contained on the ACARS final loadsheet to calculate the take-off
performance provided that the figures are crosschecked with the paper loadsheet provided
by the dispatcher.
Note: Normally the ACARS loadsheet will arrive before the paper loadsheet but it is
possible for the reverse to happen in certain circumstances.

Eff – 09 AUG 19
Note: The loadsheet is sent directly to the printer and as such a copy will not be available
in any message log.
8.8.1.9 Slot Uplink

The slot will be sent after flight plan initialisation.
Slot cancellation / changes will also be sent.
8.8.1.10 Air-to-Air Messaging

The Air-to-Air messaging format differs between the A330 and A321.
A330: Use the TELEX - AIR-TO-AIR message.
Enter the Registration in the FLT ID1 entry. Do not use the hyphen in the registration i.e.
GTCXB
A321: Use the REPORTS - MISC message. Enter 32 or 33 in the MSG NBR.
These message numbers have been selected for memory purposes i.e. 321, 330.
Use of either report number will allow the message to be sent to another TCX/CFG aircraft.
• Select MISC REPORT. Do not use the ADDRESS box in the top right (It’s SITA).
• Select Page 2.
• Select FREE TEXT>
• On the first free text line, enter either:
• Registration - Do not use the hyphen “-“ i.e. GTCXB
• Callsign – No spaces, e.g. TCX12NG
• Commercial Flight Number, no spaces e.g. MT123
• Start the message on the next line.
Example of practical uses include:
• Registration could be used for aircraft swap coordination.
• Callsigns can be used for loss of comms or passing of operational info.
• Commercial flight numbers can be used when schedules are known.
This system is not to be used for personal messaging, as all messages can be retrieved and
reviewed.

Eff – 09 AUG 19
8.8.1.11 Station Message

A330: The A330 has the ability to send a message to the Departure Station, Arrival Station
or Both. Use the Line Select Key to toggle the message destination.
A321: The A321 utilises the STATIONS REPORT page.
• On the first line, enter the ICAO (FMS) code. i.e. EGKK, LEPA, EGCC.
Start the message on the next line.•
8.8.1.12 TELEX Messages

The ACARS menu has the option to TELEX a number of departments. The distribution is
detailed below.
• OPS / OPERATIONS Operations
• STATIONS Handling Agent
• MAINT / MOC Maintrol
• CREW Crewing
• FLT SUPPORT Flight Operations Engineering
• AIR TO AIR Other company aircraft
OTHER Any SITA address. •
Note: The SITA traffic can be viewed by all ACARS departments and is recorded.
8.8.1.13 Operations Department Support Utilising ACARS Refiling Flight Plans

Operations have the option to send:
• A copy of the OFP to the printer.
The refilled flight plan to the aircraft. If a route is already in the primary flight plan or the
engines are running, the uplinked route is directed to the secondary flight plan in
accordance the FMGC ACARS logic.•
These two uplink functions may save time if large slot is imposed and tactical refilling is
used. When a flight plan is sent by Ops (and there is either a flight plan already entered or
the engines are running), the FPL uplink will be routed to the secondary flight plan.
Operations have a procedure to call the crew on arrival (once the Captains phone is turned
on) to confirm any revised flight plan routing. If a discrepancy is observed at an early stage
of the turnaround between the paper flight plan and the uploaded flight plan, PLEASE CALL
OPERATIONS.

Eff – 09 AUG 19
We are looking to develop this procedure; possibly using ACARS messaging to inform crews
of an OFP route change whilst inflight.
8.8.1.14 CONTROL OF ACARS COSTS

The use of the ACARS does have a finite cost and the cost is by character.
Approximate costs
Wind Uplink : 1 USD
Route Uplink : 0.2 USD
METAR 3 Airports : 0.20 - 0.40 USD
METAR+TAF (3) : 0.50 – 0.90 USD
Please try to limit the number of uplinks to those operationally necessary.
8.8.1.15 ACARS feedback

Please provide any operational feedback on the ACARS via the Airbus Ops Tech EVR
distribution. Any other feedback or suggestions.
8.8.2 ACARS Loadsheets
8.8.2.1 eTIS
For the eTIS, if you have crew baggage to be loaded into the hold, include the number of
bags as this is not assumed in the crew weight.
8.8.2.2 The eTIS Preliminary Loadsheet

The eTIS procedure it is now planned to deliver the Preliminary Loadsheet only to CUBE
devices.
• At STD -45, check the preliminary load sheet on CUBE, compare with the PLOG,
decide on final fuel figure and send eTIS.
The Final Loadsheet will be delivered via ACARS (when available) to the aircraft printer. In
the longer term the Final Loadsheet will only be delivered to CUBE to be signed
electronically.
Experience has shown that EFB and ACARS connectivity is very good but there are a few
airfields where ACARS is not available and more rarely, EFB connectivity may not be
available. The table below shows a matrix of potential connectivity options and the
procedures to be used in the event of no connectivity of EFB, ACARS or both.

Eff – 09 AUG 19
Connectivity
ACARS and EFB EFB Only ACARS Only No ACARS or

(NORMAL) EFB
Preliminary CUBE CUBE Paper from Paper from
Loadsheet Handling Agent Handling Agent
TIS eTIS via CUBE eTIS via CUBE Provide Provide
Information to Information to
Handling Agent Handling Agent
Final Loadsheet ACARS via Printed by ACARS via Printed by
Aircraft Printer Handling Agent Aircraft Printer Handling Agent
Handling agents will not know the connectivity status of a particular aircraft so it will be up
to pilots to liaise with the ground agent if there is anything other than “normal”
connectivity. Please report any connectivity issues at particular airports via eVR and we will
add this to an FSN in the briefing packs where appropriate.
As a final contingency, crews may utilise manual loadsheet and complete trim sheet on
EFRAS.
ACARS Loadsheets are the primary loadsheet at stations where this is available (e.g. ALTEA
stations) and for aircraft with serviceable ACARS systems. The benefits are that the ground
agent will not have to leave the aircraft to visit a remote printing system in order to retrieve
loadsheet, and as a result the Final Loadsheet should normally be available earlier for the
flight crew.
8.8.2.3 eTIS and Final Loadsheet

It would be unusual to have to do this but, we have been advised that the eTIS can be resent
following receipt of Final Loadsheet. The new fuel figures will auto-populate into ALTEA, the
Load Controller will receive the prompt that final fuel figures have been received again and
will then issue a new edition Final Loadsheet.
8.8.2.4 ACARS Loadsheets - Procedure

The following will be sent to ACARS equipped aircraft:
Two copies of the FINAL LOADSHEET. •
Once the commander has satisfactorily reviewed the FINAL LOADSHEET, one copy of the
loadsheet should be signed (by the aircraft commander) at the top and passed to the
handling agent. The remaining second copy should be retained in the flight paperwork.
Note: The MCDU/ATSU will not store a copy of the loadsheet. If additional copies of the
loadsheet are required, the dispatcher must request this via CLC or print them via
the handling agent printer.

Eff – 09 AUG 19
Aircraft and personal devices with CUBE briefing packs will get Preliminary and Final
Loadsheets sent via mobile phone network (if available).
Please advise via eVR if there are any problems with the delivery of ACARS final loadsheet.
8.8.2.5 ACARS Loadsheet format

The ACARS Loadsheet format differs slightly from the current standard delivered by the
ground agent, and a generic example is detailed overleaf.
Flight crew should take particular notice of the Edition Number (EDN). The first loadsheet
will be marked EDN01. Subsequent loadsheets will be marked 02, 03 etc.
Loadsheet Format Example

AN GOMYT/MA (1) 002A
- LOADSHEET FINAL 1119 (2) EDNO1 (3)
MT2064/15 (4) 15SEP16 (5)
MAN LAS (6) GOMYT (7) 3/9 (8)
ZFW 156820 (9) MAX 168000 (10)
TOF 59150 (11)
TOW 174970(12) MAX 230000 (13) L (14)
TIF 51373 (15)
LAW 123597(16) MAX 180000 (17)
UNDLD 11180 (18)
PAX/27/31/152 TTL 212
PAX 210 PLUS 2 (19)
DOI 50.5 (20)
LIZFW 53.3 (21)
LITOW 48.5 (22)
MACZFW 25.3 (23)
MACTOW 23.5 (24)
(25) (26) (27)
FWD-LMT ACTL AFT-LMT
ZFMAC 11.95 25.34 31.46
TOMAC 13.25 23.48 34.48
STAB:ALL FLAPS 4.5 UP (28)
ALL TANKS 59500 (29)
A27 B31 C19 D69 E64 (30)
SEATROW TRIM (31)
SI DOW 93485 (32)
SERVICE WEIGHT ADJUSTMENT WEIGHT/INDEX (33)
ADD
NIL
DEDUCTIONS
NIL
LOAD IN CPTS 0/0 1/893 2/1630 3/3107 4/ (34)
0 5/149
CSU/1/11L (35)
LAS C 376 M 0 B 227/ 3916
O 972 T 0 (36)
SALEABLE CONFIGURATION 30C/35Y/180M (37)
PANTRY CODE Y (38)

Eff – 09 AUG 19
NOTOC: NO (39)
PAX WEIGHTS USED M88 F70 C35 I0 (40)
CHECKED BAGGAGE PIECES LAS 2/M/61
LAS M/95/Y/120 5/M/5/T/4 (41)
AVERAGE BAGS WEIGHTS USED: ACTUAL 17.3 (42)
PREPARED BY FRA011FM/FRA011FM 49 69690 (43)
27222
ISSUANCE DATE AND TIME: 15SEP 09:19 UTC
END FINAL LOADSHEET
8.8.2.5.1 Header on the ACARS Loadsheet – delayed flights

The header of each aircraft printed ACARS loadsheet details the current ATC Callsign to
which the message is sent.
However, if the aircraft is delayed, it is possible for a loadsheet relating to next sector to be
sent to aircraft during the current sector. This can lead to a discrepancy between the
commercial flight number and aircraft callsigns detailed in the ACARS loadsheet message.
A typical ACARS loadsheet below highlights the issue.
The header in BOLD indicates that the message was sent to MT29RK (G-TCDW).
However, the loadsheet relates to the MT652 on the 25th of the month (Marked in RED)
QU QXSXMXS
.DUSASDE 251257
[1]AGM
AN G-TCDW/FI MT29RK/MA 466I
- LOADSHEET FINAL 1357 EDNO1
MT652/25 25JUN17
BRS AYT GTCDW 2/6
ZFW 68412 MAX 73800 L
TOF 16200
TOW 84612 MAX 93500
TIF 12500
LAW 72112 MAX 77800
UNDLD 5388
The actual loadsheet data commences at the line:

“- LOADSHEET FINAL 1357 EDNO1”
i.e. it is valid for the MT652 on the 25th of the month.

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8.8.2.6 ACARS Loadsheet Decode

Heading
1 Aircraft registration
2 Local time loadsheet was printed
3 Edition number of ACARS loadsheet
4 Flight number / date of scheduled departure from station of origin
5 Date
6 Three letter codes of originating and destination station
7 Aircraft registration
8 Crew compliment
Mass Totals
9 Actual Zero Fuel Weight
10 Maximum Zero Fuel Weight: (fixed weight set by the manufacturer): highest
permitted weight of an aircraft without take off fuel
11 Actual Take Off Fuel: total amount of fuel on board, taxi fuel excluded
12 Actual Take Off Weight: sum of item 9 and item 11
13 Maximum Take Off Weight: highest permitted weight for take off for this flight;
reduced where necessary
14 L indicate the limiting factor
15 Actual Trip Fuel: the amount of fuel planned to be used from take off for to the
station of first intended landed
16 Actual Landing Weight: item 12 minus item 15
17 Maximum Landing Weight: highest permitted weight for landing of this flight;
reduced where necessary
18 Underload before LMC: difference between the limiting weight indicated by >L<
and the actual gross weight
Passenger
19 Total number of passengers by class / Total on board

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Balance and Seating Conditions

Balance Output including:
20 Dry Operating Index (DOI): Index for the position of the centre of gravity at the Dry
Operating Weight
21 Loaded Index at Zero Fuel Weight
22 Loaded Index at Take Off Weight
23 Centre of Gravity, %MAC at Zero Fuel Weight
24 Centre of Gravity, %MAC at Take Off Weight
25 Forward Centre of Gravity Limits at Zero Fuel and Take Off weights (%MAC)
26 Actual Centre of Gravity location at Zero Fuel and Take Off weights (%MAC)
27 Aft Centre of Gravity Limits at Zero Fuel and Take Off weights (%MAC)
28 Stabiliser Trim setting
29 Fuel by tank
30 Seating distribution per cabin
31 Method of trim calculation for passengers
Load message, Captains information, SI freetext and other information

32 SI Text
33 Service Weight adjustments applied as required.
34 Load per compartment
35 Details and location of any special load
36 SI Text:
Destination, followed by codes;
C: Total mass of Cargo
M: Total mass of any Mail being carried
B: Number of bags in compartments/weight
O: Other items in compartments, e.g. Crew Bags
T: Transit deadload
37 Saleable Aircraft Configuration
38 Pantry Code Used
39 Indicates whether NOTOC required
40 Detail of standard passenger weights used for this flight
41 Details of baggage pieces by hold by class
42 Average Baggage Weight
43 User ID issuing ACARS loadsheet

Eff – 09 AUG 19
8.8.3 CPDLC uplink message in North Atlantic OCAs

Validity: All aircraft fitted with FANS A/A+ (A330 fleet and selected A321 aircraft).
Reference: AIC (Y 071/2016) and NOTAM 0379/16
The CPDLC uplink message ‘Confirm Assigned Route’ (UM137) improves the service
provided within the North Atlantic (NAT) Region enhances safety mechanisms. The
Shanwick Flight Data Processing System (FDPS) automatically conformance checks the
downlinked route from the aircraft against the route held in the FDPS. The benefit is that
the ATCO is alerted well in advance to any differences between the profile in the active
route of the FMS and the route held in the ATC system. This functionality is in addition to
the ADS-C position report conformance checking. From December 2016 this message was
automated.
On receipt of the ‘CONFIRM ASSIGNED ROUTE’ uplink message the active flight plan from
the FMS is displayed in the DCDU. The crew must ensure that prior to pressing ‘SEND’ they
have checked that the FMS route reflects the Oceanic Clearance obtained. This is ensured by
current company SOP requirements.
8.9 Non-Commercial Flight Operational Considerations
8.9.1 Minimum Crew Requirement

Supernumerary crew members or cabin crew will not be carried on non-commercial flights
for the purpose of cabin duties, with the following mitigations in place.
For flights that have a flight duty period that requires a supernumerary flight crew member,
they will be rostered in accordance with the current flight duty schedule.
8.9.2 Precautions
Security checks prior to departure must be completed in accordance with the positioning,
OM A and SEP checklists for the relevant aircraft type.
Without passengers or supernumerary crew on board the aircraft, the threat of a cabin fire
is risk assessed as minimal.
Should uncontrollable smoke, fumes or a fire be discovered on board the aircraft, the
normal response would be to, divert and land at the nearest suitable airfield.
Do not delay for trouble shooting, or fire fighting unless it is obvious that the source is
identified and controlled immediately or it is essential to the safety of the flight to do so.
Hot meals are to be provisioned by the company when the sector length is of significant
length. Thus using the ovens to heat meals is an operation that flight crew are not normally

Eff – 09 AUG 19
exposed to and has some risk that is mitigated by following the correct procedures as
specified in the SEP.
The following information is provided as a reference for the operation of galley equipment
for sustenance.
In addition to the type specific positioning checklist, where supernumerary crew are not
carried, pilots must comply with these instructions if wishing to use the galley and ovens.
The use of the galley should occur during a low workload phase in the cruise, to facilitate
constant monitoring of both the aircraft and the galley
8.9.3 Pre-flight checks

SEP 2.6.2 Galleys
Carts and boxes must always be stowed in accordance with the galley placards. Ovens,
beverage makers/boilers and coffee machines must be checked for serviceability.
Check ovens to ensure:
• Inserts are present.
• Only contain meals.
• Meals are correctly loaded in oven inserts.
• Clean and free from grease.
Door locks securely.•
8.9.4 Inflight checks

SEP 2.20.1 - Galleys
• All service equipment is secured in its stowage when not in use.
• Galleys are kept tidy and secure.
Static waste bins are properly closed.
Boiler /Bev Maker Operation

Before switching on a Boiler or Bevmaker, bleed air from the system by opening the hot
water tap.
This procedure must be completed prior to the power being turned on, as the boilers
require ‘bleeding’ to ensure that there is enough water, and no air in the system. Care
should be taken when using the hot water, as air in the pipe can cause the water to spurt
from the tap.

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Boiler Procedures
A330 A321 B753

13D 11.4 13E 11.4 13B 11.4
13E11.5
Ovens
Operation of the ovens is in the aircraft type sections of the manuals as there are a few
different types the reference numbers are listed below.
Before operating any oven they must be opened and checked that there is an oven insert
and only the meals to be cooked are inside.
Cooking Instructions - Cook meals on Medium heat in 20 mins cycles and check. Crew food
should take no more than 30 minutes to cook.
Only items provided by the airline caterers are permitted to be cooked in the ovens on-
board the aircraft.
A330 A321 B753

13D 11.3 13E 11.3 13B 11.3
13D 26.4
Water Shut Off

In case of a major water leak, water shut off valves can be found in all galleys
B753 13B 13.2.1
• FWD A water shut off valve can be found above the boiler.
AFT A water shut off valve can be found below the waste bin on the right hand side of
the galley.•
A330 13D 13.2.1
Water shut-off valves for the galley water system can be found adjacent to the galley sinks.
A321 13E 13.2.1
• FWD A water shut off valve is located in the forward galley and is clearly marked.
• AFT A water shut off valve can be found at the rear of cart stowage or adjacent to
the galley sink.
8.10 Reporting of Vibration (Airbus)

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At times there may be vibration issues on the Airbus fleet that requires a detailed vibration report
to assist engineering teams in identifying the root cause. The following guidance is provided should
a request be made for you to record any observed vibration issues.
8.10.1 Vibration Reporting

To support vibration troubleshooting, crews are asked to fill in a Vibration Reporting Sheet
(VRS) whenever vibration occurs, as well as make a technical log entry. However, it has been
noted that the current Airbus VRS is not particularly set up to record this transient engine
vibration.
As can be seen from the VRS, Section 3 provides a simple THRUST Y/N box to record crew
feedback. This is not enough information on its own to assist our particular troubleshooting.
The lack of additional information means that completing the VRS form without further
expansion may lead to the Vibration Troubleshooting to target other areas of the aircraft
instead of pointing towards an engine related issue.
This FCN has been produced to help crews to provide structured feedback whilst using the
Airbus VRS.
8.10.2 Procedure
When crews reach Section 3 of the VRS and they suspect that the vibration may be engine
related, they should apply the following procedure.
In steady state flight with smooth flying conditions and a period of low workload.
When the vibration occurs :-
• Disconnect the auto-thrust in the standard manner.
o Match the donuts with the engine N1 indication.
o Press the Auto-thrust Instinctive Disconnect button.
• Individually change the thrust setting on each engine by 1-2% to feel the change in
vibration.
Note: Please continue to observe the ECAM vibration indications. However, there
may not be a corresponding change in the indicated vibration values.

Eff – 09 AUG 19
• When complete: Re-engage the auto-thrust and reinstate the thrust levers to the
CLB detent.
• Record the thrust variation observations in the Additional Crew Comments section of
the Vibration Report Sheet. Please identify the engine and any pertinent values.
• Inform Maintrol via ACARS or SATCOM of the Vibration Report.
• Fill in the VRS and leave with the engineer on arrival.
8.10.3 General Background Information from Airbus

To collect pilot observations, Airbus has a ‘Vibration Reporting Sheet’ (VRS). A well
completed VRS will provide sufficient information to maintenance crew to help them
complete a Decision Tree and Decision Table, so that they can identify the specific part of
the aircraft which is vibrating.
The VRS is split into four sections as follows:
• Flight conditions when the vibrations and/or noise occur
• Observations when the vibrations and/or noise occur
• Parameter changes with AP ON that have an effect on vibration
• Parameter changes with AP OFF that have an effect on vibration
Section 1 of the VRS collects basic flight information.
Sections 2 to 3 include further data collection fields which do not require pilots to make any
specific control inputs.
The information needed in section 2 can be provided by observation of the aircraft, its
instruments, and the vibration. Corroboration of flight crew with cabin crew observations of
where the vibration is the strongest is recommended for a higher reliability of the reported
information.
Some vibrations can be caused when a control surface is in the zero hinge-moment position.
Therefore, the principle for the information collected in sections 3 and 4 is to monitor the
vibration when a control input is made and a control surface is moved out of the zero hinge
moment position. If a control input is made and the vibration changes, this gives a useful
indication of the surface involved in the vibration.
However, there is an important difference between the pilot actions necessary for section 3
and the actions necessary for section 4. The information needed in section 3 of the VRS can
be collected by observing the aircraft with the autopilot ON, whereas the information in
section 4 of the VRS can only be collected with the autopilot OFF. The goal is to observe any

Eff – 09 AUG 19
change in the vibration, including whether it becomes weaker or stops, or becomes

stronger.
In section 3, observations are made whenever the autopilot itself commands a change in
thrust setting, turn, climb or descent. The only manual action listed in this section of the VRS
is selection of the speed brakes by a few degrees. A change of the vibration due to speed
brake extension can indicate that the vibration originates in the elevator.
Either elevator or rudder would be implicated as the source of vibration if a change in the
vibration results from a change in altitude setting or in thrust setting. Ailerons would be the
principle structural element impacted if the vibration is changed during a turn.
Section 4 of the VRS is only intended to be used if sections 2 and 3 do not succeed in helping
identify the source of the vibration. Observations of the vibration are made when the pilot
flying directly makes small and smooth flight control inputs, using the side-stick for pitch
and roll inputs, or the rudder trim for yaw inputs.
A change in the vibration due to a pitch input indicates that the elevator is the most likely
source of vibration. A change in the vibration due to a yaw input indicates the rudder is the
most likely source of vibration. And finally, a change in the vibration due to a roll input
primarily indicates that the vibration comes from the ailerons.
Appropriate technique for applying Section 4:

• When permitted by flight conditions and airline policy, and when not in RVSM
airspace, the flight crew can disconnect the Auto Pilot to try to identify the source of
the vibrations.
• All inputs must be smooth and follow the Flight Director (FD) bar guidance
• Usually only very small inputs are sufficient to stop the vibration
• Large control inputs are neither required nor recommended for the purpose of VRS
evaluation, especially when flying with passengers on-board
• Apply the procedure in the sequence pitch, roll and then yaw
• If vibrations do not stop, apply small rudder trim inputs of +/- 1.5° MAX (yaw). Do
not use rudder pedals.
• When the reporting is completed, AP should be set back on again as required.
8.10.4 Main Causes of Airframe Vibration (Non-Engine related)

Due to the size of the fleet, the majority of reports of airframe vibrations on Airbus aircraft
are received on A320 Family models. To identify the causes of vibration, Airbus organised a

Eff – 09 AUG 19
four year working group with airlines and equipment manufacturers, which focussed on the
A320 Family fleet.
This work identified that the majority of vibrations arise in the aircraft tail section, including
57% of vibrations from the rudder, and 15% from the elevator. Moveable control surfaces in
the wings together account for only 11%, whereas sources in belly fairings, passenger and
landing gear doors account for 17%.
8.11 Runway Status Lights

TBC

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8.12 Flight Operations in the Vicinity of Drones
The frequency of sightings of drones operating in the same airspace as Commercial Air
Transport aircraft has been increasing across the world and the impact of this increase is the
focus of many Aviation Authorities actions. The CAA have produced an industry Risk
Assessment, CAP 1627, which is available on-line.
A drone incident at LGW has drawn close attention to the malicious use of drones to
deliberately disrupt normal airfield operations. Airport Authorities now have robust counter
drone measures which involve security forces and will be implemented by the Airport.
Thomas Cook Airlines has produced it’s own RA to look at this malicious behaviour and to
introduce mitigations to protect our Aircraft and Operations. The RA allows us to continue
to operate in the vicinity of drones when the following actions are taken:
1. Unintentional Drone activity. If Crew are advised of unintentional (ie assumed to be

non-malicious) drone activity on the flight path or in the vicinity of the airfield:
• Wherever possible and where not specifically mentioned below, crew should
continue to operate to normal SOPs.
• Crew procedure to operate at minimum manoeuvring speed when in TMA (typically

below 6000ft) when in known area of drone activity.
• If advised of drones on final approach, aircraft will hold or use alternative landing
runway. If this is not possible diversion should be considered.
• When drones have been reported in the vicinity, all approaches should be flown as a
stabilised approach from 3000ft and at minimum approach speed.
• For departure, take off should be delayed if drone activity in departure path is
reported. For reports of drones in the vicinity, acceleration and thrust reduction
should be achieved at 3000ft aal to reduce time of exposure.
• Violent manoeuvres should not be employed to avoid impact with drone.
• Crew shall make a techlog entry if drone strike was possible due to proximity.
2. Malicious Drone activity. If Crew are advised of drone activity on the flight path or in
the vicinity of the airfield which is displaying malicious intent ( eg, multiple drones,
ATC reports drones deliberately attempting to interfere with aircraft in flight:

Eff – 09 AUG 19
• Wherever possible and where not specifically mentioned below, crew should
continue to operate to normal SOPs.
• Crew procedure to operate at minimum manouvering speed when in TMA (typically

below 6000ft) when in known area of drone activity.
• Aircraft will hold or consider diversion to alternate airfield.
• When drones have been reported in the vicinity all approaches should be flown as a
stabilised approach from 3000ft and at minimum approach speed.
• Prior to commencing the approach the pilot shall ask ATC for as much information as
possible regarding the number of drones, the size of drones and actual
location/trajectory.
• The pilot must monitor other aircraft for position reports and be prepared to break
off the approach, hold or divert.
• The actual decision will be based on fuel state, weather conditions and airport
options.
• If advised during approach of malicious drone activity (including multiple drones) in

the direct vicinity:
o a Go Around should be considered above 1000ftaal.
o Below 1000ft the approach may be continued at commanders discretion if ATC

permit.
• For departure, take off shall be delayed if malicious or multiple drone activity in
departure path is reported.
• Violent manoeuvres should not be employed to avoid impact with drone.
• Crew shall make a techlog entry if drone strike was possible due to proximity.
3. Additional considerations during Low Vis Operations:
• When ATC reports drones in the final approach the aircraft should not commence
the approach and shall consider holding or diverting.
• If there are reports of drones in the vicinity, but not thought to be on the approach
path, the approach may be commenced.
• Pilots shall be prepared for the possibility of autoland system downgrade in the
event of drone strike.

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The mitigations above will allow us to minimise the disruptive effect of malicious drone
activity. The risk assessment at CAP 1627 states;
“The standards of design and production of large passenger aircraft may provide some
reassurance about the risk to life associated with a small drone collision. It is considered
unlikely that a small drone would cause significant damage to a modern turbo-fan jet
engine; even if it did, a multi-engine aircraft would still be likely to be able to land safely. “
In the event that an aircraft does hit a drone, the immediate actions of the crew should be
to deal with any failures that are presented in accordance with the appropriate training they
receive for each type of failure.
8.13 Non-Essential Equipment and Furnishings (NEF)

NEF Procedures are now fully incorporated into an Engineering procedure CA-WI-76, which
is reproduced in the Documents Folder on the eTL.
eTL Document folder.
Procedure No CA-WI-76 on eTL
A paragraph will be added to the MELs to guide users to the NEF procedure CA-WI-76,
viewable in the eTL Document Folder.
Crews should be familiar with the procedure in the Documents Library on eTL or on the
eCentral8 web version of the eTL.

Eff – 09 AUG 19
9 Crew Procedures
9.1 Crew Planning
9.1.1 Crew Planning Contact Information

Leave Admin
Email: leave@thomascook.com
Rostering
Email: fcrostering@thomascook.com
Rostering Training
Email: crewtraining@thomascook.com
Crew Records
Email: crewrecords@thomascook.com
9.2 Crew, Business and Leisure Travel
9.2.1 Crew, Business & Leisure Travel Contact Information

Crew Travel
Tel: 0161 437 4767 (Opt 3 / Opt 1 / Opt 1)
Email: crew.travel@thomascook.com
Business Travel
Tel: 0161 437 4767 (Opt 3 / Opt 4)
Email: airlinebusinesstravel@thomascook.com
Leisure Travel
Tel: 0161 437 4767 (Opt 3 / Opt 3)
Email: leisuretravel@thomascook.com

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9.3 Crewing & Pre-Ops
9.3.1 Departmental Responsibilities – Crewing & Pre-Ops

The table below shows the window of responsibility that the Crewing / Pre-Ops teams are
accountable for and can be used to determine which department should be contacted in the
event of a roster request / enquiry.
Department From To
Pre-Ops Roster Release Day 4 before Day of

Ops
Crewing Day 3 before Day of Ops Day of Ops
It is important that the correct department is contacted in order for your enquiry to be dealt
with as efficiently as possible. When emailing please do not ‘CC’ both departments if it isn’t
necessary, this will ensure the right people are dealing with your enquiry.
9.3.2 Contact details

Pre-Ops
Tel: 0161 437 4767 – Select Pre-Ops option
Email: preops@thomascook.com
Crewing
Tel: 0161 437 4767 – select Crewing option
Email: crewing.group@thomascook.com
As part of the changes, you will start to notice an increase in roster activity in the earlier
part to your roster. This will be as a result of a larger pool of people focusing on the Pre-Ops
function with the aim of reducing the amount of changes closer to the day of operation.
For those of you who like an occasional overtime payment It is advised that particular
attention is given to Tripline [www.tcxplorer.com] where you will be able to view current
open duties as well as advising your availability.
SABRE ROCADE Codes are located on Xplorer

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9.3.3 Crew Swaps

Crew swaps will continue to be processed, time permitting. A swap will not be processed
unless written confirmation from both parties is received. Ideally, an e-mail to the relevant
department would suffice, depending on where the swap falls.
The more notice the better. Swaps that fall within 3 days of the duty must still be approved
by your manager and will not be processed by Crewing without the relevant authority.
9.3.4 Tripline
The Tripline process is to give you more flexibility and control over the type of overtime you
may wish to work.
1. Make yourself available for any duty assigned and obtain a maximum DOP for the
duty. (As outlined in the Tripline user manual). You cannot change the declared
availability and cannot refuse a duty once assigned.
2. Make yourself available and add in the notes 'available for call only'. Crewing will
then check overtime points and call the most appropriate person. You may accept or
refuse any duty outlined. If accepted, the duty will attract a payment for the actual
duty hours.
Note: For any overtime which is required within 48 hours of the day of operation.
Whilst you may have made yourself available Crewing will make no assumption that you will
operate any duty assigned to your roster. They will follow the same process as noted in
point 2 above.
9.3.5 Block Standby – Flight Deck Crew

One of the reasons behind the introduction of ‘Block Standby’ patterns was to minimise
roster instability for the majority and confine any such instability to as few people as
possible. Whilst the obvious benefits might initially be focused at the long haul programme,
the benefits are equally applicable to short haul patterns.
Any flight deck crew member who has a ‘Block Standby’ period annotated on their roster
should therefore be prepared not only for single flight schedules to be rostered onto the
‘Block Standby’ period but, if required, a series of flights.

Eff – 09 AUG 19
It is also possible that within the applicable FTL, you may be requested to operate from a
different base on each occasion. It is therefore strongly recommended that you carry with
you an overnight bag sufficient to cover the complete ‘Block Standby’ period, away from
base if necessary.
Whilst the principle of having an overnight bag packed, in preparation for long haul
operations from standby, was well observed, it is now equally applicable for all flight deck
crew who have a 'Block Standby' period applied to their roster.
Your adoption of this principle will greatly help the flexibility available within our overall
flight operations and is once again much appreciated.
9.3.5 Crew Delay Process

When your flight has being delayed, Crewing will send you a text message at departure time
-4 hours from the following number, +44 7860 034040. The message will detail the new
departure time and report time for your flight. You will also receive an email from
Crewing.group@thomascook.com with the same information. All company and personal
mobile numbers and email addresses held in Sabre will be used.
If the text message does not deliver via the Crewing text system, then Crewing will ring you
to pass the delay information on.
Below are examples of the messages you will receive:
Hi……
Your flight MT[number & date] has been delayed.
New Departure time is [time Z] so new check in time will be [time Z].
Regards Crewing.
Hi……
Your flight has changed today, please contact Crewing.
Regards Crewing.

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9.3.6 Sickness Reporting

The procedure is as follows:
9.3.6.1 Contact Crewing

Flight crew must notify the Crewing department by telephone as early as possible but
normally at least 2.5 hours before the rostered duty is due to start. During this telephone
conversation the crew member must inform Crewing of their absence and the expected
duration. Only in exceptional circumstances should a friend or relative make contact.
Given that information, crewing will confirm the next duty for which that person is rostered
(“You are sick for tonight's ALC and tomorrow's PMI; your next duty is the Monday FUE”).
It is vital that you keep crewing informed of your situation. If you are not going to be fit for
the next confirmed duty, you must let them know, at least 12 hours before the next
rostered duty.
The Flight Crew member also notifies the Pilot Welfare Manager by telephone calling the
dedicated Flight Crew sickness voicemail (password secured) on 0121 781 7941 to leave a
message to notify them of the absence. If required, the Pilot Welfare Manager will call the
employee back. Contact by email and text message is unacceptable. The Flight Crew
member must also keep in regular contact, as agreed with the Pilot Welfare Manager, in
order to give them up to date information regarding their anticipated length of absence.
9.3.6.2 Returning to Duty

The Flight Crew member must call Crewing to advise that they are fit to return to work at
least 12 hours before their next rostered duty. Crewing will email the Pilot Welfare Manager
to advise of the return.
Should the absence from work take a Flight Crew member into days off, Crewing will
assume that they continue to be sick until they hear from the crew member.
It is acknowledged that crew are likely to suffer sickness from time to time. It is equally
important, therefore, that the crewing team is given as much notice as possible to enable
them to re-crew flights in good time.
Flight Deck crew should be aware that as per the scheduling agreement (Appendix 3,
Exclusions/Exceptions refers) following a period of sickness or compassionate leave, the
roster stability window protection is lost until their next rostered day(s) off. Crewing will use
this facility to generate additional block STBYs which can be used to further stabilise what is
now recognised both within and out with the company a very stable working lifestyle.

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9.3.6.3 On First Day of Return During Office Hours (Hon-Fri)

Following notification from Crewing as to the employee’s return from absence, the Pilot
Welfare Manager completes the return to work meeting and completes the TCX031 –
Absence Notification Form (return to work) with the employee (if it cannot be done on first
day of return then it must be completed within 48 hours of the employee returning from
absence). This can be conducted via a telephone call but if this is the third occasion of
absence in a 6 month period or an absence over 21 days in duration it MUST be conducted
face-to-face.
TCX 031 – Absence Notification Form will be emailed to the Flight Crew member to confirm
the information recorded is correct.
9.3.6.4 Managing Long-term Sickness Absence (after 21 days) – Pilot Welfare

Manager
• Regular contact, to be agreed with employee (every 2 – 4 weeks).
• Advise Airline I.D unit to enable I.D to be parked.
• Arrange home visit / base visit after 3 months, then at 3-6 month intervals
thereafter. If home visit HR must be present.
• Meet with employee to discuss/go through IP application process if applicable.
Note: Entitlement to Company Sick Pay is also dependant on reporting and certification
criteria being met, for example, providing fit notes. For further information please
refer to the ‘Sickness Absence’ policy.
9.3.6.5 Sickness on Call-out from Standby

If you are sick prior to a Standby Duty, or series of duties, it remains a requirement that you
contact Crewing prior to the start of this first duty to advise them you are sick. An
investigation may be required in any instances of failure to comply with this instruction.
When you call Crewing, you will be asked to provide an estimate of how long you anticipate
the sickness period to be and they will confirm the next day/duty for which you are
expected to be fit and available. If appropriate, they will confirm your next duty details and
they will assume you are fit for that duty unless you contact them again.

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9.3.7 Process for Check-in/out for Own-way Travel

Check-in/out works on a base to base concept which is not compatible with own-way travel.
Therefore, the following process changes are made to own-way travel.
The crew member should call crewing prior to departing home to confirm:
No changes exist for the duty to be commenced.•
To enable crewing to log the actual time of travel to ensure we can monitor duty and
rest accurately, as required by the authority and Ops Manual.•
When the crew member is operating out of another base, CWP should be checked for
any roster changes post duties as normal.•
On leaving to travel, the crew member should also call Crewing to ensure correct
records are maintained, and to pick up any changes if their travel was not
immediately post a duty.•
9.3.8 Requirement to Check for Roster Changes Post Duty

Following every duty crew have a responsibility to check for roster changes. This can be
achieved by checking CWP or a phone call to crewing.

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9.4 Pre-Flight Briefing

Briefing packs are available:
After Ops/Flight Planning have filed and sent the OFP from LIDO, the information will be
available in the CUBE briefing area.
• At 4hrs prior to departure “full” long haul packs are emailed to operating crew.
• At 3hrs prior to departure “full” short haul packs are emailed to operating crew.
9.4.1 CUBE
Refer to chapter 11 of this manual for user guide for CUBE Briefing.
9.4.2 Ad-Hoc Flight Briefs

Ad-hoc Flight Briefs are put together by the Commercial Department and distributed to all
relevant departments a minimum of 24 hours (where possible) prior to the flight operating.
The brief will be e-mailed to the applicable crew in advance and as a back-up the Crewing
and Operations departments will retain a copy in case the crew did not receive it.
However, if you would like general information on an ad-hoc flight that you have on your
roster, you can call the Commercial Department on 0161 498 4712/4.
9.4.3 Web-based LIDO Route Manual Access

If you need to view LIDO charts on the web, please continue to use the link on Rainmaker /
Vistair and the company’s generic details below:
Username: tcx
Password: mb5Twn (case sensitive)
(Link if required: http://viewer.flightsupport.com )

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9.4.4 Short Haul Briefing

The following information will now be provided in the flight summary section at the top of
the CUBE Briefing:
• Flight Number and Aircraft Registration
• Previous and Subsequent Rotations
• CTOT
• Aircraft Version information
• Departure and Arrival Weather
• Crew Members
IF GREEN Banner at top of CUBE Brief – No Call to Operations Required.
Crew members only need to call Operations when alerted by the statement at the top of the
flight summary.
IF RED Banner at top of CUBE Brief – Call to Operations Required.
9.4.5 Long Haul Briefing

Crews are provided with an ETOPS situational awareness chart in the weather chart section
of CUBE briefing.
The original flight plan is prepared and filed 4–6 hours prior to departure. The OCC process
will commence 2 hours prior to departure, as follows:
ETD -2 hr:
• Operations will check ERA weather and verify ETOPS compliance.
ETD -1:40
Operations will re-generate flight plan, if either:
• The EZFM change is outside tolerance or original plan, or
• ERA has fallen below planned minima.

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ETD -1:15
Crew to print out the OFP and to review the following items at the briefing:
• Aircraft registration and destination.
• Significant aircraft defects.
• Booked passengers, cargo, EZFW and stand number.
• Minimum time track time details.
• Filed flight time and trip fuel, with reason for selection.
• Significant WX en route.
• ERAs selected and comments.
• Destination and primary alternate WX.
• Significant NOTAMS.
• Agree fuel load.
• Operations will request revised trip fuel estimate (if changed) and total fuel load. The
reason for fuelling in excess of plog fuel should be advised.
On completion of the briefing, the crew should call the fuel through to the refuller (if
available), and may proceed direct to the aircraft.
In the event of a delayed departure, the operating crew are requested not to call for briefing
sooner than 1:30 minutes prior to departure. This is to ensure that the correct checks can be
made and acted on and for this reason the Flight Dispatch briefing is not available until this
time.
Crews are requested to report to the Operations any service issues apparent at the
departure station, for example affecting documentation or IT.

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9.4.6 Flight Envelopes

It is the Captains responsibility to ensure the Cabin Manager has the flight envelope and not
for the Cabin Manager to ask the Flight Crew for it.
The procedure for the storage of the Flight crew envelope and contents is as follows:
9.4.6.1 Short haul

At the end of the rotation pass the flight envelope and its contents to the Senior Cabin Crew
Member (SCCM)
9.4.6.2 Outbound Long haul

The outbound flight crew give the envelope to the outbound SCCM The outbound SCCM
leaves all the paperwork for the i/b SCCM on board the a/c
9.4.6.3 Inbound Long haul

Following the flight pass the flight envelope and its contents to the SCCM
The SCCM will combine both legs together and leave in the crew room.
9.4.6.4 Ferry / Positioning Flights

(with no SCCM on board) to/from the UK and/or main base)
The flight crew on return to any UK crew room must place the folded flight envelope and
contents into the white cabin flight brief envelope (these are readily available in all crew
rooms). Before placing in the appropriate cabin flight brief box the date, Flight no, STD and
a/c reg fields must be completed. All flight crew should familiarise themselves the
whereabouts of where these are placed in all crew rooms.
The Cabin Manager is responsible for this envelope and will then place in the appropriate
box in the Crew room.

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9.7.7 Flight Briefing IT / Computer Equipment – Unserviceable

Reporting Process
If the crew discover that the IT equipment in the crew room is not serviceable, in the first
instance, the crew should contact company IT. The telephone number is specified on the
contact info display boards located on the desk top to report the issue. Use of an
alternative machine to print OFP should then be used.
Briefing packs are supplied to company EFB units via CUBE and thus aeronautical and
planning information should be readily available.
If time is limited, then advise the base administrator, of the issue and have the issue logged
with IT for repair or replacement.
The next option, is to log the issue in the IT / Communication equipment book (red and
black booklet) located in the crew room. From here the base admin will review the sheet
daily and log any issues with IT.
If there is an issue with equipment and it has not been resolved in a timely manner,
reporting the issue to the Regional Base Pilot & Standards Captain will be required.

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9.5 Communications with Operations
9.5.1 Mobile Phones

Mobile phones must be switched ON during the on-chocks phase of any flight. This greatly
improves the possibility of achieving a short-notice improved route which can often permit
the cancellation/ reduction of an ATC slot delay.
9.5.2 Ready Messages and Delaying a Flight Plan

When ready for departure, ahead of a current slot time, crews should request a ‘READY’
status from ATC. While associated messages may be filed by Operations, the formal ‘READY’
message must come from the aircraft with local ATC.
Do not delay a flight plan with local ATC.
Crew must call Operations on (+44 161 4374767) to initiate a possible later ‘off blocks’ time.
This will ensure a more accurate slot is attained as Operations will liaise directly with
Brussels, as opposed to Tower simply delaying you with the next available slot. Operations
will ensure the best slot possible is obtained whereas ATC will simply issue the next slot
available.
If it looks as though a slot is not achievable, call Operations in good time before the slot
time is reached. Delaying a slot, post the last slot time, results in a poor revised slot.
Operations may be able to swap your expiring slot with an aircraft at another base with a
later slot to reduce a delay.

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9.6 Crew Transport / Positioning
9.6.1 Company Provided ‘Shuttles’ Down Route

Travel Services have contacted all of our transport suppliers and all have confirmed they will
carry companions/dependants on their vehicles and capacity. However,
companions/buddies are not be covered by the company insurance, they would need to be
covered by their own travel insurance. The operators insurance would cover public liability.
Dependants/partners/friends accompanying crew on overseas trips that involve non-

scheduled or scheduled positioning flights should be prepared to make their own travelling
arrangements in the event that no additional seats are available.
9.6.2 Ellison’s Transport Criteria

Below is a summary of what type of vehicle crew can normally expect for any UK ground
positioning: The below is an overview of accredited vehicle types Flight and Cabin crew
should expect for any UK ground positioning, which is a guideline that is non-contractual
and does not feature in either Flight/Cabin crew or Ellison’s contracts.
Category 1: Car (1 – 3 Flight and/or Cabin Crew)
Provision of a Saloon car to position Flight/Cabin Crew to and from base. Maximum of three
Flight/Cabin Crew per trip.
Category 2: Caravelle (4 – 7 Flight and/or Cabin Crew)
Provision of a Caravelle (with adequate boot capacity for crew baggage) will be allocated for
any journey duration of four hours or less when positioning up to seven Flight/Cabin Crew
to& from base.
Additional info: Appropriate stops and/or comfort breaks will be made where on board
toilet facilities are unavailable.
Category 3: 11 Seat Mini Coach (7 – 11 Flight and/or Cabin Crew)
Provision of a mini coach for all Short & Medium Haul Crews positioning to and from base.
Additional Info: Appropriate stops and/or comfort breaks will be made where on board
toilet facilities are unavailable.
Category 4 transport maybe provided if category 3 transport is unavailable.
Category 4: 30 & 49 Seat Coach (11 or more Flight and/or Cabin Crew)
Provision of a coach for Long Haul Crews positioning to and from base.

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Additional Info: 49 seat coaches will always be provided for Long Haul Crews who are
inbound from long haul flights and then immediately position back to home base. Coaches
will normally have on board toilet facilities but where these facilities are unavailable then
appropriate stops/comfort breaks will be made if necessary.
There may be exceptions to the above, e.g. due to operational disruption to the flight
programme and/or late notice crew changes which could result in Ellison’s getting another
transport provider to undertake the job.
9.6.3 National Car Rentals

Home Delivery/Collection Procedure
• The Crew Travel/Business Travel Department will enter the staff member’s contact
number in the “Telephone no.” field of the National booking system when making a
booking for a home delivery/home collection.
• If nobody appears to be at the address when National attempt to deliver a hire car,
then the keys should be posted through the letter box along with the paper work by
a National Car Rentals representative.
• It then becomes the responsibility of the staff member to carry out a brief inspection
of the hire car. If there is any existing damage to the hire car then National should
have already listed this on the paperwork; however, if you need to report any
discrepancies please do so with the Crew Travel/Business Travel Department
immediately.
• Upon staff member returning back to their home address, he/she will be expected to
contact his/her local branch (irrespective of what time the hire car is rostered to be
returned for) and advise that the hire car has been returned to the home address (as
per the booking), and to advise at the time of contacting their local branch of a key
location point should the staff member not be available when National collect the
hire car.
• If for any reason National are unable to locate the keys and the “pick up” becomes a
“failed attempt”, then the staff member will be contacted about this. If the staff
member is un-contactable, then a message should be left on his/her mobile by the
local branch to ask that he/she call them back as soon as possible.
• It is the staff member’s responsibility to return this call, otherwise you will run the
risk of incurring additional charges that you will be invoiced for by TCX.
If the staff member does not return the call within 24 hours, the Crew Travel/Business
Travel Department will be contacted by National Car Rentals, who will then escalate

Eff – 09 AUG 19
this to the staff member’s pilot/ line manager to follow this up with the staff
member directly.•
Note: The above procedure applies to home deliveries/home collections only.
9.6.4 Baggage Allowance Positioning on Non-company Aircraft

Due to the increase of use of low cost airlines for positioning duties it is felt necessary to
clarify the company policy on baggage allowance.
The company baggage allowance is set at 25 kg, which is in effect 20 kg plus 5 kg due to the
normal use of ridged suitcases. Any additional baggage is carried at the crew members own
risk of excess baggage charges/rules being imposed by the carrier, which maybe on the basis
of sub-load acceptance.
Specific non-normal operations are exempt from this (e.g. Hajj, Canada long-term
detachments) and will be the subject of a separate policy specific to the operation and time
away from base. Crews operating duties on these operations in accordance with normal
rostering practices will only be entitled to the normal baggage allowances detailed above.
The business uses a variety of carriers to position crew throughout the UK, each with
differing baggage allowances. Please find below a table of current restrictions applicable to
individual airlines.
When positioning flights are booked, provision is always made for one piece of hold luggage.
Therefore, providing the weight of the item does not exceed the limits shown, there should
be no additional charge to the crew member. It is important to note the allowances for each
carrier, as the Company will no longer reimburse any excess baggage charges except in
exceptional circumstances.
If you are unsure which carrier you will be travelling with, please contact Crewing/Travel
Services who can advise you. This will ensure you are aware of your baggage allowance in
each instance.
9.6.4.1 Regional Aircraft Baggage Limitations

The following restrictions only apply to regional aircraft positioning sectors in the Caribbean.
They have been introduced as a response to safety concerns raised by crews.
• No sporting equipment e.g. Golf clubs, scuba diving gear to be carried,
• Crew bags, total weight maximum 20Kgs per crew member, (this is a combined total
for both Cabin and hold baggage).

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• TCX Commander, in liaison with the regional aircraft Commander, will have the
authority to offload bags if there are weight or bulk issues. Heaviest bags will be off
loaded first.
Baggage in Cabin, there should not be any hold luggage in the cabin.•
9.6.4.2 Airline Luggage Allowance Table

Please see the luggage allowances table below for the airlines we use to position crew
around the UK.
Note: Excess baggage charges must be paid by the individual crew member and cannot be
claimed back from the company.
Airline Luggage Allowances (2009)

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9.6.5 Company Car / Hire Vehicle Insurance

For employees that have the use of a company car or hire vehicle for transport, you are
covered under the Thomas Cook motor fleet policy.
Any claim for damage to the vehicle would be covered under the said policy (subject to the
policy excess which is for the account of the company).
Any claim for personal injury, whether made by a passenger in the company car / hire
vehicle and/or a 3rd party, would also be covered by Thomas Cook’s motor fleet policy.
It should be noted that if an employee has an incident in a company car / hire vehicle, there
may be a requirement for them to declare this to their own motor insurer at renewal
(though this will be dependent upon the wording of their personal motor insurer’s renewal
questions).
In the event of an accident
Would an employee be liable that in the event of motor incident in which they were
driving a fellow employee (pilot) who was travelling as a passenger was injured? Q.
A. Technically the employee driving would be liable however the company's motor
insurance policy would respond and pay for any legal costs / damages. As such there
would be no cost to the employee.
9.6.5.1 Personal Vehicles

Any claim for damage to the vehicle would need to be progressed via the individual’s
personal motor policy. Any excess payable is for the account of the employee. Any claim for
personal injury, whether made by a passenger in the employee’s personal vehicle and/or a
3rd party, would need to be progressed via the individual’s personal motor policy.
As such, it is important that any employee who uses their vehicle for driving on business
advises their motor insurer accordingly and ensures they hold appropriate insurance
coverage.
Any further questions regarding this policy should be addressed to the following person
through the Airline Travel Services Department.

Eff – 09 AUG 19
9.6.6 Changes to Positioning Duties

There are occasions when operational issues will adversely affect positioning e.g. a
scheduled flight being cancelled. In these situations the Captain should consult with Travel
Services and/or Crewing to agree the best and most workable solution to the problem.
There will be times when the easiest way to resolve a problem is for the Captain to deal with
a local ticket sales agent or ground services representative directly and use a company
credit card to purchase tickets. Once this has been done it is imperative that Crewing are
informed of the timings of the new flights for all crew members so that the duty times can
be entered into the SRS system.
This will enable the company to independently monitor the crews FTL compliance and also
to comply with the company's duty of care to know where its employees are when down
route.
9.6.7 Own Way Requests Following Roster Release

New rosters are released on Wednesdays and cover a 14 day period. The time-scale to
request changes is 5 days from roster release ; which means that the deadline is close of
business on the Monday following the Wednesday release. This applies to all 14 days that
are on that roster issue.
Requests should continue to be sent by email to : crew.travelplanning@thomascook.com.

This deadline applies to both Flight Change & Own Way requests where a positioning flight
is involved.
9.6.8 Positioning or Deadheading Crew - Check In and Immigration

Procedures
As an airline we try to limit the amount of positioning by pilots and crew, however where
this is necessary the following guidelines should be observed so that all check in, customs
and immigration formalities are completed.
Using your ID to access the secure area of the airport when not part of the operational crew
may lead to the suspension of your ID or visa. If there is any doubt, about your status as a
passenger please contact Crewing in the first instance. The following guidelines are to be
adhered to when travelling as a part of Thomas Cook Airlines Group.
9.6.8.1 Duty Travel **

A confirmed seat is booked by Crew Travel for your travel. The Crew member must be in
possession of either a ticket or a PNR (Locator) and Crew member must check in at
customer check-in desks, baggage should be checked as per a normal passenger, not with a
crew label.

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Airline Crew will not appear on the GENDEC.
If not required to be in Uniform, it is acceptable to travel in smart casual / business attire for
travel appropriate to your position as a representative of Thomas Cook Airlines.
Airline IDs must not be used to access airside, and should be hidden from sight at all times.
As you are a ticketed passenger, staff must check in at desk with the issued ticket or PNR
(Locator) as listed on Xplorer under the Travel Services ‘Locator’ tab page. Unless you have
hand baggage only, baggage should be checked as per a normal passenger, not with a crew
label.
You may not use your airport airside ID to access the departure lounge.
9.6.8.2 Operational Crew **

No ticket required as you will be listed on GENDEC for travel.
Must be approved by Crewing and crew are expected to be travelling in Uniform.
Once you have cleared UK immigration and customs (applicable for UK arrivals), access
airside through UK security Channels using your Airside Crew ID.
9.6.8.3 Crew Positioning on an Empty Flights

There may be occasions where crew are rostered to position between UK stations or to a
down route destination on a TCX aircraft that is empty with no passengers.
On the roster the flight will show a “P” or “F” after the flight number, for example:
MT7164P GLA-LGW or MT2222F MAN-MCO
Crew must follow the below procedure:
1. Wear full uniform
2. Carry valid ID
3. Any luggage must be checked in with a clearly marked crew label
4. Crew must proceed through the crew channel with the operating crew
When these are planned we will have contacted the Station Manager to advise them of our
intentions.
9.6.8.4 Deadheading Crew **

Crew will be considered as deadhead if positioning immediately after operating a
commercial sector.

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If the crew are not disembarking the aircraft at the first destination, they should clear
immigration by following the crew clearance process at their final destination. This applies
to longhaul and shorthaul flights.
Crew disembarking at the first port of arrival should clear immigration & customs by
following the approved crew clearance route at their first port of arrival.
This procedure has been confirmed with the UK Border Force and is a change to the
previous promulgated procedure.
** This does not currently apply to flights to GOI.
9.6.8.5 GOI Positioning

Crew member will report as operational crew and will follow the above process however
there will be a passenger seat avail for them.
9.6.8.6 Leisure Travel – Stand By Seat

When departing on a leisure break, you will be issued with a standby ticket by Leisure
Travel. All passengers must check in at the appropriate check in desk for the listed flight
with the standby ticket and all baggage should be checked as per a normal passenger.
Once boarding cards have been obtained, standby or seated, you can then proceed through
security, customs and immigration.
Airline IDs must not be used to access airside, and should be hidden from sight at all times.
9.6.9 Check In when Using Easy Jet Aircraft

Easyjet now overbook flights. To assure your booking, please check in online as early as
possible. Online check in closes 2 hours before the flight. In this case you will have to check
in at the desk at the airport.
9.6.10 Baggage when Travelling on US Carriers (Domestic and

Caribbean)
Travel Services are unable to add a bag to the booking for Domestic US flights and Flights
from the USA to the Caribbean. In this instance when checking in baggage, the Flight Crew
are authorised to pay for check in luggage via the company credit card facility.
Jetblue and Southwest airlines are the exception to this requirement.

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9.6.11 Checked in Crew Baggage Tampering at a Long Haul Destination

Please be aware that there have been reports of crew checked-in baggage having been
tampered with at a certain long haul destination. While these reports are being
investigated, it is important that all crew remain vigilant and ensure that valuable items are
not carried in checked-in luggage.
Valuable items within checked in baggage are not covered by the Business Travel Insurance
Scheme. This includes such items as jewellery, personal electronic devices, cameras and
money. Passports and other identification documents should also be carried in the cabin.
If your luggage has been tampered with or valuables have been taken, please contact your
line manager. No further compensation will be offered, in line with the company insurance
provision, if valuables are lost from checked-in luggage after this reminder.
9.6.12 Buddies on Light Aircraft

Taking a Buddy on a long haul trip is a concessionary benefit that we will continue to offer to
Thomas Cook crew, however this notice outlines the reasons why it is unsuitable for buddies
to accompany crew on third party light aircraft transfers in the Caribbean.
Our Third Party provider of crew transfers in the Caribbean has previously not permitted
free traffic of non-crew members to travel to / from or inside Cuba.
In the past we have approved travel between the Dominican Republic and Jamaica, however
these routes have been closely monitored recently as the aircraft now available on these
routes have limited excess space and payload capacity above our normal crew complement.
This is because of the range of the flight, usually a two hour and forty five minute sector is at
the upper end of it range for the aircraft. There are unfortunately no reasonable
alternatives.
The change in policy is to avoid an unfortunate situation of having to leave a buddy behind
at departure station because of the type aircraft in use on the day. Buddies are not
permitted to travel on third party private flights.
9.6.13 Procedure for Weighing Passengers on Private Flights

Passenger weights for use in weight and balance calculations on private flights (eg SAP) will
be achieved using the following agreed procedure:
• A Load Manifest form will be used by the contractor to collect the actual weight for
each passenger of the flight. The form will identify each passenger only by their
crew ID Number. Each crew member will be weighed discretely away from other
passengers and crew members.

Eff – 09 AUG 19
• Each individual weight and baggage will be recorded against their Crew ID number,
so that an accurate load for the flight can be established, which is a legal
requirement for this operation.
The lead passenger, either the Captain or Senior Cabin Crew member will sign the form
attesting this procedure was correctly completed. The contractor will then correctly
complete load and balance documentation as required by their AOC. If during this process
the payload (passengers and baggage) is in excess of that for the aircraft performance, the
Captain of the Contracted Private flight in conjunction with the Lead Passenger will reduce
the payload by off-loading baggage to satisfy performance criteria of the contracted
aircraft.•

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9.7 In Flight Relief - Long Haul Duties

Thomas Cook UK currently operates schedules where an additional pilot positions on the
outbound sector of a long haul rotation so that they can operate as an In Flight relief pilot
on the return sector to the UK.
9.7.1 In Flight Relief Pilot Operational Procedure

Crew members who are to act as part of the cruise relief program on sectors returning to
the UK, will be rostered to be part of the operating crew on the outbound sector. As the
third pilot will operate as part of the crew they will be in uniform and be present at the
normal report time to take part in the operational briefing.
This is to ensure that operational risks are reduced by having an extra set of eyes in the
flight deck and it will be expected that the third pilot will be present in the flight deck for the
take-off and landing and at all times when below 10000ft.
When the third pilot is not required for FTL purposes by the approved FTL scheme, the
aircraft can dispatch with minimum crew requirements. A Premium Economy seat will still
be booked for use on the outbound sector, thus pilots can take a break away from the flight
deck by on the outbound sector.
9.7.2 In Flight Relief Pilot Duties

The third pilot duties will be driven by recency requirements. If in doubt whom should
operate each sector contact crewing to establish the priority for landing recency. The third
pilot must be selected considering recency requirements and other operational
considerations, such as forming a constituted crew where two Captains and one Senior First
Officer is scheduled. For an unrestricted FTL sector, rest and duties can be mutually agreed
by the flight crew. Where FTL rest is required this must be IAW the approved schedule.
When operating with a crew of pilots in excess of the minimum required, the pilot replacing
the Commander for either a break or inflight relief must have been trained to occupy the
LHS when above 20000ft.
9.7.3 Summary
The additional crew member of three pilot crew is an integral part of the crew and is carried
to provide additional monitoring and extra vigilance. When required by the approved FTL
scheme they will be utilised to extend the scheduled flying duty period provided a Rest
Facility, as defined in OM A 7.1.6.4 is provided.

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9.8 Border Force Requirements
All Crew Airport I.Ds should only be used for the issued purpose. Flight Crew are obliged to
adhere to Immigration Procedures when arriving back in to the UK.
At all times, unless part of an operating crew (including SNY), you need to report to a Border
Force Officer as an arriving passenger. You must under no circumstances, when positioning,
use the staff channel to exit the Border Control Area.
Border Force reminds you that although aircrew on duty are not usually examined by Border
Force Officers on arrival in the UK there are some circumstances when they must present
themselves to a Border Force officer. Aircrew wrongly bypassing border checks is viewed
very seriously by Border Force and by ministers.
The flowcharts below are designed to help crew of scheduled flights to understand when
they need to see a Border Force officer on arrival in the UK and when they can use the crew
or staff exit.
If you are found to be contravening this procedure your I.D will be suspended by the
relevant Airport Authority and you will face disciplinary action.

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9.8.1 Border Force Flow Chart 1
9.8.2 Border Force Flow Chart 2

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9.8.3 Arrivals into Manchester

All crew should be aware when arriving into Manchester Airport after operating a flight
you MUST follow the normal arrivals path. You must not use your I.D. to swipe and go to the

Eff – 09 AUG 19
departure side of the airport to take a short cut to Border Control (passport control) as this
breaches Border Control regulations.
MAN I.D. holders may use the Staff Exit Channel at Border Control providing they are part of
the operating crew. Non MAN I.D. holders must show their pass to Border Control.

Eff – 09 AUG 19
9.9 Personal Issue Equipment
9.9.1 Captains Mobile Phones

The mobile phone issued to Captains is an essential communication device that greatly
enhances the operational support that can be provided to crews. It is also vitally important
that Captains use the phone to keep Operations in the loop when there are operational
difficulties. If there are any problems please keep operations and flight planning informed.
The answer service on the phone should be switched on. If it's not then dial 222 from your
mobile phone and follow the instructions. If this is unsuccessful then contact your FCM.
The cameras built into the TCX Captains’ phones have the capability to take pictures of
incidents/damage whilst operating away from TCX support. The ability to send a photo
quickly and directly to engineers, flight safety or similar is an operational enhancement.
Any pictures should be sent directly to the Operations e-mail address unless otherwise
instructed by the Ops duty staff.
The e-mail address for such photographs is: tcxocc@thomascook.com
Please be aware the costs associated with multi-media messaging are high.
Captains should also enable the voice messaging receive facility on their company mobile
phone to permit operational messages to be left whilst out of mobile phone coverage.
In the event that your company mobile phone is lost, damaged or stolen it should be
immediately reported to Becca Backhouse on 0161 498 2877, and your FCM who will order
a replacement and block the handset.
9.9.2 ANR Headsets

For those pilots who have been provided a headset by the Company (a HMEC 25, 46 or
Legacy TCX Headset), the headsets will remain the property of the Company and Thomas
Cook will be responsible for its’ repair, provided the damage has not been caused through
misuse or wilful damage. If headset damage is caused by misuse or wilful damage, the
individual will be responsible for the cost of repair.
In instances where headset repair is required, it should be forwarded to:
Fleet Administrator Flight Ops, Hangar 1, Manchester Airport, M90 5FL.
Please complete an ANR Headset Unserviceable Report form (Form Number FP-F-402)
which is available on, TCXplorer (under the Flight Crew/Library/Flight Crew Specific tab).

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Becca will record the serial number, current holder of the headset and details of the
reported fault. The headset will then be sent for repair and returned to you, via Flt Ops. This
permits a quality control and procedural audit check on all submitted repairs.
During the period your headset is under repair, non-ANR headsets are available on all
aircraft. By way of confirmation, there should be three non-ANR headsets on each aircraft
and this will be checked by Engineering on the Terminal Check, the interval for which is no
greater than 48 hours. Should you find a fault with these headsets or there are less than
three on the aircraft, please enter the defect into the aircraft Technical Log.
Any questions on this procedure or policy should be directed in the first instance to your line
manager.

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9.10 Expenses & Allowances
9.10.1 Concur – Expenses Online

Concur is the online system used for submitting and processing both personal and company
credit expense claims. Its online nature enables the user to access it anywhere and
minimises the hassle of completing expense claims and awaiting their approval.
9.10.1 Concur Registration

For initial registration only, please use a PC or Mac (i.e. not an iPad). You can also use a Crew
Room PC. Once you have followed the below process you can then use an iPad for all your
Corporate Card and personal expense submissions. Log on to Concur Travel and Expense
using the following URL: https://www.concursolutions.com
If using your own PC or Mac, please bookmark the login page to make it easier to launch the
service in future. To log in:
Username: your payroll number followed by @thomascook (e.g. 1234@thomascook)
Password : Welcome1 (case sensitive)
You will be prompted to change your password the first time you log in. Before using Concur
Travel and Expense for the first time, you must update your profile by clicking the ‘Profile’
link at the top of the My Concur page, and Personal Information’ and then reviewing,
updating, and saving your profile information. The information that must be updated as a
minimum are your email address and a phone number. If your email address is
automatically shown as employeeID@thomascook you need to change this to your correct
Thomas Cook email address.
Under the same ‘Profile’ tab, click on ‘Mobile Registration’ and create a mobile PIN. This is
required to use the Concur iPad App.
9.10.2 Concur iPad App

All expenses must be processed through Concur providing the relevant receipt and
information as listed below.
The only exception is the relocation expense for aspirational base moves which needs to be
submitted in paper format and processed through payroll to ensure it meets the HMRC
guidelines on Tax and NI deductions.
The Concur app can be downloaded from your normal app store (not the TCX app store)
Log on is your payroll number@thomascook

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Password – If you do not know your password, email me and I will request a password reset
for you.
9.10.3 Company Credit Card Expenses

Any expense where you have used your company credit card will automatically appear in
the expenses section of your concur home screen.
The system generated expenses can be identified by a credit card symbol under the
amount.
The system will automatically code the expense to an expense type that matches the
transaction. In most cases you will have to change the expense type as Flight Crew should
generally use expense types that are listed in Section 10 – Airline Crew Specific. The
exceptions are section 7 where you can select, Medical Expenses/Eye Tests for medicals
and Passports/Visa/CRB/ID for these related expenses. You can change the expense type
by clicking on each expense and selecting “expense type” and scroll down and make your
selection.

Eff – 09 AUG 19
When processing expenses, please ensure that a receipt is attached. Finance department
will not process any claims without a receipt. If a receipt is lost or not available, please
complete the no- receipt form. This form then needs to be attached to the expense in
Concur as you would a normal receipt. When using this form, please provide details in the
comments section advising why an original receipt is not available.
When claiming for fuel, parking or transport costs, please ensure you enter details of the
relevant duty in the comments section. Again this is required by finance department for
audit purposes. Finance department do not have access to your roster, so please advise of
the flight number and base details.
9.10.3.1 Credit Card Transactions Submission
• Select Expenses
• Select “add to claim” in the bottom right-hand corner
• Select the transactions you wish to add to the claim
(circles will appear to the left of each expense)
• Select each expense that you want to attach to the claim and click "add to claim"

Eff – 09 AUG 19
• Select “+” in the top right-hand corner it will generate a new report. Then click save.
• You will then be presented with a claim report with all of your expenses attached.
Click on each one to add the receipt and complete any additional information that is
required. You can submit a report with yellow triangles (most warn you the
expense is over £100) but all red triangles must be cleared.
• Once this is done click “submit claim” in the bottom right corner. It will give you a
disclaimer so click ok then you should see the status change at the top left to
submitted pending approval.

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• If you have incurred an expense and used your own credit/debit card or cash, then
you can create an expense by clicking the “+ Expense” at the bottom of the Concur
home screen.
• It will then list all the sections that require completing and the facility to add a
receipt. Once completed, click “save” and the expense will then populate the
expenses section along with your credit card expenses.
• The system will recognise this is a personal expense and generate a payment
through payroll.
• Please do not use this to create an expense where you have used your company
credit card, as you will duplicate the expense and create an overpayment. Please
wait for the credit card expense to be automatically transmitted to your concur
account.
• You can distinguish between a company credit card expense and a personal expense
by checking to see if there is a credit card symbol next to the receipt symbol.
• Good practice would be to submit a separate claims report for credit card expenses
and one for personal expenses.
9.10.3.2 Cash Withdrawals

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• If you need to withdraw cash on your company credit card, these can now be
reconciled using the Concur App in the same way as a credit card expense.
• If you withdraw more money than is required, please assign the amount used to the
appropriate expense type and the remainder to “cash returned” in section 10. You
then keep the cash left over. For example if you withdraw £100 and spend £80 on
a taxi then you need to enter £80.00 as Crew Variables UK travel and then £20 as
cash returned. The £20 will then be deducted from your pay.
9.10.3.3 Tips
• Expense types - Please change the expense type when you are in the expenses
section and before you attach it to a claim report as sometimes it will not let you
save a change.
• Deleting an expense - If you need to delete an expense that has been attached to a
claims report, hold your finger on the > to the right of the expense and then swipe
your finger to the left. This will reveal a delete button for you to press. If the
expense is a company credit card expense it will fall back into the expenses section
of your home screen. If it is a personal expense it will be deleted altogether.
Training Expenses - Please ensure any expenses such as • travel or HOTAC that are
incurred due to training duties are assigned to a training expense type in section 10.
• Comments - Please enter additional information in the comments section giving
details for the reason for the expense to prevent claims being rejected.
If you require further help or assistance then please email expenses@thomascook.com or

contact the dedicated Concur helpdesk on 0808 234 9360.

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9.11 Security Measures
9.11.1 Enhanced Security Measures and Positioning Crews

Thomas Cook Airlines has recently experienced a first instance of pilot flight bags going
missing during a U.K. positioning trip because they had to be checked in as hold baggage
due to the enhanced security measures currently in force. Our Security Dept. has been
asked to approach the DFT to try to gain an exemption on the size of carry-on baggage for
positioning crew to avoid a similar situation in the future. Current mindsets being what they
are regarding security however, this is not likely from the DFT in the short term.
The incident was exacerbated because of the standard of dress of one of the flight deck
members. Not only did the flight deck lose their flight bags, they also lost their overnight
cases. As they were on a slot 1 departure the following day this left precious little time to
source appropriate clothing. As a reminder, trainers and jeans are simply not an acceptable
mode of attire when you are on duty, PPP 7.13 refers.
In order to minimise disruption caused by lost hold baggage, all crew when positioning by
air are to ensure they either position in uniform or pack their uniform in the approved carry-
on baggage. In addition, flight deck are to carry with them in their approved carry-on
baggage their airside ID, their licence, their passport and their headset.
9.11.2 Security Procedures in the UK - Full Body Scan

Anyone who is chosen for a full body scan at a UK airport and refuses will not be permitted
to enter the secure area. A full private search may be the only alternative, however this
may not be offered.
These measures extends to every age group, or type of traveller including crew and the
exemption for under 18s that was in place has now been removed. Members of the public
who have refused the scan on religious grounds have been banned from flying.
Selection is random, as in all measures implemented by HM Government, airports have to

implement whomever is selected, the AMD (Archway metal detector) would have been
calibrated to alarm a set number of random selectees, it just coincided with this being a
crew member, the airport are then obligated to perform the scan.
A code of practice has been drawn up by the Department of Transport on the use of full
body scanners. Rules for the use of the scanners include:
• Body scanner operators and passengers are separated by a screen
• The images are anonymous and are destroyed after the screening

Eff – 09 AUG 19
• Passengers are chosen to be scanned at random
• Passengers cannot be selected for scanning on the basis of race, ethnic origin, age or
gender
• Passengers have the right to request that they are scanned by members of the same
sex
For any further information relating to body scans please refer to the DFT website or
contact Richard Elson. His details are as follows:
Richard Elson
Safety & Contingency Manager
Crisis Management Support Manager Group Airlines
Thomas Cook Airlines Ltd
Hangar 1, Western Maintenance Area, Runger Lane, Manchester Airport, Manchester M90
5FL
Tel: 00 44 (0)161 498 4770
Mob: 00 44 (0) 7785 381311
Fax: 00 44 (0) 161 498 4777
Email: Richard.elson@thomascook.com

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9.12 Staff Cargo

Current FAA cargo security regulations within the USA prohibit Personal Effects being
tendered for carriage under the staff cargo scheme. The only route for bringing personal
items back to the UK is to use a forwarding agent that is security listed by the FAA.
Please be aware that this process can be lengthy and expensive.
9.13 Correct Completion Of Us Customs Documents

When completing immigration forms for the USA, you should use the local USA address as
specified in the HOTAC section of this manual.
The I95 Crewman's Landing Permit should also have both your home address and USA hotel
address you are going to stay at when first arriving into the USA.
US Immigration Form I-408:
When operating into (working as crew) and subsequently operating out of the US,
immigration form I-408 may be required to be completed.
Therefore forms will be loaded into the documents bag on long haul aircraft.
9.14 Requirement to Convert UK ANO & JAR-FCL 1 & 2 Licences

to EASA Part-FCL
See the CAA Information Notice below regarding the importance of converting UK national
and JAR FCL issued licences to EASA Part-FCL licences.

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9.15 Uniform Regulations

All Flight Crew are responsible for their own appearance, and should consider how others
may perceive their general presentation. Flight Crew are responsible for following the
standards set out in the regulations. New employees will be made aware of the standards of
dress during their Company induction. Employees are responsible for keeping clothing clean
and in good repair.
Old items of uniform can be disposed of, but any logos must be removed beforehand.
Jackets should be cut up ensuring that the rank braiding is damaged before disposal.
Trousers, provided the logos are removed, can be given to charity clothing banks.
A reminder that no item of uniform should be sold.
9.15.1 Ladies Uniform

White Blouse
Only the uniform issue blouse can be worn. It must be tucked into the trousers. The
Company issued tie should be worn at all times when outside of the aircraft or dealing with
customers. In warm weather conditions if the shirt is to be worn without the jacket the
name badge may be pinned onto the left hand side of the blouse. Company issued
epaulettes must be worn with the shirt at all times.
Cardigan / Jumper
Fully button the cardigan. This item must be clean and pressed. Sleeves must stay in line
with the wrist and not rolled up or pushed up the forearm.
Jacket
The jacket is an integral part of the uniform and must be carried at all times. When the
jacket is worn it must be fastened. The collar must not be turned up and the sleeves should
never be rolled up.
Trousers
Must be neatly pressed with a single middle crease running down the trouser length.
Trousers should sit neatly on the shoe and not drag along the floor nor sit on the ankle.
Tie

Eff – 09 AUG 19
Only the company issue tie is permitted. Oversized tie knots are not permitted. A gold or
silver tie clip may be worn but this is not supplied. The tie must be worn when dealing with
customers.
9.15.2 Male Uniform

White Shirt
Only the uniform issue shirt can be worn. It must be tucked into the trousers. The Company
issued tie should be worn at all times when outside of the aircraft or dealing with
customers. In warm weather conditions if the shirt is to be worn without the jacket the
name badge may be pinned onto the left hand side of the shirt. Company issued epaulettes
must be worn with the shirt at all times.
Cardigan / Jumper / Tank-Top
Fully button the cardigan. These items must be clean and pressed. Sleeves (except Tank-
Top) must stay in line with the wrist and not rolled up or pushed up the forearm.
Jacket
The jacket is an integral part of the uniform and must be carried at all times. When the
jacket is worn it must be fastened. The collar must not be turned up and the sleeves should
never be rolled up.
Trousers
Trousers must be worn with the company issue belt. Visible braces must not be worn. Must
be neatly pressed with a single middle crease running down the trouser length. Trousers
should sit neatly on the shoe and not drag along the floor nor sit on the ankle.
Tie
Only the company issue tie is permitted. Oversized tie knots are not permitted. A gold or
silver tie clip may be worn but this is not supplied. The tie must be worn when dealing with
customers.
9.15.3 Accessories
Name Badge

Eff – 09 AUG 19
The name badge should be pinned directly onto the uniform jacket centrally, just below the
wings.
Wings
Flight Crew wings should be pinned through the holes provided on the jacket breast pocket.
Overcoat
Individuals can choose to wear the overcoat, it is not necessary for everyone to wear it at
the same time. The overcoat cannot be worn in place of the Jacket.
Gloves
Only the company issue gloves can be worn and they are to be worn with the coat or jacket.
Woollen Scarf
Only the company issue scarf is to be worn and can be worn with the jacket or overcoat.
Hi-Visibility Jacket
A Thomas Cook Hi-Visibility jacket must be worn whilst on the apron airside and must
always be worn fastened together.
Badges
Only Company supplied badges may be worn on the uniform jacket.
Suitcases (not supplied)
Plain style hard shell suitcases are recommended. They must be in a plain conservative
colour, in keeping with the uniform. Suitcases should have a maximum weight of 20kg per
person and must be hold loaded. They must have a crew label attached and no other
stickers or adornments. Individual airline luggage restrictions may apply.
9.15.4 Grooming
Hair
Hair must always be clean, neat and well groomed, in a style that promotes a professional,
business-like appearance and complements the uniform. Fashionable styles are permitted,

Eff – 09 AUG 19
extremes should be avoided. Current trends and fashions may not conform to uniform
appearance and those styles must be altered before reporting for work. Hair must look
clean and healthy at all times. All styles must ensure a smoke hood can be correctly fitted.
Accessories must be of a plain design and match your hair colour.
Turbans
Turbans must be plain navy or black fabric in a traditional style.
Tinted/highlighted Hair
It is acceptable to tint, highlight or lowlight your hair colour. The colour of the tint should be
natural and compliment your own hair colour and skin tone. Highlights or lowlights should
not be obvious and applied evenly to the whole head. Two tone hair is not acceptable.
Natural roots should not be visible.
Hairpieces/wigs
These are not normally permitted but we understand that sometimes they may be
necessary. Please consult your line manager.
Jewellery
Jewellery should be modest, discreet and must not detract from the professional
appearance of the uniform. Its shape, form, size, colour and composition must be in keeping
with the desired Company image. Jewellery must not impede the duties of the crewmember
and there must be no danger of injury being caused as a result of the wearing of jewellery.
Dental jewellery is not permitted. Visible piercings (other than earrings – see below) and
tongue piercings are not permitted and must be removed when wearing the uniform.
Expensive jewellery should not be worn whilst on company time (either on board or whilst
down route). The Company accepts no liability for loss of these items.
Earrings
No visible piercings other than one stud earring per earlobe (ladies only) and no larger than
the earlobe. Gold, silver, pearl, diamond or diamanté in appearance only. Earlobe stretching
is not permitted.
Rings
Only 1 per hand on any of the last 3 fingers. A wedding set consisting of engagement,
eternity and wedding ring is classed as one. Rings on thumb or index/fore fingers are not
permitted.
Spectacles and Contact Lenses

Eff – 09 AUG 19
Spectacles and contact lenses may be worn in accordance with CAA medical guidelines.
Shoes
Shoes should be a robust shoe with a structure that affords some protection for the foot
and be either a plain black leather or black leather look shoe. They may have stitching on
them that is necessary to the make-up of the shoe; however, this does not include stitching
that is provided purely for patterning. The shoes must be in keeping with the style of the
uniform and must project a professional and business-like appearance. Shoes must be clean,
polished and maintained in a good state of repair at all times.
Tattoos
Tattoos must never been seen through the uniform shirt or blouse. Tattoos on legs, ankles
and feet should not be visible through hosiery.
Hand and fingernails
Take care to ensure that your hands and fingernails are clean and well looked after.
Excessively long nails are not permitted. If nail polish is worn it should be in a shade that
complements your lipstick colour. Loud or gaudy colours e.g. shocking pink, yellow, green
black, blue or any glitter nail polishes are not permitted.
Hosiery / Socks
Socks must be plain black or navy. Visible hosiery should be a plain colour to complement
the uniform.
Make-up
Make-up, if worn should complement both skin tone and the overall look of the uniform
must be applied. Ensure that a professional business –like appearance is achieved.
Miscellaneous
Positioning / Ground Training
The following items are not permitted:
• Shorts/miniskirts /mini dresses
• Flip flops
• Tracksuits

Eff – 09 AUG 19
• Low cut tops or bare midriff
• Combat/camouflage
• Running trainers or gymwear
• Ugg or Ugg style Boots
• Leggings
• Clothing with obscene or offensive logos
• Ripped jeans
Alcohol & Smoking in Uniform
Drinking alcohol whilst in uniform and in public is prohibited. Whenever a Crew Member is
in uniform he shall be aware that the public image of him will be as a Company employee
and must ensure he behaves in a manner that will not bring the Company into disrepute.
Smoking whilst in uniform is only allowed in designated smoking areas away from public
view.
Hot Weather Conditions
In hot weather conditions, uniform dress regulations may be relaxed in accordance with
current guidance in the PPP Manual i.e. jacket removed and/or tie removed, provided all
Flight Deck crew are dressed similarly.

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9.16 Cabin Procedures
9.16.1 Flight Crew Drinks

Drinks must always be served to the Flight Crew in insulated cups or double glasses. Care
must be taken when passing drinks to the Flight Crew to ensure they are not passed over
electrical or control panels. This also applies to cutlery, packet sugar and salt, etc.
Water Bottles – a bottle of water can be given to the Flight Crew prior to departure. As
there is a potential fire hazard from sunlight reflecting through the water bottle, Flight Crew
are responsible for ensuring that this is stowed securely for take-off and landing, and kept
out of direct sunlight. Bottles must be removed from the Flight Deck at the end of the flight.
Cabin Crew must ensure that all catering items are removed from the Flight Deck before
take-off and landing.
No alcohol or containers for alcohol may be taken on to the Flight Deck during the flight.
9.16.2 Positioning of Ground Equipment – Steps/Airbridges

When equipment is positioned the ground staff will stop short of the aircraft and leave a
gap of between 1 in (2.5 cm) and 2.5 in (6.5 cm) between the rubber surrounding the top
step/airbridge platform and the aircraft fuselage.
Flight Crew must be advised if the steps/airbridge make any contact with the fuselage so
that any potential damage can be checked immediately or if the procedure is not being
followed so that this can be reported.
At some airports airbridges must make contact with the aircraft to allow auto-level system
to function in order to be positioned correctly. Airbridge operators at these airports have
been instructed to position the airbridge so that it only ‘lightly’ touches the aircraft.
At these locations Flight Crew must be advised if the airbridge makes any ‘heavy’ contact
with the fuselage, i.e. when crew noticeably feel the airbridge touching the aircraft, so that
any potential damage can be checked immediately and reported.
Catering vehicles are accepted to use the most aft rear doors on either left or right hand
side of the aircraft. The positioning of steps to these doors for longhaul aircraft is not
permitted.
9.16.3 Airbridge Boarding

An airbridge is equipped with a fire detection system, and also a buzzer which sounds when
the auto-levelling device fails.

Eff – 09 AUG 19
In the event of an alert sounding from either system, or if an outward opening aircraft door
comes into contact with the floor of an airbridge, passenger boarding must be stopped. If
Ground Staff are not present, Cabin Crew must ask the Flight Crew or Ground Engineer to
locate the Aircraft Dispatcher. If necessary a crew member should be instructed to locate
the Dispatcher.
Note: In the unlikely event of a fire occurring on the airbridge, it will be necessary to
evacuate the passengers from the opposite side, or the rear of the aircraft.
9.16.4 High Visibility Waistcoats

High Visibility (Hi-Viz) clothing must be worn by all personnel airside, in the UK or
downroute, when walking on the tarmac.
Fluorescent waistcoats are issued to all Crew for this purpose. As each airport has variations
to the requirements, the following Company procedures should be used to ensure
compliance with airport regulations. Hi-Viz jackets should not only be worn, but also
fastened up.
The use of Ear Defenders is also required for any task that requires an individual to be within
the aircraft vicinity for an extended period of time. Walking to or from an aircraft is not
considered an extended period of time.
• Crew walking via an airbridge to and from the aircraft: It is not necessary to wear a
Hi-viz waistcoat.
• Crew walking across the tarmac to and from the aircraft: A Hi-viz waistcoat should be
worn:
o When leaving the terminal to walk across the tarmac to the aircraft and
removed once on board the aircraft.
o When disembarking the aircraft and removed once inside the terminal
building.
• Crew using transport to and from the crew room to the aircraft:
A Hi-viz waistcoat should be worn:
• When leaving the crew room and removed once on board the aircraft.
When disembarking the aircraft and can be removed once • landside (through
security).
All other times when on the apron:

Eff – 09 AUG 19
• A Hi-viz waistcoat must be worn at all times when on the apron, both in the UK and
downroute.
• Hi-viz waistcoats should not be worn when in public areas of the terminal building.
Airport authorities will make checks to ensure that these requirements are being met.
9.16.5 Crew – Boarding and Disembarking

To ensure the safety of all crew, the following boarding/disembarking procedures must be
used.
If the aircraft is parked with:
• An airbridge with integral metal steps and staircase in the gate area – the staircase in
the gate area should be used.
• An airbridge with integral metal steps and passenger steps at another door – the
passenger steps should be used.
• A combination of passenger steps and mobile engineering steps – the passenger

steps should be used.
• Integral metal airbridge steps or mobile engineering steps – a maximum of two crew
at a time may be on these types of steps.
9.16.6 Airbridge Steps

Should it be necessary to use these steps, beware of the following:
• Carrying too many bags can prevent proper use of the hand rails and cause loss of
balance.
• Wet, icy or slippery steps present obvious danger.
• Narrow heels can become caught in the ‘open mesh’ type of step, causing the
wearer to fall.
9.16.7 Aircraft Steps

Crew must ensure that aircraft steps are properly positioned before allowing passengers to
use them. The door operator must check the following:
• That the gap between the step/airbridge platform and the fuselage is not excessive.
• The height of the steps/airbridge does not create an issue for passengers/crew
boarding or disembarking.

Eff – 09 AUG 19
• That side rails of steps are correctly positioned as close to the
• aircraft as possible without touching the fuselage or exposing the users to the risk of
falling.
• Steps are monitored for change during boarding/disembarking, which may require
the process to be stopped whilst the steps are repositioned.
Where steps or side safety rails are found to be positioned incorrectly, ground staff must be
contacted to reposition them. Crew are not to take responsibility for the movement of the
side safety rails.
As passengers disembark, the weight of the aircraft decreases. This causes the aircraft to
rise. Cabin Crew should monitor the height of the step outside a door and stop
disembarkation if the step becomes too steep.
9.16.8 Exterior Opening of Aircraft Doors

If Cabin Crew arrive at an aircraft that is ‘closed up’; they should immediately contact
operations in Manchester to ensure that engineers are advised promptly that the aircraft
needs to be opened. A Flight Report should be completed to advise that the aircraft was not
opened for crew boarding.
Flight Crew can when necessary, e.g. where there is no engineering cover available to open
the aircraft, continue to open the doors using the exterior controls.
Cabin Crew are not permitted to open aircraft doors from the outside. Only Flight Crew,
engineers, authorised ground staff and other authorised personnel, e.g. caterers, can
operate doors using the external controls and must exercise caution throughout the
process, particularly when operating doors from steps.
The following procedure should be followed with steps fitted:
• Do not attempt to use the steps if contaminated with water, ice or snow until
conditions are deemed “safe”.
• Only one Flight Crew member should be on the platform as the door is being
opened.
• Bags are not permitted on the platform area as the door is being opened; ensure any
FOD is removed from the area before operating the exterior controls.
• Side guard railings must only be moved by Ground Handlers or other authorised
personnel, e.g. engineers.
• Where necessary, the Ground Handler (or other authorised person) should adjust
the guard rail to allow the door to be manoeuvred to the fully open position.

Eff – 09 AUG 19
The Ground Handler (or other authorised person) must ensure the railings are
positioned correctly to prevent falls, before any additional crew members step onto
the boarding platform.•
Note: Crew should not access aircraft unless the guard-rails are correctly positioned.
9.16.9 Ground Staff Door Operation

Only ground staff who have received the appropriate training are permitted to open aircraft
doors.
However, if Flight Crew, Cabin Crew or Engineers are onboard; ground staff are instructed to
ask them to open the doors.
9.16.10 Ambulifts/Catering Vehicles

Crew must not board an ambulift or high-loader catering vehicle at any time.
Cabin Shoes
Flat shoes must be worn during take-off and landing to avoid damage to the slides should an
evacuation be necessary.
Female Cabin Crew must change into their cabin shoes on the aircraft, prior to passenger
boarding. These should be worn until crew disembarkation at the end of the flight.
9.16.11 Crew Change with Passengers on Board

When completing a crew change with passengers on-board, the Cabin Crew should
physically hand over to their counterpart. The on-coming crew are responsible for transit
security searches including a head count.
9.16.12 Prep Crews

A Prep Crew may prepare an aircraft for service, including completing emergency
equipment checks and routine security searches prior to the operating crew arriving,
provided this is noted on the Flight Brief Envelope.
This situation could arise due to:
• A delay when the first crew are going ‘out of hours’ and a new crew have been called
out to operate the flight.
• Aircraft change down-route when one aircraft lands a period of time before the
other aircraft. It is permitted to prepare and board the passengers providing this is
noted on the Flight Brief Envelope.

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In both cases, the ‘Crew Change with Passengers on Board’ procedure must be adhered to.
9.16.13 Responsibility for Passengers

Whilst the passengers are standing on the steps or inside the aircraft the Cabin Crew are
responsible for them. Ground Staff are responsible for the passengers whilst they are on the
tarmac or on an airbridge.
9.16.14 Passenger Boarding

• During Passenger boarding Cabin Crew are responsible for:
• Monitoring passengers for unusual behaviour.
• Ensuring passengers appear medically fit to fly.
• Ensuring infants are seated where an extra oxygen mask is available.
• Ensuring hand luggage is placed in approved stowages.
• Ensuring ABPs are suitable and seated in accordance with aircraft type.
• To ensure all passengers are aware of Safety Requirements, during boarding the
designated crew member should make three boarding announcements (see PA
Booklet – Boarding Announcement). The announcements must be made at the start
of boarding, once half the passengers have boarded and once the last passengers are
on board, prior to closing the aircraft door/s. If necessary the SCCM must liaise with
the designated crew member regarding the timings.
Damage to Crew Seats and Slide Bustles
To prevent damage, no one is permitted to sit or place their feet on the slide bustles or crew
seats. Crew seats must not be used by passengers in flight without good reason e.g.
medical/safety related reasons/service recovery.
9.16.15 Cabin Crew Controlled Rest During Flight

Prior to any duty, it is the responsibility of individual Cabin Crew members to ensure that
they have made every effort to arrive fully rested and fit for their maximum possible flight
duty period.
Although crew members should stay alert at all times during flight, there may be occasions,
when individuals feel an overwhelming urge to sleep. Provided this is during a low workload
time in a flight, e.g. the main service has been completed, or when passengers are sleeping,
then a controlled rest procedure can be used.

Eff – 09 AUG 19
Controlled rest should be used in conjunction with other on-board fatigue management
countermeasures such as balanced eating and drinking and physical exercise, e.g. patrolling
the cabin.
Controlled rest may be taken subject to the following conditions:
The minimum number of Cabin Crew to remain active on each aircraft type is as follows:
Controlled rest can be taken on Cabin Crew jump seats located out of view of passengers or
on Flight Deck observer seats. The permission of the Captain must be sought before using
Flight Deck seats.
The SCCM should give permission for controlled rest periods to be taken; they are
responsible for co-ordinating and allocating rest periods and ensuring that when they are
resting themselves, the Aft Left Crew member (4L or 5L B753) deputises for them.
The Flight Crew must be advised of the name of the active Senior Cabin Crew Member.
A330 5
B753 4
A321 3
The active Cabin Crew must continue to patrol the cabin and check toilet areas as per
standard, with at least one Cabin Crew member remaining in the vicinity of the Flight Deck
at all times to monitor the Flight Deck door (two in the forward cabin of the A330).
The rest period should be no longer than 30 minutes. However, the Cabin Manager on the
day should decide how long can be allocated for rest periods, up to the 30 minutes
maximum, taking into consideration the circumstances of the individual flight.
In the event that an emergency situation develops during a controlled rest period, crew
should return to duty as soon as is practicable. Consideration should be given that crew
returning from rest may be suffering the effects of sleep inertia and may not immediately be
fully alert.
At the end of a rest period, individual Cabin Crew members must check their grooming
before resuming duties. On resuming duties, crew member(s) must be briefed on any issues
that may have occurred while they were resting.

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Controlled rest periods should terminate at least one hour prior to estimated time of
arrival.
9.16.16 Flight Deck Door Training Requirements for Cabin Crew

EASA Regulations require Cabin Crew to operate the flight deck door in both normal and
emergency mode every 3 years. Cabin Crew may either have been required to demonstrate
compliance on Door Training Device (if available) or in the aircraft itself.
9.16.16.1 Training Requirements/Procedures

SEP trainers have been provided with a copy of the letter shown below to liaise with Flight
Crew when this training is being conducted (the SEP trainer will supervise the training and
liaise as required with the commander). Flight Deck Crew assistance is much appreciated
when this occurs.

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9.17 Training Information
9.17.1 Competency Based Grading Methodology and PAS Reporting

Grades will be removed from technical items required to pass a simulator check or
evaluation. Grades will now be moved purely onto the pilot competencies. Technical items
will simply be passed at first attempt, passed on repeat, passed at second attempt or failed.
Also other terminology you may see, e.g. LOE, will be competent, retrained to competency,
or competency not demonstrated. You will see an explanation below and an example of a
new training report form at the foot of this notice.
One of the key benefits of this change is to remove the focus from any individual
manoeuvre that didn’t go as well as it could have, but was still safe and acceptable. For
example, take an EFATO where perhaps trimming wasn’t as good as could be leading to
some instability, maybe the item was even repeated or retested. Previously, the TRE may
reduce the grade on this technical item in isolation and the trainee and trainer focus on this
item and that grade may appear to affect the overview of what was an otherwise good
check when viewed in the round.
Moving to a competency based grading system, this would come under Aircraft Flight Path
Management – Manual Control, and it may now be viewed in the round with other data. If
manual handling was otherwise good except for this one item, then the grade would more
likely remain high, the trimming issue and repeat or retest only one piece of information
leading to an overall assessment of manual handling skills.
By looking holistically overall performance in this manner: it will help you identify which
areas may need attention; it helps the trainer grade more fairly and provide relevant
training input; it also helps training management provide appropriate support as well as
make more sound decisions on your progress, preparedness for progression and offer
suitable developmental input; it also helps high level monitoring and data mining on fleet
and rank overall performance and help direct strategic fleet, rank or company-wide training
interventions.
An additional benefit is to make completion of training reports simpler and less time
consuming for training captains.
Competencies
Competencies will be graded 1-5 with the same word guidance on what each grade
represents as defined in OM Part D. As a reminder the competencies that will be evaluated
are (note that these are now additionally broken into 3 sections, Operation, Management
and Team to help focus on specific areas of competency).
Our competencies are available on the briefing room walls in Woodford, in the lockers in
LGW and of course the OM part D. They are also attached to this notice as a reminder.

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Operation (Overall technical aspect of operating the aircraft)

Aircraft Flight Path Management, Manual Control
Aircraft Flight Path Management, Automation
Knowledge
Application of Procedures
Management (Overall Management skills relevant to the flight or situation)
Workload Management
Problem Solving and Decision Making
Situational Awareness
Team (Overall Team skills relevant to the flight or situation)
Leadership and Teamwork
Communication
Commercial Awareness (remains for Line checks)
The evaluation and form is then divided into the key partitions of a check to help simplify
and give guidance on the key components (note guidance comments in brackets for each
heading). The attached example is an LPC/OPC, you will see the check divided up into:
• Proficiency Items – Mandatory items required to pass the check.
• LVO – Mandatory to remain LVO qualified.
• 3 Normal and Abnormal Systems – Minimum legally required items for LPC
completion, selected in a Drop Down Menu by the TRE.
• 3 Abnormal and Emergency systems or manoeuvres – Minimum legally required
items for LPC completion, selected in a Drop Down Menu by the TRE.
• Additional company specific training items – These are for 3 year rolling cycle
tracking and training items for operational need or to satisfy a separate approval or
need. E.g. RNPAR, PRM etc. This area is pre-populated by the Training Manager prior
to the check.
For First Officers, the command assessment grading is now on this grading sheet. The grades
of 1-5 remain. There is also the ability for the trainer to make it clear whether the First
Officer Development detail had been completed, or not.
Technical items required to pass a test or evaluation will simply read (with colour co-
ordination):
• Passed at First Attempt

• Passed on Repeat
• Passed at Second Attempt
• Failed
• N/A or Incomplete
For an LOE the following items will be used with 3 grading areas:
• Competent

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• Retrained to competency
• Competency not demonstrated
For anything other than Passed at First Attempt or incomplete, another drop down menu to
the right appears for trainers to indicate the root cause competency that led to this item
requiring a repeat or being unsuccessful on the first attempt, then an optional text box in
case the TRE wishes to record any comments relevant to specific item.
If everything is passed at first attempt, the training may tick the box and it will mark
everything as passed at first attempt, thus saving the trainer some time.
All other aspects of the form and the relevant tabs remain effectively the same, e.g. the
narrative/report etc.
A similar methodology will be applied to an LOE and the relevant form. The terminology is
slightly different though and the term competency is used as opposed to pass or fail.
Line check forms will continue to grade technical items. However, the same change has
been made with regard to the competency grading layout. Commercial awareness remains
for a Line Check.
Guidance on grading
• Grade 5 Very Good – Demonstrated competency or specific skills were excellent, well
above average and truly noteworthy. A level 5 should be used when the performance
could be used as an exemplar performance for fellow pilots.
• Grade 4 Good – Demonstrated competency or specific skills were to a good and

generally above average standard. The candidate showed a good working knowledge
or all round skill with little criticism or corrective action necessary.
• Grade 3 Satisfactory – Demonstrated competency or specific skills were to a

satisfactory and this grade represents a fleet average standard.
• Grade 2 Minimum Acceptable – Demonstrated competency or specific skills were
below average and to the minimum acceptable standard. Operates safely, but shows
some lack of knowledge or low skills in non-critical areas. Improvement required in
the areas highlighted in the narrative.
• Grade 1 Unsatisfactory – The candidate did not reach the required standard for the
manoeuvre or skill or competency and there may have been safety implications. A
Grade 1 on any training form means that the check or test is marked as a partial pass
or fail. Management review and Retraining is usually required followed by a further
assessment.

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You will be graded in your current operating role, so your overall grades indicate your
observed performance in your current rank. So if you are a grade of 5, this does not
necessarily mean you are ready for a command, but that you are a highly effective in your
FO role.
If you are an FO, your preparedness to make a transition to a command and indeed the
command development detail, will be evaluated and graded separate to these ‘in role’
grades. This will also be marked 1-5. So, whilst unlikely, you could theoretically receive high
grades in your role as an FO, but still receive lower grades for command readiness.
However, has always been defined, Co-pilots seeking command consideration and
recommendation should be capable of achieving mainly Grade 4 with the some grade 3
(Grade 5 is not essential for command recommendation).
Trainees should anticipate Grade 2 when new to a role. New Commanders may well be
assessed as Grade 2 in some areas. Similarly new and inexperienced co-pilots may well be
awarded Grade 2. More experienced candidates should be achieving predominantly Grade 3
or better.
The command readiness evaluation should always be made, regardless of time on type,
flying hours or time in the company. Even if the command development detail was not
completed during the detail, an assessment should still be made as a degree of command
potential should almost always be evident. This helps the Command Review Board make
objective decisions, monitor the progress of each pilot and recommend developmental
support if required.
If an item is unsuccessful at the first attempt, this will merely contribute to the overall
assessment of the relevant competency or competencies. If the item is much better on
repeat or retest, then this may of course help the overall assessment. But again, the check
must be looked at holistically, so the initial problem cannot be forgotten when making the
overall assessment on the relevant competency or competencies.

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9.17.2 Temporary License and CAA Licensing

Temporary Licences
The CAA permit an ATO to issue a Form SRG 1100 or ‘Temporary Licences’. This concession
allows a pilot to immediately exercise the privileges of the rating (fly) prior to CAA Licensing
action. This may be used for the Issue of a Type Rating (new), Revalidation or Renewal of a
Type Rating (where CAA licencing action is required).
Please Note:
• The Temporary License is valid for just 8 weeks from the date of the LST or LPC. This
8 week period is a regulatory limitation defined in part FCL and neither Thomas Cook
nor the CAA can extend.
• The Pilot can only exercise the privileges of the rating (fly) if their medical certificate
remains valid.

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• The Pilot must carry the original temporary licence with them at all times when
operating.
• It is the Pilot’s ultimate responsibility to ensure that the rating is issued within the 8
weeks and must not operate without valid qualifications.
• CAA turnaround times can reach 5 weeks and they close for two weeks at Christmas.
An automatic reminder may be sent from PAS to the Pilot’s Thomas Cook email address
before the expiry but this cannot be relied upon and there will be no extension beyond 8
weeks available. If the rating has not formally been issued by the CAA before the 8 week
period expires, then the Pilot cannot exercise the privileges of their rating and must be
removed from duties.
Whilst the company will strive to oversee temporary licences and remove a pilot from duties
should a certificate expire before rating issuance, each pilot must take responsibility for
monitoring this and Inform us at least 1 week prior to temporary licence expiry if the
rating/licence has not yet been issued.
CAA Licensing Action
Once the simulator training has been completed (including ZFT sim if required), the Pilot can
apply by the post or attend in person using the same day service. The same day service
needs to be pre booked from 11th Dec 2017 on telephone 0330 022 1922. (Note the
Licensing Desk is closed until 11th Dec).
The CAA allow just one application per person unless Thomas Cook has made prior
arrangements. Martin Bugler or Simon Metcalfe can make these arrangements, if
requested.
The CAA Require:
1. Copy of SRG1100 – Temporary License - completed by TRE
2. Copy of SRG1119 (a) or (c) – Application for Rating - completed by pilot
a. SRG1119 (a) for Initial Issue (signed at page 3)
b. SRG1119 (b) for Renewal (signed at page 3)
3. Copy of SRG2199– Examiners Report - completed by TRE
4. Copy of License – Countersigned, (see SRG1119F guidance - CAA now except TRE as certifier)
5. Copy of Course Completion Certificate
a. If initial type rating training completed by external supplier, two certificate required,

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i. Course Completion Certificate from External Supplier (e.g. IAGO/Airbus)
ii. Course Completion Certificate from Thomas Cook
b. if initial type rating completed internally,
i. Course Completion Certificate from Thomas Cook
c. If renewal of type rating
i. Certificate of Training Completion
If you have any questions or require any further clarification, please contact the Training Team.
9.17.3 CAA e-Licensing

To register you need to click on this link and follow the instructions in CAP 1525, eLicensing
Candidate Guide.
http://www.caa.co.uk/Commercial-industry/Pilotlicences/Applications/Licences/About-
eLicensing/
Step 1:
Please ensure that you use your Thomas Cook email address as this will become important
as an Approved Training Organisation (ATO) if we are to apply for a rating on your behalf. If
you use this address then we will be able to pay for your rating.
You will be required to upload good quality scans of your Driving Licence or Passport or
Identity Card (EC/EEA/National Identity Card)
Step 2:
Once registered and approved then you can complete your e-Licensing registration. You will
need to specify Thomas Cook Airlines as the ATO that you are affiliated to. TCX ATO will then
approve the request for membership. This will allow us to make applications on your behalf.
Applying for a Rating When applying for a rating you will have to provide a certified copy of
your ID as well as your current licence. If your ID is not yet certified or out of expiry on the
CAA system please could you ask the TRE who conducts your Licence Skills Test to certify
both your ID and a copy of your current licence.

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10 Crew Welfare Brief
The following summary contains health and safety information you may require for any
destinations that we visit.
Please ensure that you check the brief regularly as destination information changes on a
regular basis as well as specific health and safety requirements.
Pre-flight briefings should encompass any relevant information that crew may require
during their stop-over.
If you have any concerns or questions please contact your RCCM/ CCM or Flight Crew
Manager at your earliest opportunity.
10.1 General Issues
10.1.1 Swimming Risks at Overseas Destinations

Crews are reminded that swimming at some of our overseas destinations is not without risk.
The severe injury to one of our colleagues in Cancun in 2007, and a number of drownings on
the beaches of Goa, should serve as a warning of the hidden dangers that exist in some of
these places. Often, there are no lifeguards or safety boats in place.
If you are down route and want to go swimming, we strongly recommend that you use the
hotel pools. If you still decide that you would like to swim in the sea, then please take
extreme care, especially if you are not a strong swimmer.
10.1.2 Delay Situations at All-inclusive Hotels

Should the situation arise where a delayed crew arrives at a compulsory all-inclusive resort
(e.g. CCC) and they will spend 15 hours or less in the hotel, the following procedure should
be followed:
On arrival in resort, the Captain should liaise with the front desk and contact Crewing to
advise them of the situation. Crewing will then contact the hotel directly and ensure that
provision is in place to ensure that the crew's all-inclusive charges are met by the Company.
10.1.3 Baggage Transportation – SSH

A crew member has recently been injured by a bag, which was being carried inside the
transport at SSH, moving during some firm braking. If the transport had been moving faster
or the braking much harder than the injury could have been significantly worse.
Therefore the Company position is that all luggage, except for small personal items that can
be stored under your seat, MUST be transported on the roof of the vehicle.

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The hotel has provided manpower to handle the luggage onto the roof, so you will not be
required to assist.
If any crew member signs a disclaimer (provided by the hotel) and agrees to have the
luggage carried inside the bus, then they are increasing the likelihood of injuries occurring
and they are personally assuming all legal liability, as this is contravening the Company
position.
This procedure has been reviewed and authorised by both Health and Safety and Security.
10.1.4 Smoking in Non-smoking Rooms

HOTAC have received an exceptional number of hotel reports regarding smoking in non-
smoking rooms that have been allocated to crew. In these instances the Company have
been charged to deep clean each room affected and the occupants of these rooms have
repaid this charge to the Company.
Charges potentially apply in any hotel but for instance all contracted hotels in Canada have
introduced a minimum charge of $250 CA (approximately £165) for anyone caught smoking
in a non-smoking room, which is payable by the crew member concerned. All Canadian
destination briefs have been updated with this information.
Company policy is to request non-smoking rooms in advance, however, this request can be
changed by the crew at time of check-in at the hotel, provided smoking rooms are available.
For all destinations please check when entering your allocated non-smoking room for the
first time that the room does not smell of cigarette smoke. If it does, or there is any other
indication that someone has been smoking in the room, then please bring this to the
attention of the hotel front desk or manager immediately.
10.2 Protecting Our People
10.2.1 General Personal Safety and Security Awareness When Travelling

Introduction
This policy contains guidance on how to reduce your personnel safety and security risks
when travelling on company business both in the UK and Worldwide; further information
will be provided by your manager for specific destinations where a higher risk has been
identified. These guidelines have been prepared to ensure that all business travel is
conducted as safely and as securely as reasonably practicable. It is incumbent upon all
personnel to ensure they are aware of and comply with all local laws when travelling and be
mindful of sensibilities and etiquette.

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Safe and secure travel is a joint responsibility of you and the company, and these guidelines
are designed to provide practical information to you and your manager on how to achieve
this.
It is important to point out that the vast majority of travel is conducted safely and without
incident. The advice provided in this policy is largely based upon common sense procedures,
which are designed to ensure that you continue to travel safely while on company business.
Applicable to all Thomas Cook Airlines personnel travelling while on company business.
Operating crew will find further guidance in the OM B Safety and Survival Manual.
Itinerary
An itinerary must be prepared for your trip, this should include details of your journey such
as flight numbers and routes, hotel details and pre-booked local transport details. The
itinerary should include contact details of people you are planning on meeting including
dates and times. For Operating or positioning flight crew your roster is your itinerary.
You must discuss the itinerary with your manager and leave a copy with them.
It is advisable to leave a copy of your itinerary with your family including how they can
contact your line manager and operations control if they have any concerns about your
welfare.
Insurance and emergencies

You must take with you details of your Thomas Cook Airlines insurance, available from HR,
and be familiar with how it can be used to help you in a medical emergency. It is also a good
idea to save the insurance emergency contact numbers onto your mobile phone if you have
one.
You must take with you details of how to contact your line manager and operations control
in case of an emergency. Ensure that you know how to contact local emergency services.
Another good idea which may help is to store the word “ICE” in your mobile phone address
book, and against it enter the number of the person you would want to be contacted “In
Case of Emergency”.
10.2.2 Travel Advice Guidance

General Considerations
• The guiding principle of safe travel is to maintain a low profile.

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• Do not draw attention to your employment or position and avoid loose talk about
company affairs.
• Keep a small supply of local currency to hand at all times.
• Carry the telephone number and address of our local agent and/or your hotel with
you.
• Never accept a package from someone else.
• Be well informed about the risks in the country you are visiting.
• Understand the country's local customs and other idiosyncrasies.
• Always ensure you have the correct travel documentation such as visas and valid
passports, with at least 6 months to run before expiry.
• Avoid conspicuous expensive luggage, which may attract the attention of criminals.
• Retain in your hand baggage or on your person all personal documentation, visas,
insurance information, specialist personal medical supplies.
• It must be borne in mind that luggage might well be inspected, so ensure that items
which might cause offence are left behind.
• Should you be a witness to an incident or accident, do not get involved withdraw and
make your way to a safe location.
Do not accept the hospitality or assistance of strangers at any airport or destination.•
Ground Transport
• If possible book ground transport in advance.
• If you have to book your own ground transport locally, try to do this with our local
agent or through your hotel reception or the airport information desk.
• Do not use unofficial taxis such as those provided by people approaching you in an
airport arrival hall.
• If you have any doubts about the safety and security of a taxi/ground transport or
person collecting you, do not use the transport provided.
• If you have commenced on a journey and become concerned about the

roadworthiness of the vehicle or the driving ability of the driver insist that the
vehicle stops if possible in a public place, and get out of the vehicle. If the driver

Eff – 09 AUG 19
refuses to stop, use a mobile (if you have one) to call the police and alert other
drivers by waving/shouting out of the window.
• Unless the cab is metered, agree the price in advance.
• When booking a taxi or minicab in advance, ask for the driver's name, as well as the
make and colour of the car.
• Confirm the driver's details when they arrive – is it the taxi or minicab you ordered?
• If you are ordering a cab from a public place, try not to let people overhear your
name and address – anyone could pretend to be your cab.
• Sit in the back of the taxi.
If you chat to the driver, be careful not to give out any personal details.•
Never use taxis or minicabs that are not licensed. If you do, you are getting into a vehicle
that is uninsured and with an unauthorised driver. Many people, who have used these cabs,
have been the victims of crimes, such as theft, assault and rape.
Driving
If you drive on company business (excluding your journey to and from your home and your
regular place of work) then you must adhere to the company driving policies as published by
Group HR.
Hotels
Hotels should be booked in accordance with the Thomas Cook Airlines travel policy. If for
any reason a hotel has to be booked locally due to last minute changes, book a reputable
hotel that is preferably part of an international chain. Use our local agent where available,
or a government tourist office, to assist you in your choice of hotel.
In the event of a delay where crew end up with 15 hours or less in a compulsory AI hotel,
the Captain should contact Crewing on arrival at the Hotel or via ACARS who will then fax/e-
mail the Hotel to advise that their AI charges for that day only should be charged to TCX.
• Do not leave baggage unattended at any time.
• Do not let anyone overhear your room number.
• On entering your room check thoroughly (bathroom, under beds, wardrobe, behind
curtains) keep door open whilst checking.
• If possible complete room check with another Thomas Cook Airlines employee
present.

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• Check fire procedures and where nearest “Emergency Exits” are located and walk at
least one of the escape routes.
• Check your window/s as a means of escape if necessary.
• Always lock your door and use the security chain or deadlock (if fitted).
• Ensure door viewing lens is correct way round (if fitted).
• When answering hotel room phone, always wait for the other person to speak first.
• Do not open your door without checking through the spy hole or, if no spy hole is
present, determining who is at the door before opening it. Use the security chain (if
fitted) and ask to see ID.
• For valuable items, use as a first choice a safe at the hotel reception, where a receipt
should be issued. If not available, use as a second choice a safe in your room if
available.
• Keep your room key by your bed when sleeping, to ensure that it is accessible at all
times in case of an evacuation.
• Hotel staff are notoriously indiscreet, so maintain a low profile and do not take them
into your confidence.
• Never discuss personal information, your itinerary, or your modes of transportation

within earshot of unknown people.
• Ground floor rooms are easier to burgle, so try to secure a room above the ground
floor.
• Make a mental plan of what you would do and where you would go in the event of
an emergency.
• Be wary of any chance meeting and certainly any that could lead to your
compromise including any casual relationships.
• Be aware of wet or slippery floor surfaces – hotels overseas will not necessarily use
warning signs. When carrying baggage or other items while ascending/descending
slippery surfaces or steps, ensure you have one hand free to hold a bannister, or ask
for assistance from the hotel.
• If you do have to go out alone, then it is safer in daylight, or by using well lit main
streets.
• Always know where you are going and the best and safest route to take. Carry street
maps etc. with you to avoid getting lost.

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• If you are the victim of a mugging or theft, do not resist.
Memorise emergency numbers, know how to use the public telephone systems and
carry the appropriate change, tokens, or cards for phone calls.•
In the Event of a Fire

In your room:
• Leave immediately, keeping low. Close the door behind you.
• Sound the alarm, call reception and warn adjacent rooms.
Leave by nearest exit.•
Hotel Fire Alarm:
If the alarm sounds:
• Pick up your key.
Go to your door and feel the door with the back of your hand.•
Cool Door:
• Open door carefully.
• If the corridor is clear, close your door and make your way to the exit.
• Keep very low in the event of smoke.
Do not use the lift, only stairs if not on ground level. If your exit becomes blocked return
to your room.•
Hot Door/Smoke Filled Corridor:
• Stay in your room.
• Try to inform reception you are trapped and hang a sheet out of the window.
• Close all windows and switch off air conditioning.
• Fill the bath with water and use waste bin to wet the door. Place wet sheets and
towels around the door gaps.
Keep calm, wait for rescue services – unless forced to consider the window as an escape
route.•
Eating and Drinking

• When using bars and restaurants please be aware of the following:

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• It is advisable not to drink local tap water unless you are sure of its quality.
• Do not leave drinks unattended.
• Excessive consumption of alcohol makes you more vulnerable. Only drink alcoholic
beverages in moderation. Remember you are representing Thomas Cook Airlines.
When choosing a restaurant, take advise from your hotel, tourist information offices or
our local agent/representative.•
Being Stopped by Local Police/Authorities

In the unlikely event that you are stopped by the police or other local authorities:
• Ask them to identify themselves.
• Identify yourself by using your passport or driving licence.
• Co-operate by answering questions calmly and politely.
Do not make any abrupt actions. Provide any documentation that you have been asked
for slowly and openly.•
Money/Valuables
Street crime is a risk while travelling in the UK as well as when you are oversees, to help to
protect yourself:
• Do not put yourself at a higher risk by trying to protect your property if threatened.
• Do not display your money, jewellery, cameras or other valuables unnecessarily.
If you need to carry a large sum of money, consider carrying a spare wallet with little
money as a decoy for muggers.•
In the Event of a Serious Incident

• If a bomb or shooting incident occurs, lie flat and do not move until instructed to do
so.
• Follow the instructions of authorities.
• If not directly involved withdraw and return to your hotel or the go to the British
Consulate.
If you require any further information or advice please discuss with your line manager in
the first instance.•
Preventive Medical Advice

For certain oversees destinations vaccinations, inoculations or prophylactic medication may
be required, information on the specific requirements or health precautions required can be

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obtained from your General Practitioner before you travel. Advice can also be found on the
Foreign and Commonwealth Office website or from Thomas Cook Airlines Health Care
provider.
10.2.3 Destination Specific Awareness

The following information will assist all crew in being aware of social and cultural customs
for destinations they may visit. Please read carefully as this will ensure you are fully aware
of any health and safety issues that these differences may identify.
For destination specific information please visit www.fco.gov.uk or www.dh.gov.uk for the
latest updates.
10.3 Medical Advice For Flight Deck And Cabin Crew When Travelling
Abroad
When travelling abroad it is important to remember some aspects of health care, which will
help to prevent you becoming ill when abroad or on your return home.
There is a considerable amount of information on the TCXplorer website in the Library

section/medical in addition to the following details in this tome.
tcxplorer.com / flight crew / library / medical info
If you have any queries relating to health issues, in the first instance contact your Aviation
Medical Examiner (AME) or you can contact the Pilot Welfare Manager or for cabin crew,
contact Cabin Based Supervisors, whom can liaise with the Company Medical Provider for
advice.
10.3.1 Vaccination and Immunisation
It is your responsibility to ensure that all of your basic immunisations are up-to- date, such
as Tetanus, Polio and Hepatitis A and Yellow Fever. These immunisations has a life time
validity, provided the full course has been administered. If you are unsure whether you
have had a full vaccination course or have not had a booster dose within the last 10 years
then consider asking your GP to check your records and or arrange for a booster dose to
be given.
Yellow fever
All vaccination certificates are now valid for life, including older ones with an expiry date on
them. There is no longer any requirement for the revaccination / boosters for yellow fever
after 10 years.

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To find the nearest vaccination centre near to you, check from the following sources:
• Your GP.
• Your local Public Health Department or local Health Board.
• Department of Health website: www.doh.gov.uk .
Foreign and Commonwealth Office: www.fco.gov.uk .•
Other Vaccinations
Vaccination recommendations vary considerably from country to country and also are
frequently changing from time to time within those countries. It is therefore important that
up-to-date advice is sought well before travelling especially to any exotic locations. Check
with your GP or search from the various web-sites listed below.
10.3.2 Meningitis
If you are going to Saudi Arabia and are involved in the Hajj then you must have a valid
certificate to show that you have been immunised against Meningitis. This must be using
the ACWY Vax vaccine. Allow at least 10 days before departure. This vaccine last for 5 years
however if operating the Hajj then you must have a booster dose after three years as the
Saudi authorities do not recognise the five year interval. Your GP should be able to give you
this vaccination, but it will probably need to be ordered so allow enough time.
Do not forget to obtain vaccination/immunisation certificates from the doctor or clinic when
you have your injections.
Keep these certificates safe and take them with you when you travel.
10.3.3 Useful Web Sites
www.fitfortravel.scot.nhs.uk
www.tripprep.com
www.traveldocs.com
Other Useful Sources Of Information

• Foreign and Commonwealth Office www.fco.gov.uk
• British Airways Health Website www.ba.com
• International Association for the assistance of travellers [IAMAT] www.iamat.com
World Health Organisation www.who.int/inf •

Eff – 09 AUG 19
10.3.4 Anti-Malaria Drugs

In circumstances when crew are rostered to an endemic area at very short notice,
commencing a course of Malarone on the day of departure will still give protection
especially if the medication is continued daily while in the endemic area and for 7 days on
return to the UK.
Continuing medication for 7 days following return to the UK is particularly relevant and
should be observed in all circumstances.
10.4 Viruses & Diseases
10.4.1 Malaria
It is most important that you are aware of the facts about this important and potentially
serious disease. The information below should help you to avoid acquiring Malaria and what
to do if you think that you may be suffering from Malaria.
Awareness of risk
Malaria is a common condition in many sub-tropical areas of the world. It is particularly
prevalent in the African, Asian and South American continents.
It is caused by being bitten by mosquitoes. It can be treated if diagnosed promptly. Bites

usually occur between dusk and dawn but bites can occur at any time. The incubation
period is usually between 5–14 days but Malaria can occur over a year after leaving an
infected area. Pregnant women are particularly at risk. The global picture is constantly
changing and it is important that you are informed of the relevant situation in the countries
that you are visiting.
Up-to-date information will be provided by the Company.
Prevention
This is most important. The old adage that ‘prevention is better than cure’ is most apt. You
will be advised before you leave if you need to take ‘anti-malaria’ tablets. You will be
advised which tablets to take. This varies from country to country, and also changes from
time to time. Always get the latest advice. Last year's advice may well be out of date.
Most tablets must be started a week before you leave and must be taken regularly while
abroad. It is extremely important to continue the tablets when you return home. This will be
for a week or for four weeks depending on which type of tablets have been recommended.
Avoiding Bites

Eff – 09 AUG 19
On Arrival in a Malaria Area spray exposed skin and stockings/tights with a suitable repellent
before the aircraft doors are opened. Use a knockdown spray at the time of entering the
crew transport area and your hotel room.
Reduce the Risk of Attracting Mosquitoes

• Wear light coloured clothes with long sleeves and long trousers.
• Avoid thin light-weight materials as the mosquito can bite through.
• Keep clean. Shower frequently. Mosquitoes like sweat!
Avoid scent/after-shave which attract mosquitoes.•
Insect Repellents:
When and Which to Use
Use a repellent at all times but particularly between dusk and dawn. Some mosquitoes bite
during the day, for example those that carry another disease called Dengue Fever.
Insect repellents are available in various forms and concentrations. Many skin preparations
are available, mostly containing di-ethyltoluamide (DEET).
For those allergic to DEET, alternatives include Dimethyl Pthalate (contained in ‘shoo’) or
Eucalyptus oil (contained in ‘Mosiguard’).
Aerosol and pump-spray products are available which are suitable for treating clothing – if
aerosols and pump sprays are used on skin it is best to spray liquid onto your hand and then
rub onto exposed areas.
Liquid, creams, lotions and sticks are designed for skin application.
Products with a lower concentration are usually used on skin and higher concentrations on
clothes.
Using insect repellents safely

Clothes are the best protection – normally only use repellents on the remaining exposed
areas of skin and shirt collars and cuffs and the ankle bottoms of trousers or slacks.
Mosquitoes can bite skin through skin-tight clothes – it is always best to wear loose fitting
garments.
Never use repellents over cuts, wounds, or irritated skin. Don't apply to eyes and mouth,
and apply sparingly around ears. When using sprays do not spray directly onto face; spray
on hands first and then apply to face.
Do not allow young children to handle repellents – they may get them into their eyes. Apply
to your own hands and to the child's skin.

Eff – 09 AUG 19
Use just enough repellent to cover exposed skin. Heavy application is unnecessary.
After use, wash treated skin. This is particularly important when repellents are used
repeatedly.
If you suspect that you or your children are reacting to an insect repellent, discontinue use,
wash treated skin and then contact your doctor.
Always follow the manufacturer's instructions.
Accommodation
Sleep in a screened/sealed, air-conditioned room. Air-conditioned areas are safest as the
lower temperature and turbulent air discourages mosquitoes from flight.
Use a knock-down mosquito spray on arrival. For additional protection consider using a
plug-in DEET vaporiser during the evening so that your room is kept clear of mosquitoes.
Note: Electric buzzers and joss-sticks are not effective. Re-apply repellent before sleep
(even in the afternoon).
For a high level of protection consider using a mosquito net impregnated with Permethrin
around the bed. Tuck the edges under the mattress before nightfall.
Areas to Avoid
Mosquitoes that transmit Malaria breed in still water. Lakes, ponds, puddles, wells, drains
and irrigation systems are all possible sites. Avoid these areas. Rural areas and areas of
poverty may also be of higher risk.
Anti-malaria Drugs
Anti-malaria drugs are very helpful in preventing the disease but they do not stop you from
being bitten. They do not guarantee 100% protection but it is much safer to take them than
to risk catching the disease. Remember malaria is very unpleasant and can be fatal! There
are several drugs available but due to drug resistance which has developed in many parts of
the world it is important that you take the correct drug for the country or area that you are
visiting. You will be advised about this by the Company. If in doubt ask advice.
The following drugs are available and safe for Flight Deck and Cabin Crew.
• Doxycycline (also known as Vibramycin) 100 mg one tablet daily for as long as in
endemic area.
• Malarone one tablet daily.
Proguanil (Paludrine) + Chloroquine (Nivaquine or Avloclor).•

Eff – 09 AUG 19
Two Proguanil tablets should be taken daily after food. Chloroquine is taken once a week on
the same day each week. They should be continued for as long as you are in the endemic
area.
Doxycycline and Malarone can be started one to two days before departure. Doxacycline
must be continued for four weeks on returning to the UK, Malarone for one week.
Preventative Doxycycline should not be taken for more than 4 months. Malarone can safely
be taken continuously for periods up to 1 year and possibly for even longer periods.
Proguanil and Chloroquine must be started one week before departure and then continued
for four weeks on return to UK.
As with any drug side effects may occur but in most people these are usually mild and not
serious. If you think that you are experiencing side effects which do not disappear after a
few days on the drug then seek medical advice. The risk of side effects is much less than the
risk of catching malaria.
Mefloquine or Larium is not acceptable for Flight Deck or Cabin Crew due to the risk of side
effects.
Summary of Dose Regimes for Anti-malaria Drugs:

DRUG STRENGTH DOSE STARTING CONTINUING ENDING
Doxycycline 100 mg One daily One to two One each day After four
days before while away weeks once
departure returned to
UK
Malarone N/A One daily One to two One each day After one
days before while away week once
departure returned to
UK
Proguanil 100 mg Two daily One week One each After four
after food before week on weeks once
departure same day of returned to
week while UK.
away.
with 150 mg Two weekly One week One each After four
on the same before week on weeks once
Chloroquine day of the departure same day of returned to
week week while UK
away

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Kaolin (used in anti-diarrhoea mixtures) and antacid preparations (indigestion remedies)

reduce the absorption of Chloroquine, so extra vigilance in avoiding bites is required if you
have a stomach upset or diarrhoea illness. Do not increase the dose to compensate.
As with all medication keep tablets safe and away from children.
Symptoms of Malaria
Symptoms may include some or all of the following:
• General malaise (feeling unwell).
• Fever/chills/sweating.
• Headache.
• Vomiting.
• Diarrhoea.
• Pain in the joints.
Convulsions.•
The incubation period can be as short as seven days or up to a year or more. Most cases
present within three months. Do not dismiss the symptoms as ‘flu’. If you are taking anti-
malarial drugs continue them until you see your GP or physician. Remember to tell your
doctor that you have recently been in a malaria area. Do not be dismissive of malarial
symptoms that show in a few days in a malarial area – it could be Malaria from a previous
trip.
If you experience symptoms down route, it is vital that you see a doctor without delay. Insist
on a Malaria test. If you have any difficulties contact Operations who will speak to the
Company Helath Provider. If he is not available then Operations can contact:
The Hospital for Tropical Diseases in London +44 (0)20 3456 7891
The Liverpool School of Tropical Medicine +44 (0)151 708 9393.
Testing for Malaria

Malaria can only be accurately diagnosed by a blood test which is examined in a proper
medical laboratory by an experienced Pathologist. Several tests may be needed before the
correct diagnosis is established.
Malaria testing kits are available and you may be issued with one. These are useful but are
not 100% accurate. If the test is negative and you continue to experience symptoms arrange

Eff – 09 AUG 19
for a full blood test to be performed. Remember to follow the instructions carefully and
accurately. Occasionally there may be false positive tests.
If Malaria is treated early and adequately it can be cured but you will receive no immunity to
a subsequent infection.
Pregnancy
Malaria is particularly dangerous in pregnancy. If you are pregnant or thinking of becoming
pregnant you should not travel to any potentially Malaria area. If you are in a Malaria area
and discover that you are pregnant continue to take your anti-malaria tablets.
Flight Deck and Cabin Crew should not be taking Mefloquine (Larium) but if you are this
should be stopped if you are pregnant. Pregnancy should be avoided for at least three
months after stopping Mefloquine.
Malaria Prevention Policy

The Thomas Cook Airlines Malaria Prevention Policy has been developed following expert
advice received from the Health Protection Agency and in particular from the Advisory
Committee on Malaria Prevention (ACMP).
Reference should be made to the booklet:
“Guidelines for Malaria Prevention in Travellers from the United Kingdom” ISBN:978 0
901144 83 6.
This is also available on the following website www.hpa.org.uk in topics A–Z under Malaria.
There are three different regimes A, B, or C for Malaria prevention and each Thomas Cook
Airlines regular scheduled destination has been allocated one of these letters to determine
which of these regimes is appropriate.
The three regimes are:
Regime A - No risk of malaria and no prevention measures required.
Regime B - Low risk of Malaria but insect bite prevention measures are recommended.
Regime C - Significant or high risk of Malaria.
Regime A:
No risk of malaria and no prevention measures required.
Regime B:
• Use of air-conditioned crew hotels and crew transport.
• Insect bite prevention measures.

Eff – 09 AUG 19
• Use of insect repellents containing 50% DEET. One application of DEET at this
concentration gives 12 hours of protection. If sunscreen blocks are used then DEET
should be applied AFTER applying the sun-block cream, lotion or spray.
• Insect repellent applications are particularly important at dusk and in the night
especially if outside but day time application is also recommended as prevention of
bites from day-time biting insects which can transmit other illnesses such as Dengue
Fever.
Other insect repellents and ‘herbal remedies’ are NOT effective and should NOT be
used.•
Regime C:
• For visits to these areas, even for very short visits, full Malaria prevention measures
are essential. These include the use of insect repellent measures and taking Malaria
prophylactic medication.
• Use of air-conditioned crew hotels and crew transport.
• Insect bite prevention measures.
• Use of insect repellents containing 50% DEET. One application of DEET at this
concentration gives 12 hours of protection. If sunscreen blocks are used then DEET
should be applied AFTER applying the sun-block cream, lotion or spray.
• Insect repellent applications are particularly important at dusk and in the night
especially if outside but day time application is also recommended as prevention of
bites from day-time biting insects which can transmit other illnesses such as Dengue
Fever.
• Keep windows and doors closed at night or covered by fine wire mesh.
• Sleep under an impregnated mosquito net if not staying in air- conditioned or mesh
protected hotels.
• Use knock down insecticide spray in the bedroom before retiring.
• The use of electrically heated mats/tablets during the hours of darkness is also
recommended.
• Other insect repellents, ‘herbal remedies’ or homeopathic treatments are NOT

effective and should NOT be used.

Eff – 09 AUG 19
Within the limits of practicality cover up with long-sleeved, loose fitting clothing, long
trousers and socks if going out of doors after sunset. The colour of the clothing is not
important. Clothing can be sprayed with insect repellents.•
Malaria Prophylaxis Medication

Malarone is the preferred choice of prophylactic medication. This should be commenced 1–
2 days before departure, continued 1 daily during the stay in the endemic area and must be
continued for seven days on return to the UK or non-endemic destination. Malarone can be
safely taken for periods up to a year. It should be taken with food. Side effects are unusual,
slight nausea and headache being the most commonly reported symptoms which usually
disappear after a few days.
Doxycycline or Chloroquine with Paludrine (Proguanil) are alternative regimes but are not
always suitable or effective and advice should be sought from you AME before accepting
these medications for prophylaxis.
In addition to information contained in the B1 Safety & Survival Manual (Appendix C.6.2.1.9)
and following further guidance received from both the Health Protection Agency Advisory
Committee on Malaria Prevention and Glaxo Smith Kline (the manufacturer of Malarone)
regarding the use of Malarone, the Company Medical Advisor has asked us to advise crew of
the following:
• In circumstances when crew are rostered to an endemic area at very short notice,
commencing a course of Malarone on the day of departure will still give protection
especially if the medication is continued daily while in the endemic area and for 7
days on return to the UK.
Continuing medication for 7 days following return to the UK is particularly relevant and
should be observed in all circumstances.•
10.4.2 Gastroenteritis
This is a very common condition when travelling to another country particularly where there
is a different diet and food hygiene standards are not good. The illness can be due to a virus
infection or acquired from eating contaminated food or drink when it is most likely to be
due to bacteria. Careful attention to personal hygiene and washing your hands thoroughly
before eating will help. Avoid foods that are not thoroughly cooked and wash all fruit, salads
etc. thoroughly. Avoid ice.
Most cases will clear within 24–48 hours. Stop eating and drink plenty of clear fluids. Adding
some electrolyte tablets such as Dioralyte will help. Take two Imodium capsules
(Loperamide)

Eff – 09 AUG 19
Immediately and take two more every time you experience a loose watery motion. If you do
not improve within 24 hours seek medical advice and start to take your supply of Ciproxin
(Ciprofloxacin 500 mg). This is taken twice a day for 3 to 5 days.
10.4.3 AIDS (HIV Infection)

This is most unlikely to be a problem as it is usually acquired as a result of having casual
sexual contact with a ‘partner’ who is HIV positive. Always uses a condom. It may also be
picked up from contaminated needles and syringes. You should not come into contact with
these though from time to time they are found hidden in aircraft seats where they have
been left by passengers who are using ‘recreational drugs’. There is a small risk if you need
medical facilities in a remote area but most good health care systems use disposable
needles and syringes and blood is routinely screened before transfusion.
10.4.4 Viral Influenza

Swine Flu caused by the H1N1 virus, Bird Flu caused by the H5N1 virus and SARS virus have
all caused concern in recent years. Currently Swine flu is considered to be in a Pandemic
Phase. There is no vaccine available at present for prevention of these viral infections
though vaccines are being prepared. Routine annual immunisation with the standard ‘Flu
vaccine’ may offer some protection and is recommended. This can be obtained from your
GP.
If you develop a feverish illness particularly with ‘flu-like’ symptoms such as a sore throat,
cough, high temperature, headaches and generalised muscular aches then seek medical
advice as soon as possible.
If you have been in close contact with an individual case of Swine Flu (or similar viral
influenza illness) you may be recommended to take prophylactic anti-viral drugs. Provided
that you are well and have no side effects from the medication you can continue to work
while on these drugs. However Flight Deck Crew should not operate until 48 hr have passed
on medication and then they can return to operational duties provided that there are no
symptoms and no side effects.
10.4.5 Chikungunya Virus

Key facts
• Chikungunya is a viral disease transmitted to humans by infected mosquitoes. It

causes fever and severe joint pain. Other symptoms include muscle pain, headache,
nausea, fatigue and rash.
• The disease shares some clinical signs with Dengue Fever, and can be misdiagnosed
in areas where dengue is common.
• There is no cure for the disease. Treatment is focused on relieving the symptoms.

Eff – 09 AUG 19
• The proximity of mosquito breeding sites to human habitation is a significant risk

factor for Chikungunya.
• Since 2004, Chikungunya fever has reached epidemic proportions, with considerable
morbidity and suffering.
The disease occurs in Africa, Asia and the Indian subcontinent. In recent decades
mosquito vectors of Chikungunya have spread to Europe and the Americas. In 2007,
disease transmission was reported for the first time in a localized outbreak in north-
eastern Italy.•
Symptoms and Signs
Chikungunya is characterized by an abrupt onset of fever frequently accompanied by joint

pain. Other common signs and symptoms include muscle pain, headache, nausea, fatigue
and rash. The joint pain is often very debilitating, but usually lasts for a few days or may be
prolonged to weeks. Most patients recover fully, but in some cases joint pain may persist for
several months, or even years. Occasional cases of eye, neurological and heart
complications have been reported, as well as gastrointestinal complaints. Serious
complications are not common, Often symptoms in infected individuals are mild and the
infection may go unrecognized, or be misdiagnosed in areas where Dengue Fever occurs.
Prevention
The proximity of mosquito vector breeding sites to human habitation is a significant risk
factor for Chikungunya as well as for other diseases that these species transmit. Prevention
and control relies heavily on reducing the number of natural and artificial water-filled
container habitats that support breeding of the mosquitoes. This requires mobilization of
affected communities.
During outbreaks, insecticides may be sprayed to kill flying mosquitoes, applied to surfaces
in and around containers where the mosquitoes land, and used to treat water in containers
to kill the immature larvae.
Clothing which minimizes skin exposure to the day-biting vectors is advised. Insect
repellents should be applied to exposed skin or to clothing in strict accordance with product
label instructions. Repellents should contain DEET (N, N-diethyl-3-methylbenzamide),
IR3535 (3-[N-acetyl-N-butyl]-aminopropionic acid ethyl ester) or Icaridin (1-
piperidinecarboxylic acid, 2-(2-hydroxyethyl)-1-methylpropylester).
For those who need to sleep during the daytime, insecticide treated mosquito nets afford
good protection. Mosquito coils or other insecticide vaporizers may also reduce indoor
biting.

Eff – 09 AUG 19
Basic precautions should be taken by people travelling to risk areas and these include use of
repellents, wearing long sleeves and trousers and ensuring rooms are air conditioned and
fitted with screens to prevent mosquitoes from entering.
10.4.6 Zika Virus

The Zika virus is reported in Latin American countries. The virus is transmitted by a bite from
infected Aedes mosquito. This is also the same type of mosquito that spreads Dengue and
Yellow Fever.
The Zika virus is relatively harmless except to pregnant women. Only about 20% of
individuals infected by the virus will develop symptoms that are similar to a normal flu, with
a slight fever and rash. Other symptoms may include muscle and joint pain, headache and
lethargy. These symptoms usually persist for two to seven days.
For pregnant women the Zika virus can have serious side effects. The virus can attack the
foetus, leading to the infant being be born with brain damage and / or an abnormally small
head. There is the potential for the virus to be fatal to the unborn child. Therefore women
who are pregnant or suspect they are pregnant should avoid travel to the Latin American
region.
The ten countries mostly affected by the virus are: El Salvador, Venezuela, Colombia, Brazil,
Surinam, French Guyana, Honduras, Mexico, Panama and Martinique.
Cases of the virus have also been reported in Jamaica, Barbados, Bolivia and Saint Martin.
Zika virus is considered an emerging infectious disease which is spreading to new areas.
The symptoms of Zika virus disease can be treated with common pain and fever medicines,
rest and plenty of water. If symptoms worsen, people should seek medical advice. There is
currently no cure or vaccine for the disease itself.
Barbados, Cape Verde, Dominican Republic, Jamaica, Mexico, Saint Lucia, Trinidad and
Tobago, are Thomas Cook destination countries listed as areas with currently active Zika
virus transmission.
The UK Government provides a full list of currently effected countries, information and
advice: https://www.gov.uk/guidance/zika-virus
GENERAL GUIDELINES FOR CREW:

The following are general guidelines for crew:
Crew members who are pregnant or who suspect they are pregnant should take extra care
to protect themselves from mosquito bites by using for example insect repellent, wearing
clothes that covers the body and sleep under mosquito nets.

Eff – 09 AUG 19
All crew should be aware of insect bite prevention in tropical areas and implement
appropriate strategies.
Specific guidance can be found in the Crew Handbook 6.7.4 relating to the avoidance of
mosquito bites. This advice has the approval and support of the Company Medical Adviser.
10.4.7 Other Conditions

It is not possible to cover other conditions in these guidelines. If you feel ill or have an
accident always seek medical advice promptly. If there are any difficulties contact
Operations and they will seek the advice of the Company Medical Adviser.
While the information in these guidelines may seem pessimistic remember that most Air-
crew travelling overseas will remain well. If you are well prepared before you go and take
simple precautions while you are away then you should avoid most of these illnesses.
10.5 Medication and Flying

Self-medication ‘over the counter’ medicines [OTC]
No member of Flight Deck or Cabin Crew should fly while taking any self-medication without
first consulting a doctor experienced in Aviation Medicine. In practice a no medication policy
is impossible to implement or control. There are three main reasons why medication and
flying are incompatible:
• Flight Deck or Cabin Crew who have an acute illness or condition needing medication
are not fit to safely perform their duties.
• Many medications, even those bought without a prescription can have both
predictable and unpredictable side effects.
The conditions of the flying environment can give rise to problems and difficulties for
both Flight Deck Crew and Cabin Crew that are unique to that situation.•
If self-medication is required there is presumably an illness or symptom present and this

illness or symptom will in most cases suggest that the individual should not be flying.
Secondly any medication has the potential to cause side effects, which could impair
performance. An individual taking a drug may feel that they are experiencing no side effects
or an effect on their performance but when tested objectively the medication, in many
cases, is having a deleterious effect on performance. Side effects can often be predicted,
such as sedation caused by antihistamines or cough and cold ‘cures’ but in other cases can
be unpredictable such as bleeding from the stomach following ingestion of Aspirin.
Medication that does not have any adverse effect on work performance on the ground can
cause problems in the flying environment.

Eff – 09 AUG 19
There is a natural tendency for an individual with a ‘minor’ condition to wish to ease the
symptoms and continue to work. Many would not want to let their colleagues or the
company down and so try to continue to work by self-medicating. Some individuals may also
feel threatened if they keep taking ‘days off’ for sickness and begin to worry about their
sickness absence record and the possibility of ‘disciplinary action’. Individuals with these
concerns should seek advice from their managers or from the Human Resources
Department.
It is not possible to draw up a list of conditions or self-medications that are compatible with
continuing to fly, but common sense would dictate that taking a Paracetamol or an analgesic
such as Ibuprofen (Nurofen) to relieve a minor headache or muscular-skeletal pain is
reasonable particularly if this medication has been taken before and no side effects have
been experienced. Similarly medications for minor gastro-intestinal conditions such as
dyspepsia or mild diarrhoea are usually innocuous and can be taken quite safely.
Most cough and cold ‘cures’ contain either anti-histamines or drugs which can have
cardiovascular side effects which must not be taken when flying. This is true even if the
labelling on the bottle or packet suggests that the medication will not cause drowsiness. It is
also hazardous to fly when suffering from a cold due to difficulties in ventilating the ears
and sinuses.
All over the counter medications used to aid sleep such as ‘Night- nurse’, ‘Nytol’, etc. will
obviously cause sedation and while there may be benefits in taking this type of sedative to
help overcome insomnia caused by time zone changes there can be deleterious effects on
performance if flying duties are commenced too soon after taking the medication. As a
general rule following the use of any substance to aid sleep, a minimum period of 12 hours
from the waking time should elapse before commencing flying duties. The use of alcohol
must be avoided if medication is taken to aid sleep. As a general rule alcohol should be
avoided completely if any medication is being taken.
No medication, either prescribed or initiated as self-medication, should be taken without

first consulting a doctor experienced in Aviation Medicine. This is of paramount importance
for Flight Deck Crew who must always consult their Authorised Medical Examiner before
taking any medication if that individual intends to continue flying. This is of less importance
for Cabin Crew but they should be strongly advised to seek advice from their own General
Practitioner before taking any self-medication.
10.5.1 Prescribed Medication

If a drug is being prescribed by a medically qualified practitioner for an acute condition it is
almost inevitable that the doctor will advise the patient that they are not fit for work and
will issue the appropriate ‘sick note’. If however the condition is a long term condition such
as Hypertension (High Blood Pressure) or mild Asthma then it may be possible for the

Eff – 09 AUG 19
patient to return to flying duties or to cabin crew duties while continuing to take the
prescribed medication.
This will only be permitted once the condition for which the medication is being taken is
under control and the patient has had the medication for a sufficient period of time to
ensure that there will be no adverse side effects. In many cases the prescribing doctor will
seek the advice of an Aviation Medicine Specialist in selecting the choice of medication and
in determining when the patient will be fit to return to work.
This will usually involve seeking the advice of the Authorised Aviation Medical Examiner
(AME) in the case of Flight Deck Crew or the Airline Company Medical Provider for Cabin
Crew. It is essential that the patient inform the doctor of the nature of their job in the flying
environment and to give the prescribing doctor details of the AME so that a second opinion
can be sought on the best choice of medication and for further discussion on a suitable date
to return to work.
It is also very important that the choice of medication is not influenced by the desire of the
patient to return to flying. The best medication in the interests of the patient’s treatment
should be chosen but if there is a choice between an ‘allowed’ drug and a ‘disallowed drug’
where there is equal efficacy then common sense would suggest that the 'allowed' drug
should be selected.

Eff – 09 AUG 19
10.6 Fume / Smoke Inhalation

The inhalation of smoke can have a range of effects on an individual from trivial symptoms
and a quick recovery to being rapidly fatal. Most fatalities in fires are due to smoke
inhalation. The severity of symptoms or the outcome will depend very much on the time of
exposure as well as the density and nature of the smoke. No matter how much smoke is in
the atmosphere the key to protection is the very rapid application of smoke hoods or
oxygen masks if these are available. TCX will already have adopted the principles outlined in
the CAA Flight Operations Department Communication (FODCOM21/2002)
www.caa.co.uk/docs/33/FOD200221.pdf
10.6.1 Symptoms of Smoke / Fume Inhalation

• Cough.
• Breathing difficulty.
• Rapid breathing.
• Hoarseness or noisy breathing.
• Eye irritation.
• Skin colour change, pale to bluish to cherry red.
• Visible soot in nostrils or on the skin.
• Swelling of nostrils.
Changes in mental status such as confusion, fainting, seizures and loss of

consciousness.•
10.6.2 Management of Smoke / Fume Inhalation

• Immediately put on a smoke hood or oxygen mask if available or cover mouth and
nose with a moist handkerchief, towel or clothing.
• Escape from the smoke as quickly as possible.
• Keep as low to the ground as is possible as smoke tends to rise.
Seek medical advice without delay.•

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10.6.3 Medical Assessment

This will include a physical assessment by a doctor:
• Chest x-ray.
• Pulse oximetry to measure Oxygen levels through the skin (finger or ear lobe).
Blood tests.•
10.6.4 Treatment
• Oxygen is the main treatment.
• Observation in hospital if the symptoms are severe.
Medication in the form of antibiotics, analgesics etc. may be needed.•
10.6.5 Procedure Following Smoke Inhalation

Crew who have not experienced any symptoms may continue to operate.
Crew who have been exposed to smoke who are experiencing any symptoms should be
referred immediately to the nearest Accident and Emergency Department at the nearest
hospital. Crew who were briefly symptomatic but recover quickly and spontaneously may
return to flying duties when they feel fit to do so but only following discussion with their
manager who should seek advice from the Company Medical Adviser and/or from MedLink.
The Company Medical Adviser may be contacted via Operations at the hangar in
Manchester. If only one pilot has had symptoms, the other pilot may return to duty at the
duty flight crew manager's discretion, following obtaining advice from the Company Medical
Adviser or MedLink.
10.6.6 Returning to Work

Pilots and cabin crew who have been exposed to smoke should return to work only when
cleared to do so by a physician. Pilots should inform and seek the advice of their Aviation
Medical Examiner (AME).
A medical examination will probably be required. Full debriefing should be available.

Counselling may be required before returning to work and for a time following resuming
flying depending on the particular circumstances. Management of Post-Traumatic Stress
Disorder (PTSD) may be required.

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10.7 In Cruise Welfare And Exercise

Ensure that you do as much 'exercise' while on the Flight Deck as is practical, when it is safe
to do so. This can be achieved by exercising your head, neck, arms legs, including feet,
ankles and toes using simple movements of the joints. Five minutes each hour would be a
good plan. Getting up out of the seat to visit the toilet is obviously necessary however the
Company SOPs state that pilots are to minimise time spent out of the cockpit when on
physiological breaks; this remains the over-riding factor.
Another important point is to maintain a good level of general physical fitness when not
working. So performing some regular sport such as swimming, jogging or gym work is very
necessary. Similarly maintaining a normal body weight and leading a healthy life-style will
help greatly to prevent any complications of a sedentary occupation.
You should be aware that a recent survey completed by the CAA showed that there was a
lower incidence of Deep Vein Thrombosis and Pulmonary Embolism among flight deck crew
than among airline passengers and the general population.
10.7.1 Flight Deck Risk Awareness

Health and Safety Risk Awareness legislation requires that risk assessments are carried out
in the work place; for pilots this is predominantly the flight deck of a TCX aircraft and on
walk-round.
The main risk that has been identified is the risk of Musculoskeletal disorders (MSDs) which
are the most common occupational illnesses in Great Britain. They include problems such as
low back pain, joint injuries and repetitive strain injuries of various sorts. The main risk of
these is the repetitive twisting to find and lift Flight Manuals in the flight deck whilst
strapped into the seat and also any reaching upward and behind the head to areas such as
the headset socket.
This cannot be prevented at critical phases of flight and at those times is regarded as
acceptable risk but during non-critical phases of flight you should un-strap and then turn
sideways in the seat or stand up to complete the desired action. There is also a trip hazard
in the flight deck if the aircraft manuals are badly stowed. Please ensure you operate a tidy
flight deck and leave the area as you would wish to find it.
On walk-round the main issue is noise exposure. There are personal issue ear plugs already
available and also 1 set of ear defenders available on each aircraft. Please ensure you wear
these when outside the aircraft in a noisy environment.

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10.8 CEGA Medical Assistance

CEGA have been appointed by Thomas Cook to provide help in the event of a crew member
requiring medical treatment when down route. Do not contact MedAir.
CEGA guarantee payment of bills to clinics/hospitals and monitors those bills to assist in the
controlling of costs. Please ensure that CEGA is contacted preferably before admittance to a
hospital or clinic.
10.8.1 CEGA Contact Details

In a medical emergency contact CEGA via:
Telephone: +44(0)1243 621 343 option 1
e-mail: assistance@cegagroup.com
Quoting Reference No. GRM/1199
10.8.2 Details of Cover

• Medical emergency expenses are covered up to £5 million.
Reimbursement of medical expenses e.g. clinic, hospital appointments etc.•
10.8.3 Procedures
• For EMERGENCY TREATMENT or where a hospital, clinic or dentist requires a
payment guarantee, contact CEGA (Tel. No above), if possible before being attending
the hospital/clinic/dentist, and speak to the Emergency Assistance Service quoting
the above reference number.
• For non-emergency medical claims e.g. clinic, hospital appointments etc. contact
CEGA on the above number – Press Option 2.
10.8.4 Main Exclusions

• Over the counter purchases are not covered and are for the account of the
individual.
• Non-emergency dental/medical treatment.
Non-emergency pregnancy related conditions and consultations.•
For full details of the cover please view the ‘Insurance at Work Policy’ available here:

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www.tcxplorer.co.uk – HR\Policies\Insurance at Work Policy
http://heartbeat.prod.int/en/kb/bu/group-airline-tcx/human-resources/policy-
library/insurance-at-work
10.9 Employee Assistance & Well-being - CCP

Thomas Cook Airlines is committed to the health and well-being of its employees. The
airline recognises that professional and personal pressures can affect everyone from time to
time. Help is at hand through the open-access, 24-hour support that continues to be
available from CCP, an independent specialist company. You can contact CCP for advice and
support by calling their helpline or sending them an email.
The service is:
• Confidential – Your privacy is protected
• Anonymous – You need only reveal what you choose to
• 24-hour – You can contact CCP at any time, day or night
• Professional – All CCP Direct advisors are qualified and experienced in employee
advice and support
The 24-hour helpline number is:
• 0800 005 3755
• 01756 611515 (If overseas)
Alternatively, CCP’s email is:
• online@ccpsupport.co.uk
Don’t be afraid to get in touch.

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10.9.2 HERO Peer Support Programme

The HERO (Helping Everyone Reach Out) Peer Support Programme is an independent,
confidential service using trained, volunteer pilots to support their flight crew colleagues.
The programme provides assistance to pilots in case of personal, emotional or mental

distress.
The service is run on behalf of Thomas Cook Airlines Flight Operations and is fully supported
by BALPA. It consists of a pool of volunteer pilots who are trained by the Centre for Aviation
Psychology to provide friendly, non-judgemental and above all confidential support. Details
of individuals or conversations are not shared with either the company, BALPA or anybody
else.
The support provided is intended to range across the spectrum of pilot welfare needs.
Support covers specific work related or life events, the chance to discuss distressing issues
faced by the pilot, a general lack of well-being or fatigue, big changes in life or health
concerns. On occasions, the programme will help direct pilots to available resources within
and beyond the company.
For more information, visit:
• https://www.heropsp.com

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10.10 Unscheduled Night Stop Guide

Please see information below that has been issued to Cabin Crew by GM Cabin Crew.
In the event of an unscheduled night stop away from base we have a duty of care to ensure
all of our employees are placed in a suitable hotel, and has the opportunity to purchase
food and beverage. Whilst you are away from base you will generate the ABA allowance of
£3.41 however we understand that in certain circumstances not all crew members have the
facility/means to purchase food and beverage, therefore the below information is to be
used as a guide in an unscheduled night stop situation.
10.10.1 Food and Beverage

Away from home base the Captain is responsible for their crew and its welfare. The Captain
should ensure that all crew members have adequate access to food and beverage for the
duration of the stay. If a crew member does not have any means in which to purchase the
above the Captain should use their company credit card for any expenditure ensuring it is in
within a reasonable limit.
10.10.2 Night Stop Kits

As per the cabin crew manual a night stop kit should be carried at all times containing basic
items such as:
• Toiletries ( less than 100ml to comply with security restrictions)
• Spare underwear
• Personal effects
• Make up
In the event of necessary items needing to be purchased again the Captain may use their
company credit card for expenditure, again ensuring it is in within a reasonable limit.

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10.11 Globalog Radiation Monitoring

To access Globalog, use the address www.globalog.com (a link is available from the CWP).
UserID is TCX followed by Staff Number (e.g. TCX123456)
Password is same as UserID unless previously changed (Passwords can be reset by using the
Account Info button)
Note:
• If you already have a login which starts with TCX nothing will change for you.
• If you have previously created your own UserID which doesn’t start with TCX or MYT
there will be no change.
If you are having trouble logging in after the changeover then use the ‘Forgot Password’
option on the Login page. If you have no success with this, please contact
systemssupport@thomascook.com
With effect from 01 July 2017, all GLOBALOG IDs that currently start with ‘MYT’ will change
to ‘TCX’.
10.12 Hazards on the Ramp

Caution. The ramp area beneath and around the aircraft contains many hazards associated with
the activities of preparing an aircraft for flight. Aerials on the underside of the aircraft, engine and
APU noise, fluid leaks and manoeuvring vehicles all present a potential risk of injury. Crews should
wear appropriate Personal Protection Equipment where provided and should exercise care when
conducting the walk round.

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10.13 Fatigue Risk Management
10.13.1 Fatigue Risk Management – Crew Reporting
The aim of the procedure is to ensure a consistent approach around the UK with regards to
Line Managers, reporting, recording and managing reports of fatigue amongst Crew and in
line with Company standards.
10.13.2 Responsibilities
• FRMS Team
• Line Managers
• Base Administrators
10.13.3 Related Documents

• Sabre
• Fatigue Risk Management (FRM) Manual
• Crew Fatigue Report (CFR)
• Fatigue Avoidance Scheduling Tool (FAST)
• Absence Notification Form (ANF)
• Sickness Absence Policy
10.13.4 Fatigue Risk Management Procedure
10.13.4.1 Crew Member(s) Report Fatigued to Crewing – Not Reporting for Duty
Crewing record crew member as FTG/FTF in Sabre and advises FRM team via
email to frms@thomascook.com
Crewing also advise crew member to complete CFR within seven days of reporting.
FRM Team will run relevant roster period through fatigue modelling software and
send output to Line Manager(s)/Base Administrators.
Line Manager(s) check welfare and confirm CFR has been completed, advise if CFR
not completed within 7 days Sabre code will change to SCK (sick). Encourage
electronic completion of CFR through CUBE (only if cube unavailable should paper
copy be completed). Refer crew member if necessary to the fatigue reporting
process reference 1.2.2 Fatigue Risk Management Manual, Vistair.
On return to work (RTW) crew member completes ANF with Line Manager. Clarify
with crew member that if output from fatigue modelling software highlights possibility
of fatigue any necessary changes/recommendations will be discussed with

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rostering/crewing/FRMS Team [If no indication of fatigue risk this will be discussed

during return to work meeting with recommendations for rest management and
personal responsibilities] Sabre code maybe subject to change to a different code
following discussion.
Check the crew member is aware of the unable to report for work procedure (Cabin
Crew Manual reference 4.6.3).
Details of CFR de-identified by FRM team and fed back to relevant department if
applicable (unless identification necessary for individual reporting).
10.13.4.2 Crew Advises Fatigued – Following a Duty

Welfare discussion with Line Manager. Transport home/HOTAC offered by Line
Manager/Crewing (OOH)
Look at next rostered duty and liaise with crewing if necessary
If transport/HOTAC taken advise crew member to complete CFR – if crew member

not recorded as FTG/FTF in Sabre contents of CFR remains confidential. (FTG/FTF
changed to SCK if no CFR within 7 days)
Details of CFR de-identified and fed back to relevant department if applicable
If FTG/FTF recorded in Sabre complete ANF on RTW
10.13.4.3 Crew Advises Fatigued – Prior to a Duty

Welfare discussion with Line Manager, stand down if necessary. Transport
home/HOTAC offered by Line Manager/Crewing (OOH)
Record as FTG/FTF in Sabre
Advise crew member to complete CFR within 7 days. Refer crew member to the
fatigue reporting process reference 1.2.2 Fatigue Risk Management Manual, Vistair
if necessary. (FTG/FTF changed to SCK if no CFR within 7 days)
Details of CFR de-identified and fed back to relevant department if applicable
Advise crew member to complete ANF on RTW
10.13.4.4 Recording the Absence

Ensure crewing have been advised of the absence
Record absence on fatigue reporting spread sheet

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Complete ANF with crew member on RTW. Advise crewing and FRM team of any
change to Sabre code following discussion
NB – If FRM Team unavailable contact Crewing Manager or Crewing Team Leader

who have access to fatigue modelling software
10.13.4.5 FRM Team

Receive CFR and if recorded in Sabre provide fatigue risk analysis to the relevant
Line Manager within 7 days of crew member reporting FTG/FTF (in line with change
to SCK). If FTG/FTF not reported in Sabre CFR remains confidential and de-
identified for feedback if applicable (unless concerns raised by crew member to
either FRM Team or Line Manager). Acknowledgement sent to crew member
advising where content/extracts of CFR have been sent to for feedback
10.13.4.6 Plotting the Return to Work

Plot the RTW meeting as per absence requirement
RTW Meeting - To be Completed by Line Manager
1. Locate a private area to conduct the discussion if necessary or requested
2. Conduct the RTW meeting, ensuring:
Discussion on crew members welfare
Outcome of fatigue risk analysis from FRM Team discussed with individual
ANF is completed
Sabre code discussed and agreed. Crewing and FRM Team advised if Sabre
changed
Crew Member and Line Manager sign ANF
NB: If the crew member failed to follow the absence policy i.e. call the office to
advise their absence, this needs to be discussed and the crew member advised that
failure to follow company policy could result in withdrawal of (sick) pay or changed to
UPA/L (unpaid absence/Leave) and deducted according to outcome of discussion
with Line Manager. This failure may result in action taken in line with company
Disciplinary policy.

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*Investigation / FAST provides evidence to support fatigue
Inform individual of indications highlighted from analysis / FAST, and what

preventative measures are being taken
Advise the individual that FTG/FTF absence will not be considered under the
company capability policy
* Investigation / FAST provides no evidence to support fatigue
Inform individual indications of analysis / FAST has not highlighted any fatigue risk
from a rostering perspective
Discuss any other possible contributing factors (FTG/FTF reporting may be due to
personal circumstances if not roster related)
Ensure the following is discussed:
• How crew member manages their rest

• What support (if any) they need
• Refer individual to FRM Manual
• Any supporting medical evidence (consider possible occupational health
referral)
10.13.4.7 Post RTW Meeting

Complete Fatigue Reporting spread sheet recording:
• Date of RTW discussion

• Agreed code following ANF
• ANF placed on crew members file
10.13.4.8 Records Required

• ANF form
• Any relevant Doctor’s notes
• File notes if applicable
10.13.4.9 Absence Notification Form – TCX031

See Next Page.

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11 Electronic Working
The following details are a guide to electronic working practices in Thomas Cook Airlines.
11.1 CUBE Briefing

CUBE is the company’s website for retrieving OFPs. Logon is via https://cube.aero. Your user
ID is your staff number with no leading zeros. If you have forgotten your password a reset
can be initiated via the login page.
11.1.1 Standard Flight Paperwork

The company standard for flight paperwork is for only one copy of the OFP to be printed.
CUBE has been configured to reflect this. A digital briefing is acceptable. in accordance with
OM A 8.1.10, but the crew must be satisfied that:
• The briefing pack has been downloaded to the company issued personal device.
• The company issued personal device has sufficient residual charge for the expected
usage.
11.1.1.1 Printing Standard Flight Paperwork
Once logged on to CUBE.aero select ‘My Flights’ – Click on the PDF button shown below:
Automatically 3 hours before the first sectors departure time a default brief is created for all
the sectors in the Captains duty day.

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Download the PDF as shown above.
The PDF appears on the lower part of the screen in this example. Other browsers may
deliver the file differently. It can be opened and printed via the PDF viewer installed on the
computer.

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11.1.2 Non-Standard Flight Paperwork

If a non-standard brief is required or the brief is requested more than 3 hours from
departure the following process should be adopted.
11.1.2.1 Generating Non-Standard Flight Paperwork

Go to the ‘My Flights’ area. Click on the PDF button as
before. Move to the ‘Create Briefing’ area and simply tick
the items required. Select the download button located at
the bottom of the web page and print as before.
A brief can be emailed to a crew member using the email

function. There are no automatic emails generated by
CUBE. When an email is requested using this feature the
brief may take 5 minutes or so to arrive as it joins the
general CUBE email queue.
By default the pilots email address is populated although

additional addresses can be added if required. This may
help if there are IT issue in a crew room or a handling
agent does not have a login for CUBE.aero.
Selectable Parts for Non-Standard Briefing PDF:

Summary (Cockpit);
FSN Cockpit;
FSN Miscellaneous;
OFP;
Dispatch Briefing Info;
ATC Flight Plan;
NOTAM;
Merged NOTAM;
HIL (Hold Item List);
Fuel Efficiency;
Weather;
Weather Charts (all);
Weather Charts (Route only);
Summary (Cabin);
FSN Cabin;
Booking Figures;
PAX Special Info;
SCCM.

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11.2 eVR Comments Message

For any contextual comments relating to a sector, complete an eVR Comments Message via
CUBE for the company to review.
In CUBE, select the envelope icon, scroll down to select eVR Comments.
Ensure the appropriate distribution email is selected, via the drop down list.
Comments are required for the following items where applicable;
• Disruptive passenger reports, in addition to the ASR submitted. The eVR provides
rapid notification to the relevant departments,
• Reasons for additional fuel uplift requirements,
• Any deviation from a clearance or local regulation, i.e. (APU use or track keeping),
• Any pertinent operational report,
• Any training that is incomplete,
• Any short term reporting requirements as advised by FCN.

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11.3 Cube - Departure Delay Code and Landing Pilot Recording

Module
The Cube Flight Page contains a Departure and Arrival reporting tab which requires crews
to select/enter; the ATD / Delay Code for Departure and the Landing Pilot / First Door
Opening Time for Arrival. These 4 elements of data are key inputs to other processes that
are important to increase efficiencies and reduce unnecessary costs. If the departure and
arrival data is not recorded correctly, this will lead to; partially ineffective monitoring of
Landing Recency and inefficient rostering of training resources to recover recency, and, in
the event of an EU 261 claim for a delayed arrival, the company may be unable to defend an
unwarranted claim due to lack of reliable details from the operating crew.
Procedure.
CM2 will be responsible for accurately entering and transmitting the Departure and Arrival
data on the Cube Flight tabs.
• The Departure tab may be completed at any stage after departure outside the
Critical Phases of Flight.
• The Arrival tab should be completed as soon as possible after the first door is
opened, after the aircraft shutdown procedures are complete and before the flight is
deselected on the tablet. The CM2 should verify that both message are sent.
• Cube will allow the data to be recorded and sent at any time whilst the flight is
selected on Cube. If there is no connectivity or flight safe mode is selected, the
report will be stored, queued and the data transmitted as soon as the connection is
regained, even if this is after the flight is deselected on Cube.
• Other activities / serviceability’s may prevent the CM2 from completing this task in a
timely manner and in this case, the task may be transferred to the other flight crew
member.
In the rare case that no Arrival message can be sent or received, the online Cube Cloud page
allows a crew to enter the details for a few days after the flight. This can done by going to
the MyFlight>eVR Data

Eff – 09 AUG 19
Select the blue Edit Landing Pilot and Door Opening Time box, complete the edit, and Save
It is important that we get this data recorded in a reliable and timely manner so please
assist by ensuring that the landing tab is complete prior to leaving the aircraft.

Eff – 09 AUG 19
11.4 TCX Email Office 365 on Mobile device

All company email boxes are provided via the office 365 software. If you wish to have mail
on your mobile device the following information is provided. The following information is
based on an iPhone 6s with iOS version 10.2.1 set to “English UK”.
To begin, remove any existing accounts relating to TCX. Via Settings –> Mail –> Accounts.
Select the account you want to remove.
To add the new account go back to Settings - Enter your e-mail address and password.
> Mail –> Accounts. Select Add Account and Description is optional. Select Next.
then select Exchange.

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You may get the following warning, if you do Choose what to sync to your device then
just select Save. select Save.
Select the newly added account and then Remove the prefilled address
select Account (e-mail address) webmail.thomascook.se from the Server
field and set the address to
outlook.office365.com.
If you have any questions or you need guidance for your specific Apple device please
contact the PoC
Feedback mailbox – O365POC.feedback@thomascook.com

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11.5 Einstein
11.5.1 Einstein via Explorer

Einstein is the company online interactive training facility and can be accessed via any
browser via the tcXplorer website.
Einstein is used for training and exams access via normal sign in.
https://www.tcxplorer.com/

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11.6 Vistair Manuals
11.6.1 Access To Fleet Manuals On Vistair Website During Fleet / Type

Change
Please contact the Chief Theoretical Knowledge Instructor and they will be able to assist
further in coordinating necessary changes to Vistair user profiles.

Eff – 09 AUG 19
11.7 Electronic Flight Bag (EFB)
11.7.1 Requirement to Carry Personal EFB

Pilots are required to carry their company issued personal EFB (HP tablet) with them when
they report to a flying, simulator, or pilot technical refresher duty. Devices should be
updated and have sufficient charge to act as a contingency device in case a primary aircraft
EFB system fails. The personal devices can be charged using the approved charging points in
the cockpit during any stage of flight (though if the charging point is shared with aircraft
device then the charge state of the installed device should be considered before
disconnection). Commercial outlets can be used when the aircraft is on the ground.
The requirement to bring the device to work is designed to facilitate both ‘flight operational’
procedures (EFB contingencies, provision of briefing packs etc) and ‘flight support’
procedures (recording of flight information such as safety reports and in the future
commanders reports and delay management).
11.7.2 EFB Fault Reporting
11.6.2.1 Engineering Responsibilities

The Engineering department maintains all components of the EFB device itself. They are
responsible for faults relating to:
• EFB
• LDS (Laptop Docking Station)
• Display Unit (repeater screen where applicable),
• EFB Mount,
• Cabling,
• GPS,
• Power,
• Any other peripherals.
Report the above listed faults via the aircraft tech log so they can be managed through the
normal engineering processes and logistics.
Faults relating to software, such as RED warnings MUST be reported via eVR and/or to:
cube@thomascook.com.

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11.6.2.2 Flight Operations Responsibilities

Flight Operations is responsible for the software loaded on to the EFB. Software is normally
managed via the built-in SIM card. This establishes a 3G connection to the CUBE servers and
updates applicable to that device are downloaded automatically. Neither the pilot nor
engineering are required to initiate an update, the system automatically manages the
process in the background. The Thomas Cook menu may be used to force a software check –
this would normally only be required to retrieve flight plans and documents recently issued
by the company.
• Faults relating to software on aircraft devices should be reported via eVR and/or to:
cube@thomascook.com.
Of course, if there is any doubt as to whether a fault relates to hardware or software it

should be entered into the tech log.
11.6.2.3 Process of Reporting Faulty Aircraft EFB devices

Pilot actions
• Report faulty EFB device to the line engineer via tech log,
• A red application is indicated it shall not be used.
• If LIDO dates are checked against an updated tablet for changes then why not use a
given chart.
• If an application is red and suspected that this may be attributable to a hardware
fault ensure a techlog entry is made for defect investigation and rectification.
Note: 3 days as minimum could be expected to replace a faulty aircraft device.
Line Engineer actions

• Line engineer logs as C defect in Tech Log,
• Faulty device to remain in situ,
• Line engineer reports faulty EFB to Maintrol’s AOG Desk –include:
o Product code: HP ElitePad (Tablets) to right of charging port and;
HP EliteBooks (Laptops) on underside.
o Aircraft registration,
o Crew Member position affected,
o Short description of issue.
AOG Desk actions

• Receives notification of faulty EFB device,
• Raises Purchase Order (PO) and creates Work Order (WO),

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• Emails PO to CUBE Team in Frankfurt (cube@thomascook.com).
Frankfurt CUBE Team actions

• Receives and acknowledges PO,
• Obtain and configure replacement EFB device,
• Dispatches device with PO and Certificate of Conformity (CoC) to MAN - UK Flight
Operations.
MAN – UK Flight Operations actions

• Receives EFB replacement device,
• Passes device to Stores / Goods-In department,
• Send email to AOG Desk informing of delivery to Stores.
Stores / Goods-In department actions

• Arranges replacement device’s transit to base,
• Arrives at Line engineering base.
Line Engineer actions

• Receives replacement device, PO and CoC,
• Arranges installation of device in accordance with WO,
• Line engineer closes defect in Tech Log,
• Sends faulty device to MAN – UK Flight Operations.

• Receives faulty device,
• Sends faulty device to Frankfurt CUBE Team.
11.6.2.4 7.6.3 EFB Fault Reporting (Personal Devices)

Faults relating personal EFB devices or CUBE software issues should reported by email to:
cube@thomascook.com. Although the Windows Partition of Personal EFB devices is made
available for use, the Flight Operations team is not responsible for supporting any issues on
that platform.
11.6.2.5 Process of Reporting Faulty Personal EFB devices

Pilot actions
• Reports faulty Personal EFB device to CUBE Team in Frankfurt
(cube@thomascook.com).
Frankfurt CUBE Team actions

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• Receives and acknowledges report,

• Requests pilot’s device is sent to MAN - UK Flight Operations,
• Configures a spare device to pilot (device taken from UK Flt Ops stock cupboard).
Pilot actions
• Removes SIM card from faulty device,
• Sends faulty device to MAN - UK Flight Operations.

• Receives notification from Frankfurt CUBE Team of serial number of assigned device
to take from stock cupboard,
• Emails pilot asking for suitable postal address or base to dispatch to,
• Dispatches replacement device.
Pilot actions
• Receives replacement device and inserts SIM card,
• Performs “reset user” function on replacement device using instructions provided in
package,
• Allows time for device to update (use of WiFi is recommended for speed and cost
reasons).

• Receives pilot’s faulty device and sends to Frankfurt CUBE Team.
11.6.2.6 EFB HP Windows Partition

There are some compatibility issues with a recent windows update release. This prevented
the personal EFB devices from booting correctly, and meant that access to the windows
partition was prohibited until HP and Microsoft have resolved the issue.
No further information has been received from Microsoft or HP that the issue has been
resolved, however, we do appreciate that access to the windows side of the EFB is necessary
from time to time.
The following instructions illustrate how to deactivate the windows updates on the private
partition. It is imperative that these instructions are followed where no internet connection
is available, and the most reliable location to perform this is in the cruise phase of a flight.
“Flight mode” can be activated to perform the instructions whist not in flight, but there is no
guarantee that the update will be released in the time taken from booting into the private
partition and activating “flight mode”.

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If you experience any problems please contact cube@thomascook.com
1. Start your tablet and choose the windows partition. (Best done in the cruise)
2. Once the Windows partition is booted, press and hold the “Windows-button” down left
3. After a while a list appears
4. Now the “System” Window opens. The next step is to click on “Windows Update”.

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5. In the next “Window Update” Window you need to click on Change settings.
6. Click in the Dropdown-menu and choose “Never check for updates (not
recommended)” and click the “okay” button.

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7. Now you can use the Windows partition again, without any risk. Please keep this
setting until further notice.

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11.7.3 CUBE
11.6.3.1 Access to Cube Cloud

It is important that pilots have access to Cube Cloud both on their personal tablet devices
and so that they can access Cube Cloud from crew room computers or from personal
devices (for tablet/phone access search “CUBE app” in your app store), if they choose.
If you don’t yet have a password go to https://cube.aero from any desktop or tablet device
and enter your staff number, without the leading zero, and click on “Click here to reset your
password”. You will receive two emails. The first will ask you to acknowledge that you
requested this change, once you have done this a second email will send you a temporary
password. The email address is the one registered with CUBE and can be checked from your
personal HP tablet by going to CUBE Cloud, pressing on your name in the top right-hand
corner, My Profile, then User Data. There is a menu item to change your password or email
address if necessary. You will need access to CUBE Cloud in the crew room to print OFP’s.

Eff – 09 AUG 19
11.6.3.2 Printing from CUBE

Pilots can print OFPs from within https://cube.aero .
Procedure:
1. Login to https://cube.aero
2. Select My Flights
3. For the relevant flight click on PDF
4. Go to Create Briefing
5. Select OFP and “Add Captains rotation flights”
6. Select Download PDF
7. Print normally from the computer you are working on.
11.6.3.3 CUBE PIN set up

Pilots must use the CUBE website to retrieve a PIN (personal identification number) which
will allow them to “sign” electronic documents within the CUBE application on personal and
aircraft devices. This has to be done within the CUBE website ( https://cube.aero - available
on a desktop or mobile device). If you don’t have a password for the CUBE website, please
see instructions above. The CUBE website can also be accessed from your personal tablet
device (press the Thomas Cook Airlines menu button at bottom left and then CUBE
Cloud). A PIN is already set up for all pilots but you will need to access CUBE Cloud to view
it. There is the option to change to a more memorable number, if you wish.
Actions to retrieve PIN:
• Go to CUBE cloud (website or personal HP tablet)

• Press on your name at the top right-hand corner
• Select My Profile
• Select Signature PIN
• View or Set a new PIN (current PIN is probably 4 numbers, if you decide to change it,
it will need to be 5 to 8 numbers)
• Press Change Signature PIN (if you have changed the PIN)
Pin changes are sent (encrypted) to all aircraft devices overnight, so a change of PIN may
take up to 24 hours to be effective.

Eff – 09 AUG 19
11.6.3.4 Main Features of V2.2 software: Flight Application Menu
The Flight Application menu at the right-hand side of the screen now has arrows (black
triangles) which allow you to jump to various parts of the briefing pack without having to
scroll through multiple pages of NOTAM or weather for example:
Updated information is shown with a red dot at the relevant part of the menu. These can
be cleared either by viewing the relevant page or pressing the ACK button at top right of the
screen.
Please see the menu associated with the Flight Button:
The Fuel Order part of the menu is not yet operational and may not be visible.
Departure and arrival buttons are covered below.

Eff – 09 AUG 19
11.6.3.5 Electronic Trip Information Sheet (eTIS)

Pilots must send Trip Information to CLC using the eTIS . This replaces the current
procedure of writing data on a sheet of paper, handing it to the agent and them sending to
CLC. However, this remains as the back-up procedure. The eTIS is accessed from the
“Flight” menu within the Flight application:
Once the Provisional Loadsheet has been received (accessed from the Loadsheets menu),
crews can fill in the eTIS:
• Press Trip Information Sheet from the flight menu

• A lot of information is prepopulated
• Min Block/ADDFU – leave this field
• Fill in Block Fuel
• Adjust other fields as necessary
• Press Send
On the next Screen:
• Complete User Name (staff number)

• Enter PIN (See FCN G 14/18)
• Press Sign
The Trip Information will now be sent to CLC. A yellow bar appears at the top once
transmitted and a green bar once receipt is acknowledged (the green bar may take some
time to appear – so long as the yellow bar appears the data has been sent and received).
11.6.3.6 Departure Button

Pilots must fill this data in after departure:
• Enter Actual Departure Time (Block off)

• Enter any delay codes
• Press Send. Information will be sent when device next connects to the internet,
there is no acknowledgement.
11.6.3.7 Arrival Button

Pilots must fill this data in after arrival:
• Enter Landing Pilot

• Confirm Landing Airport is correct, or adjust
• Enter Door Opening Time
• Press Send. Information will be sent when device next connects to the internet,
there is no acknowledgement.

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11.6.3.8 eVR Comments

Refer to chapter 11.2 for the requirements of eVR Comments.

Eff – 09 AUG 19
11.7 Changes to System Passwords

The General Data Protection Regulation (GDPR) has been approved by the EU parliament.
Systems Support has advised that as part of a system wide security review and to comply
with new GDPR regulations, the Rainmaker and Vistair systems will be separated and the
current Single Sign On (SSO) process will cease.
11.7.1 Sabre Crew Web Portal

Please check your email address on the My Info section of the CWP. If it is incorrect, please contact
one of the following to update your email address ASAP.
Crew Records: crew.records@thomascook.com 0161 498 4834
Systems Support: systemssupport@thomascook.com 0161 498 2820
Crewing: crewing.group@thomascook.com
The ability to reset your own Sabre CWP password has now been removed. If you wish to
reset your password please email Crew Records:
Crew.Records@thomascook.com
11.7.2 Rainmaker Portal

The Rainmaker password is no longer updated from the Sabre system. Therefore, if you
request a Sabre password reset your Rainmaker password MUST be changed to match. This
can be done by the Crew Records team.
11.7.3 Vistair Notices

To access your crew notices, you will need to click on the Vistair Crewnet link, which will
take you to the Vistair CrewNet login page. Your username and password will remain the
same as that used for Rainmaker, for the moment.

Eff – 09 AUG 19
The Vistair system will undergo a significant upgrade to version 1.6 in 2018. Crew logging in
will be presented with a password reset dialogue where you will be required to set your
own unique password. ALL CREW require a valid email address in the Vistair system (see
reference above about checking your email address is correct in SABRE). When the system is
upgrade you will have to change your Vistair password.
11.7.4 Vistair Company Manuals Library

As above, please access via the Vistair portal.

Eff – 09 AUG 19
11.8 Conduce Toughpad eTechLog 8 (ETL)

11.8.1 Data Entry

Please ensure that incorrect flight log data is not entered into the eTL and then as a result
transmitted into AMOS, corrections to this incorrect data prove problematic to change after
the transmission into AMOS.
It is imperative that the flight crew enter the flight data correctly in particular the ‘Off’ and
‘On’ times of the OOOI’s as theses times are used to control the maintenance of the aircraft
and incorrect times could affect the airworthiness. The following areas require careful
attention for completion.
11.8.1.1 Flight Number Format

The Flight number entered must be in the format MTXXXX with the MT as the leading
designator and the flight number without any spacing after the MT. Do not use the call sign
number.
11.8.1.2 Signature
TNumber is to be used, along with a recognisable signature, as this is the Commanders
acceptance of the aircraft and is a legal document.
11.8.1.3 Flight Number

Entering ATC call sign [TCX] instead of the flight number [MT]
• Impact – Incorrect city pair.
11.8.1.4 Flight Time

Entering incorrect times for take-off or landings [should be in UTC not Local or transposing
numbers are typical observations].
Impact – Incorrect flight times therefore incorrect maintenance times which may affect the
airworthiness of the aircraft.
11.8.1.5 Toughpad eTL Website Access

All pilots now have access to the eTL website . The Website will allow
view only access to the live eTLs on all equipped aircraft. Pilots will be able view the aircraft
defect history ahead of flight report and will also be able to review records and actions
taken after the event.

Eff – 09 AUG 19
The Website eTL display is identical to the aircraft eTL and will allow viewers to navigate
through the eTL just as you would on the aircraft. This will help those who are unfamiliar
with the architecture of the eTL to prepare for live use on the aircraft.
The website is intuitive and access details are as follows:
Address: https://tcx.ecentral8.net/#Login
Username: your “Tnumber” (no gaps as per eTL)
Password: TCX001
You are required change your password on first use. If you do not know your Tnumber
please request a reminder from rebecca.backhouse@thomascook.com
The website is commercially confidential and crews may use the contents only for the
purpose of their company duties. Do Not disclose any sensitive information held on
Thomas Cook systems to unauthorised persons. (see Thomas Cook Group IT and Equipment
Acceptable use Policy)
11.8.2 Aeroplane Technical Log (OM A 8.1.9 )

( cf. Commission Regulation (EC) No 2042/2003, M.A.306.)
The EFB ETL is a certified unit.
The aircraft technical log is a system for recording defects and malfunctions discovered
during the operation and for recording details of all maintenance carried out on an aircraft
whilst it is operating between scheduled visits to the base maintenance facility. In addition,
it is used for recording operating information relevant to flight safety and must contain
maintenance data that the operating Flight Crew require.
The aeroplane technical log system can be either a paper technical log (PTL) or electronic
technical log (ETL) system, or any combination of both methods.
11.8.2.1 Sector Not Flown

Flight crew need to be aware that once the eTL sector page is signed and the page turned, a defect
can be raised on the new sector page but cannot be actioned without a not flown sector being
raised, or until after the next normal flight is completed on the flight details screen and signed by the
flight crew.
A not flown sector can be created by entering the Flight Detail screen of the current flight prior to
take off and ticking the not flown check box, this act will automatically cause the eTL to assume the
aircraft has not taken off and has either returned to stand or remained on stand. This assumption by
the eTL will result in the following:
• The off blocks and on blocks times will need to be recorded.

• The take-off and landing fields are removed on the flight detail screen.

Eff – 09 AUG 19
• Automatic disabling of the take-off data and landing data screens.

• The arrival airport is set the same as the departure airport.
• A defect can be raised and actioned.
• The arrival and departure fluids are required to be entered.
• Post defect rectification and servicing the flight sign off page will need to be completed.
Note: The action of creating a not flown sector within AMOS and eCentral8 is as if a normal
flight had been created with the exception of the aircraft’s utilisation (flight hours and
cycles) which will be zero. A manual audit of the not flown sector will also need to be carried
out by Maintrol.

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11.8.3

Eff – 09 AUG 19
11.8.4 PAMAL Procedure

Item Action Responsible
1 In the event that a defect occurs at a base where a TCAE engineer is Commander
not available, the Commander must contact MAINTROL as early as
possible to report the defect and record the defect in the ETL.
2 On reviewing the defect, MAINTROL will investigate to confirm if: MAINTROL
• Maintenance is required,
• The grounding could not reasonably have been predicted
because the defect was unexpected and was due to being
part of a hitherto reliable system,
• A locally sourced engineer is available,
• The maintenance task falls within the defined Airbus or Boeing
PAMAL. (Attached below),
• The Commander is PAMAL trained and current by referring to
the engineering records in AMOS APN 146,

3 If MAINTROL decide that PAMAL is the most appropriate way of MAINTROL
despatching the aircraft, they will:
• Provide any necessary maintenance data to the commander.
• Raise a work order in AMOS and issue the commander with
the MAINTROL generated PAMAL maintenance action
approval number.
• Authorise the Commander to complete the required

Eff – 09 AUG 19
4 On receipt of the necessary maintenance documentation and PAMAL Commander

Authorisation number, the commander will:
• Complete the maintenance action as instructed.
• Close the defect by deferring the defect as a Cat B ADD with a
3 day repair interval in ETL Action Page using:
– Status: “Deferred”
– In the “action text” box: same text as the work order issued to
close the defect
– “Defer Details” Tab
– “Category”: IAW MEL – Cat B
– “Reason”: select “QUA: REQUIRED QUALIFICATIN N/A”
– “More details” select:
Complete ATA Chapter
Complete ATA Section
Select MEL Code
Add ECAM Code if required
Tick Operational Limitation/Maintenance Limitation if required.
– Part 145: select “UK.145 00832”
– Use the Commanders T number as the Authorisation ID. (This is
the same number that you use for logging on to company IT
and can be provided by MAINTROL from the AMOS records).
and sign to close.
– At the Maintenance Release page in the Part 145 box: select

5 Once the PAMAL actions are completed by the Commander, MAINTROL
MAINTROL will record that the authorisation has been given and
will inform the next supporting base that the aircraft is inbound
with a PAMAL maintenance action completed.

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6 On arrival at supporting base following a despatch using a PAMAL Commander

action, the commander should liaise with line engineering to inform
them that a PAMAL action has been carried out.
7 On arrival at the supporting base, Line Engineering will review the Supporting
Supporting PAMAL maintenance completed and will take Base Line
appropriate action to Base Line repair the defect or re-raise the Engineering
ADD to the full MEL limit iaw engineering procedures.
Note 1: The definitive procedure is held within TCAE Procedures manual.
Note 2: Although all pilots are receiving PAMAL training, only Commanders who have
completed the required training will be authorised by MAINTROL to conduct
the PAMAL maintenance actions.
Note 3: The list below is the current approved PAMAL and is for your information.
The definitive list is the one held by MAINTROL within the TCAE Procedures
Manual. This list will be added to in the future as we gain experience in the
procedure and as additional items are identified and trained.
Note 4: Appropriate CB collars and speed tape are stored in the Refuelling Headset
bags.
Note 5: Full details on how to action a defect are in the “EFB user Guide 5.11.4” in the
General (Flight Crew) section of the Documents library.

Eff – 09 AUG 19
Approved Pilot Maintenance Actions
Pilot Maintenance
Action Description Aircraft Type MEL Reference Remarks1

Airbus MEL 24-26-01B Deactivation Open and collar a list of CB’s.
of the galley supply system.
Pull and Collar CB. Boeing MEL 22-30-01-01 Open and collar a single CB on
Thrust Management System, the overhead P11 panel.
Autothrottle Servo.
Locking Out Toilets Boeing MEL 25-41-01 Very simple actions.

Lavatory Waste container
Flapper/access door.
CFDS/CMS BITE Airbus MEL 32-09-01 C Check of the Check for messages in the
BSCU after brakes N/WS CFDS.
MINOR FAULT caution
message shown on the upper
ECAM display.
Moving Flight Deck Boeing MEL 52-51-03 Flight deck Deactivate the Door using the
Switches that are used Security Doors. Normal OFF switch.
by Pilots
Removing INOP Boeing MEL 35-31-01 Simply requires the removal of

equipment from View Portable Oxygen. the inop item from sight and
storing, and redistributing the
serviceable items.
1. This is a guide to the scope of the actions – the full (M) procedure will be provided by
MAINTROL as text from the AMM or DDG as appropriate.
11.8.5 PAMAL FAQs

Q) Can pilots conduct maintenance on a TCX aircraft?
A) Yes, but only the maintenance specified within the PAMAL procedure.
Q) When can a pilot complete the Part 145 box?

A) Only to enter UK.145.00832 TCAE within the PAMAL procedure.
Q) When does the pilot tick the “Crew release possible”?

A) Only if the Pilot can defer the defect with no (m) actions.
Q) What does the pilot enter in the box above the signature?
A) Tnumber with no gaps.
Q) What text does the pilot insert in the Action Text Box?
A) The WO PAMAL number and the same text used in the WO to action the
maintenance.
Q) What category does the pilot select to defer the PAMAL defect?
A) IAW MEL-CAT B or, if MEL is more restrictive, use the MEL Category.

Eff – 09 AUG 19
Q) What action must the pilot complete on return to home base?

A) Liaise with the line maintenance to inform them that a PAMAL action has
been carried out: an info entry in the defects page on the inbound sector will
achieve this.11.8.6

Eff – 09 AUG 19
11.8.7 eTL Aide Memoire

Event Reporter Captain Release Options Engineer
Non-Airworthiness:
- Select Info
1. Cabin At the next station with engineer support
2. Review defect - Sign Defect available:
Manager
enters 3. Check MEL and/or CDL.
Cabin defect
4. Check with Maintrol Airworthiness – Crew Release Possible:
into Cabin 3. Reviews defects, updates Actions, closes or
Defect whether PAMAL can be
LOG on defers defect.
ETL. applied (before signing - Select Crew Release Possible
defect) – see table and 4, If Crew Release Possible Defect actioned
reference below - Sign Defect
then maintenance release will be required.
- Defer Defect
- Complete Turnround

Eff – 09 AUG 19
Airworthiness – PAMAL:
for PAMAL defects the pilot will complete the

maintenance action
- Sign Defect
- contact Maintrol for PAMAL authorisation

iaw OM A 8.1.9.5
1. Captain
Aircraft or FO - Action Defect
Defect enters
defect - Complete Turnround (pilot will sign
Maintenance Release)
Airworthiness – Non-PAMAL (Crew Release Before dispatch:

NOT Possible):
3. Review defect, update Actions, closes or
- Select PIREP defers defect.
- Sign Defect 4, If CRP Defect actioned then maintenance

release will be required.

Eff – 09 AUG 19
N/A 1. If de-icing occurs before pushback then enter de-icing details N/A
prior to sign off, “turning the page” and transmission.
2. If de-icing occurs after pushback then tick remote de-icing,

De-icing
sign the ETL, “turn the page” and transmit as normal. De-icing
details can be entered during the subsequent cruise.

Eff – 09 AUG 19
N/A 1. Review Ops Defects for limitations. 1. Complete any defect

actions required.
2. Review Open defects and expiry criteria (Flight Hours, Dates,
Cycles remaining). 2. Review Open defects and
expiry criteria (Flight Hours,
3. Confirm all servicing complete (the maintenance release can Dates, Cycles remaining).
be signed before refuelling if required).
3. Complete any servicing
4. Check flight details are correct especially flight number and required. On the refuelling
city pair (for diversions or during disruption, the city pair may page, the Flt Number must
need to be corrected). The Flt Number must follow the same follow the format MT1234
format used in ACARs, eg MT1234 with no spaces. An orange with no spaces. An orange
highlight indicates that the Flt No is wrong or is in the incorrect highlight indicates that the
Aircraft format.
Acceptance Flt No is wrong or is in the
5. Sign departure statement, “turn the page” and transmit data. incorrect format]
6. Put ETL into Flight Mode. 4. Sign Maintenance

release.

Eff – 09 AUG 19
N/A 1. Enter any defects into eTL. This can be done during flight. 1. Review new defects and
rectify if possible.
2. After stopping on stand switch off ETL flight mode.
2. Defer defects that cannot
3.Complete fuel, oil and flight time data entry and sign arrival be fixed.
Aircraft screen.
Sign Off 3. Complete any servicing
required.
4. Sign Maintenance
release.
Keyboard This is a known Windows 10 bug and can occur when an external keyboard is used and removed. External keyboards are
hidden therefore not recommended for aircraft turnrounds. If the hidden keyboard issue does occur then perform a hard reset of
the device (see user manual).
No Mobile 1. Try MiFI unit if available (A330 only)

data 2. Revert to Standby paper Tech Log – NB that it is a legal requirement to complete the Standby paper tech log
Connection page if there is no confirmed transmission of the sector .
Switching If a device is Hard Switched OFF, the device will forget the FLIGHT SAFE mode selection and on next start up, the 3G
on in transmissions will be automatically activated. Any in-flight Start Up from cold should be immediately followed up with the
Flight. selection of FLT SAFE mode turned On. A restart from hibernation will retain the last selected FLT SAFE mode.

Eff – 09 AUG 19

Eff – 09 AUG 19
12 Contract
Thomas Cook Airlines UK publishes the Pilot Policy and Procedures (PPP). This is the agreed
document with the pilot representative organisation and pilots should refer to it when
necessary.
Typically no further details concerning PPP items will be listed in this location except for the
below sections. They have been added to ensure there is visibility to pilots if the PPP is
currently lacking.

Eff – 09 AUG 19
12.1 Part-Time Requests

Following feedback from Flight Crew regarding applying for part time working it has been
agreed that the application process will change with immediate effect. All applications for
part-time must be submitted in line with the flexible working policy and not the standing bid
system.
Procedure
• Submit your request to your line manager in writing using the Flexible Working
Request Form.
• If required, a meeting will be arranged with your line manager to discuss your
request. The meeting should normally take place within 28 days of your application.
• Confirmation of the decision will be provided in writing.
Full details can be found in the Flexible Working Policy located on Heartbeat and Xplorer.
It is important to remind you that the planning process for future seasons starts 6 months
prior to the season commencing and therefore requests for the forthcoming season may be
difficult to authorise due to the time frames involved.

Eff – 09 AUG 19
12.2 HMRC FDA, ABA/SA Allowance Changes

This information has been taken from Admin Notice ADM 39/16 and is published here
pending inclusion in the PPP.
HMRC have announced changes to FDA and ABA/SA allowances which will come into effect
from 18th November 2016.
Following the December 2015 review and subsequent audit by HMRC it has been agreed
with effect from 18th November 2016 the non - taxable proportion of the FDA/ABA
allowance will be increased to £1.12 per hour.
This new rate is based on the submission of receipts during the review of expenditure
incurred relating to necessary spend on subsistence requirements while on duty in
December 2015. In April 2016 new HMRC legislation regarding dispensations came into
force requiring the Company to undergo regular sampling checks to ensure the current
approved tax free allowance remains relevant. On that basis you are reminded to keep
receipts for expenses incurred while on duty as you may be randomly selected to submit
details on future sampling exercises. If you are selected as part of the sample group, failure
to submit receipts during a sampling exercise may detrimentally affect the approved tax
free rate of the FDA/ABA allowance.
Own Way Travel
Train, Plane and Hire Car
Travel by train or plane is on the basis of receipted expenditure only. Trips by hire car can
only be used on the basis of receipted hire costs and fuel bills. HMRC does not allow mileage
claims when traveling using a hire car. Trips should be booked via Travel Services with only
an exceptional need booked direct as a last minute arrangement. Own way travel for flight
and rail travel will be processed for the value of the receipt submitted and submitted by
Travel Services to payroll for payment. Payments will not be made until a receipt is
submitted.
Mileage
Tax free mileage claims are limited to the actual distance travelled as supported by a
recognised AA/RAC routefinder. The official published mileage matrix will be the maximum
allowed to be claimed for the trip. If you travel further you will only be able to claim the
matrix maximum, if the trip is less than the claim must be the actual distance travelled at
45p per mile ( subject to a maximum on 10,000 per tax year). All mileage claims must be
processed via Concur as HMRC require journey details, miles claimed and cumulative total
for compliance.
Self-Accommodation

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Self-accommodation eligibility will be removed for use of accommodation owned by the

employee. Payment will continue to be controlled by Travel Services, receipts for
expenditure will be required for payment.
FDA, ABA/SA Allowances Review
Remember:
• Your tax free proportion of the FDA/ABA allowance is changing from 18th November
2016,
• You may be selected to participate in a sampling exercise,
• Receipts for expenses incurred while on duty must be kept,
• Non submission of receipts during a sampling exercise could detrimentally affect the
tax free rates for everyone.

Eff – 09 AUG 19
Own Way Travel
Trips should be booked with Travel Services, Own Way Travel will only be granted as an
exception generally as a last minute arrangement. Please note this table does not refer to
Company provided transport.
Self-Accommodation

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13 Miscellaneous
Not in use at this time.

Eff – 09 AUG 19
14 Appendices
14.1 Appendix A: EASA FTL Operator Responsibilities

The operator is required to demonstrate its associated policies and procedures in order to
comply with this implementing rule. These policies and procedures do not need to be part
of the scheme and may be part of the operators SMS but will be reviewed as part of the
audit process. The output from these processes and procedures will be a significant part of
the approval and ongoing oversight processes.
14.1.1 General
These operator responsibilities support the safety risks that could affect the operation, such
as fatigue. The section defines the procedures to support compliance with OMA Chapter 7
and Crew Planning Procedures Manual. These policies and procedures may change
occasionally as the company aims to make continuous improvements to safety related items
through the use of fatigue countermeasures and roster improvement mechanisms.
14.1.2 Flight Schedules

(i) 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;
Flight schedules are calculating taking into consideration the previous seasons achieved
block times. The calculation is taken using an 80th percentile model to account for unusual
or atypical block times.
Where a new route is introduced where there are no performed block times available the
following process is adopted; For all short haul flights 68% seasonal winds are used to
calculate block times using LIDO flight planning tool – if no historic taxi time information is
used 15 minutes is assumed. For long haul flights 50% seasonal winds are used with a
margin applied depending on destination – if no historic taxi time information is used 15
minutes is assumed. Turnaround times are detailed in the published OTP Manual on Vistair
and are implemented having considerations given to the following factors;
• Aircraft Type
• Turnaround station
• Type of operation i.e. Ski
• Transit / maximum loads

Eff – 09 AUG 19
Full details can be found in the OTP manual.
14.1.3 Flight Duty Period (FDP) Planning

(b) ensure that flight duty periods are planned in a way that enables crew members to
remain sufficiently free from fatigue so that they can operate to a satisfactory level of safety
under all circumstances;
Flight Duty Periods (FDP) will not normally be planned within 15 minutes of the maximum
allowable FDP. Should a sector or multiple sector (pairing) be presented within a 15 minute
period of max FDP a full review of the duty and/or series of duties will occur, which may
result in an extended FDP option being implemented to provide additional rest for the
crewmember prior to, post or either side of the duty.
When a crewmember is planned to operate a duty under the provision of an extended FDP
the roster will be annotated with the appropriate duty designator.
14.1.4 Roster construction

(d) 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;
(e) allocate duty patterns which avoid practices that cause a serious disruption of an
established sleep/work pattern, such as alternating day/night duties;
During the roster construction phase additional counter fatigue and roster stability
measures are implemented in line with the Pilot Scheduling Agreement (PSA), Cabin Crew
Scheduling Agreement (CCSA) and Crew Planning Procedures Manual which include;
• Increased pre-flight rest
• Guaranteed days off following long-haul operations (MBTR)
• Days off following multiple night duties
• Restrictions surrounding number of and duty length of night duties
• Effective measures to prevent late to early transitions
• Restrictions and conditions relating to positioning
Full details can be found within the respective scheduling agreements and in the Crew
Planning Procedures Manual.
14.2.5 Roster publication

Eff – 09 AUG 19
(a) publish duty rosters sufficiently in advance to provide the opportunity for crew
members to plan adequate rest;
Rosters will be published fortnightly on a Wednesday providing a minimum of 4 and a

maximum of 6 complete weeks roster to crew at any point in time. This will provide
Crewmembers an opportunity to plan adequate rest in advance of duties.
A complete list of publication dates will be published annually to Crew covering the
forthcoming calendar year.
14.1.6 Crew report times

(b) specify reporting times that allow sufficient time for ground duties;
Crew reporting times are detailed in OMA 7.2.4 and are implemented having considerations
given to the following factors;
• Crew briefing workload by crew category
• Duty type
• Departure station
• Destination
Crew briefing procedures are documented in OMA 8.1.11
(e) comply with the provisions concerning disruptive schedules in accordance with
ARO.OPS.230
14.1.7 Disruptive Schedules

In implementing the requirements of ARO.OPS.230 (Determination of disruptive schedules)
all CAT operators under a UK issued AOC are required by the CAA to comply with the ‘late
type’ definition.
14.1.8 Night duties more than 10 hours

The company will apply appropriate fatigue risk management to actively manage the
fatiguing effect of night duties of more than 10 hours in relation to the surrounding duties
and rest periods, which will include, where applicable one or more of the following
considerations;
• Length of duties prior to long night duties
• Number of consecutive long night duties
• Appropriateness of long night duties after extended recovery rest periods / days off

Eff – 09 AUG 19
• Planning of long night duties where multiple shift transitions in a working block are
presented
• Positioning of long night duties in relation to days off
• Distribution of long night duties to mitigate cumulative fatigue
• Suitability of long night flights where high duty hours exist within a working block.
Associated procedures to the management of disruptive schedules and night duties are
located in OMA 7.1.15.5 and in the Crew Planning Procedures Manual section 2.
14.1.9 Days off and rest periods

(g) 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;
(h) plan recurrent extended recovery rest periods and notify crew members sufficiently in
advance;
In conjunction with the extended recovery rest periods detailed in OMA 7.1.15 TCUK
provides crewmembers with a minimum number of days off which are detailed in the
respective scheduling agreements. To support effective rest provision, dependant on the
number of consecutive days off achieved limitations are provided surrounding off duty
times prior to and duty start times post days off.
Days off will be published to crewmembers in advance on the nominated roster publication
date. Days off will not be subject to a change of duty without the crewmembers consent
unless the days off are trip related and, where the scheduling agreement states the days off
can be removed if the related trip is removed from the roster.
Recovery rest periods are planned as per OMA 7.1.15
14.1.10 Notification of Roster Changes (Including Standby Callout)

1. Passive Communication - Where possible all roster changes will be communicated to
Crewmembers with as much notice as possible via the Crew Web Portal (CWP). This
will ensure that the Crewmember can plan optimum rest prior to operating the
notified duty. Changes communicated in this way will only be planned where a
Crewmember will report for duty in advance of the changed duty.
If there is a required to contact a crewmember outside of a duty period (i.e. on a day

off or to chase an unconfirmed change of duty) SMS text messaging will be the

Eff – 09 AUG 19
preferred method of communication as it is considered to be less intrusive to the

crewmember from a rest perspective.
2. Active Communication - Where it is not possible to communicate the change in

advance i.e Standby Callout (SBC), Crewing will contact the Crewmember by
telephone, either on the day for a SBC or in advance of the new duty ensuring that
any necessary rest period is achieved. For SBC the following shall apply;
a. For a SBC during the hours 00:00 – 06:59 a maximum of 2 hours notice will be
given to Crewmembers to ensure a regular sleep pattern is maintained as
much as practically possible.
b. For a SBC during the hours 07:00 – 23:59 it may be deemed suitable to advise
Crewmembers in advance of the report time to facilitate an opportunity to
rest for the duty.
c. In both case above due consideration to awake time will be given by the
Crewing Controller and a period not greater than 18 hours from point of call-
out will be planned to ensure compliance with 7.1.13.3 (2)
For all occasions where active communication is required a mobile number

will contacted in the first instance, followed by a landline.
3. Reserve – Reserve will not be planned between the hours of 22:00 and 08:00 to
protect the crewmembers sleep pattern.
14.1.11 Commanders Discretion And Discretion Monitoring

(j) 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
Commanders Discretion to extend an FDP / Reduce a rest period
a) Normally from home base if a standby crew is available discretion will be avoided by
a replacement crew being called in to replace the original crew.

Eff – 09 AUG 19
b) Where the Captain elects to utilise his discretion consideration must be made for
each crew member as detailed in OMA 7.1.7.1
c) Acknowledgement of discretion utilization shall be made by the Captain on the eVR

and where required a discretion form will be filed and submitted the CAA
d) All discretion will be logged in the Crew Planning system as per Crew Planning
Procedures Manual 8.1
Commanders Discretion to reduce an FDP / Extend a rest period
a) The Commander may, at his discretion reduce an FDP or extend a rest period as a
result of unforeseen circumstances which could lead to a crewmember inability to
operate in a safe manner.
b) Crewing must be informed at the earliest opportunity of a decision to reduce an FDP

or extend a rest period so that necessary flight delay or reschedule actions can be
undertaken.
c) All discretion will be logged in the Crew Planning system as per Crew Planning
Procedures Manual 8.2
Discretion monitoring
a) Discretion monitoring is carried out as per the Crew Planning Procedures Manual
and is based on data extracted from the Crew Planning system.
b) Discretion trends are also reviewed at the Flight Safety Action Group (FSAG) and at
the quarterly Fatigue Working Group (FWG). Any proactive measures or action items
are logged on the minutes in the respective meeting.
c) Where a pairing exceeds the planned FDP by more than 25% in season a full review
will be conducted of those rotations to identify root causes and trends, which may
result in a change to the schedule or to the crew pairing. In any case where the
planned FDP is exceeded by more than 33% the schedule or crew pairing will be
changed to ensure the discretion is reduced in the proceeding season.
14.1.12 Delayed Reporting excluding Inbound Long-Haul

In the event of a delay to a report time the following process will apply;
1. Crewing will publish the delay on the Cobalt delay system as detailed in the Crew
Handbook. The delay will be published no more than 4 hours in advance of STD.
A delay notification in this scenario will result in the Crewmember automatically

being assigned the new report time and FDP being calculated as per section
7.1.8 a.

Eff – 09 AUG 19
2. If for any reason the delay is published within 4 hours of STD Crewing will contact
the Crewmember via telephone to advise of the delay. If the Crewmember has not
left the place of rest 1. above shall apply.
If the Crewmember has left the place of rest the following will apply:
a. The Crewmembers FDP will begin at the original reporting time, regardless of
whether the Crewmember chooses to continue to the airport at that time or
at the delayed reporting time.
3. If a subsequent delay is communicated the FDP will commence either 1 hour after
the second notification, or at the first delayed report time – whichever is earlier. No
further delays shall be given without a full rest period being achieved.
4. The Crewing Controller will give due consideration to the following when managing
delayed reports and will take mitigating actions as appropriate;
a. Rest Period
b. Arrival Time
c. Sleep Patterns
d. WOCL encroachment (Window Of Circadian Low)
14.1.13 Delayed Reporting inbound Long-Haul

Crewing will send the nominated commander an SMS text detailing the Expected Time of
Arrival (ETA) of the aircraft.
e.g. MT174, MAN – CCC, LEFT UK 2HRS LATE. ETA CCC 2240Z.
This ETA text will be sent at an appropriate time and will take into account the normal rest
pattern for the duty. For example, it will normally be sent around breakfast time (local) for
Westbound routes.
Note: This initial SMS will give a general indication of how late the aircraft is running
and may be used to structure a general rest pattern; it is not a formal delay
notification. The same principle will apply if the commander contacts
operations directly. Operations will advise the commander of the ETA.
Practically, if the commander expects a delay to the inbound flight, he/she will make
arrangements to inform their crew of the possibility of a delay. Generally, this will involve
revising the wake-up call via the hotel operator.
As per UK departures, Crewing will then publish the FORMAL DELAY NOTIFICATION on the
Cobalt delay system as detailed in the Crew Handbook. The delayed report time and new

Eff – 09 AUG 19
departure time will be published no more than 4 hours in advance of STD. The commander
will also receive the formal notification of the delay via text.
e.g. MT175, CCC – MAN, DELAYED STD 0040Z.
The DELAYED REPORT/DEPARTURE TIME will also be available via the delay line (phone or
web version) or a phone call to crewing.
The formal DELAYED REPORT notification will result in the Crewmember automatically being
assigned the new report time and the FDP being calculated as per OMA Section 7.1.8.
As the commander will have had the opportunity to revise the wake-up call, the new report
time should be roughly coordinated; thereby optimising both rest and available FTL.
If the formal DELAYED REPORT/DEPARTURE TIME is significantly different to the revised

wake-up call (due, for instance, to an inflight diversion) the commander should take
reasonable steps to make the crew aware. This could be by rearranging the wake-up call and
leaving a message at hotel reception.
Following the FORMAL DELAY notification (4hrs prior to STD), if a SECOND SUBSEQUENT
DELAY is communicated, the FDP will commence either 1 hour after the second notification,
or at the first delayed report time - whichever is earlier.
e.g. MT174 diverts on arrival and the new STD from CCC becomes 0215Z. The flight crew is
informed of a second delay at 0040Z. The FTL starts at the earlier of 0140Z (1hr after
notification) and 0100Z (Report for 0215Z) i.e. 0100Z.
The commander will receive a SECOND DELAY text and again, take reasonable steps to make
all crew aware. This could be by rearranging the wake-up call and leaving a message at hotel
reception.
No further delays shall be given without a full rest period being achieved.
The Crewing Controller will give due consideration to the following when managing delayed
reports and will take mitigating actions as appropriate;
• Rest Period
• Arrival Time
• Sleep Patterns
• WOCL encroachment
14.1.14 Split Duty

Eff – 09 AUG 19
Split duty will be conducted in accordance with limitations detailed in O MA 7.1.12 utilising
the following times as an initial plan. The times should be adjusted based on the expected
and/or actual times in relation to the actual event.
Immediate post-flight duties 15 Minutes
Travelling time to accommodation 15 Minutes
Travelling time from 15 Minutes

accommodation
Immediate pre- flight duties 30 Minutes
14.1.14.1 Nutrition
1. When conducting a duty in excess of 6 hours the company will provide an
opportunity for each crewmember to receive a nutritional break consisting of at
least 20 minutes. If the duty is in excess of 12 hours consideration will be given for
an additional 20 minute break.
All nutritional breaks, where possible should be provided at a time best matched to
the individuals normal meal times, however the break(s) may be assigned at any
point within the duty period as required.
2. Additional information regarding nutrition, and maintaining a healthy lifestyle is

located in the FRM manual 2.2.1.4
14.1.15 Disruption Monitoring Metrics

1. Disruption to days off for Pilots and Cabin Crew is monitored through either (a)
disrupted day off process or (b) DOP reason code analysis. The information attained
through this process is used to validate associated assumptions in the establishment
planning process.
2. Sickness for both Pilots and Cabin Crew is monitored and data gathered on a
monthly basis and provided to the establishment planning team. The information
attained through this process is used to validate associated assumptions in the
establishment planning process.

Eff – 09 AUG 19
3. Flights are planned to be operated with a crew compliment above the legal
minimum requirements. Where a flight operates below the planned composition it is
recorded in the crew planning system. The information attained through this process
is used to validate associated assumptions in the establishment planning process
4. OTP is tracked through a daily operations meeting where operational delays are
reviewed and escalated if required. Any trends or improvement opportunities
identified are further discussed by the OTP Champions bi-weekly meeting. This team
are focused on driving improvements in operational performance, taking action on
performance trends and identifying strategies to reduce operational delays, thus
supporting roster stability.

Eff – 09 AUG 19
14.2 Appendix B: Fatigue Risk Guidance for Crew
See separate appendix document - Appendix B Fatigue Risk Guidance for Crew.

Eff – 09 AUG 19
14.3 Appendix C: Requirements for Safe Carriage Of Electric

Mobility Aids
See separate appendix document - Appendix C Requirements for Safe Carriage of Electric
Mobility Aids

Eff – 09 AUG 19
END OF MANUAL

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Crew Handbook

Issue 1, Revision 36,09 AUG 2019

Information and procedures for the

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For official use only!

Distribution to external persons with

Reprint and copies permitted when

To notify omissions and revisions contact:

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7.2.2 Captain and Crew Responsibilities ..................................................................... 42

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7.10.1 Fuel ..................................................................................................................... 66

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7.17.1 Contract De Icing................................................................................................ 85

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8.2 Radio Telephony (RT) .............................................................................................. 116

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8.12 Flight Operations in the Vicinity of Drones .............................................................. 149

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9.6.4 Baggage Allowance Positioning on Non-company Aircraft ............................. 167

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9.16.2 Positioning of Ground Equipment – Steps/Airbridges..................................... 199

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10.13 Fatigue Risk Management ....................................................................................... 247

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12.1 Part-Time Requests ................................................................................................. 294

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9.6.1 Removal of references to specific suppliers

Version 35 23 JUL 2019

Various S4A references are removed and replaced with CUBE

8.12 Flight Operations in the Vicinity of Drones

7.12.1 Current TCX Authorised Check Flight Pilots. Updated listing.

7.14.7 ACARS / Computer loadsheets incorporates FCN G30/18

7.1.15 Crew Boarding in USA

7.6.2 MedLink Telemedicine – ACARS address added for medlink

Version 34 29 MAR 2019

Various S4A references are removed and replaced with CUBE

14.1 EASA FTL Operator Responsibilities becomes Appendix A.

14.3 “Requirements for Safe Carriage of Electric Mobility Aids” is moved to

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Version 33 19 DEC 2018

4.3 Cold Weather Operations Reference Summary added

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4.1 Key Contact Details

OPERATIONS +44 161 437 4767

CEGA +44 1243 621 191

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4.2 Pilot Workflow: Quick Reference for OM A

GENERAL (CREW) RESPONSIBILITIES

CREW - FIT FOR FLIGHT

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PAX - FIT FOR FLIGHT

CREW CHECK IN - LATEST OPERATIONAL INFORMATION

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8.4.3.2 Destination Aerodrome

CREW ARRIVING AT THE AIRCRAFT