Ground Handling Manual

Ground Handling Manual
This document is copyright Titan Airways Limited and

may not be reproduced in whole or part by any means
without the prior written permission of Titan Airways
Limited.
The Titan Airways’ Logo is a trademark of Titan Airways
Limited and may not be reproduced without permission.
©2012 Titan Airways Limited
GROUND HANDLING MANUAL PAGE 3
REVISION 1.4
TABLE OF SECTIONS
25SEP14
TABLE OF CONTENTS
PREFACE .............................................5
SAFETY COMMITMENT ..................................7
SECTION 0 - ADMINISTRATION AND CONTROL ..............0‑i
SECTION 1 - ORGANISATION .............................1‑i
SECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2‑i
SECTION 3 - COMMUNICATIONS ..........................3‑i
SECTION 4 - PASSENGERS ..............................4‑i
SECTION 5 - CHECK-IN ..................................5‑i
SECTION 6 - BAGGAGE .................................6‑i
SECTION 7 - SECURITY .................................7‑i
SECTION 8 - BOARDING .................................8‑i
SECTION 9 - WEIGHT AND BALANCE ......................9‑i
SECTION 10 - RAMP OPERATIONS ........................10‑i
SECTION 11 - FUELLING ................................11‑i
SECTION 12 - DE-ICING .................................12‑i
SECTION 13 - SERVICING ...............................13‑i
SECTION 14 - CARGO ..................................14‑i
SECTION 15 - MAIL ....................................15‑i
SECTION 16 - DANGEROUS GOODS – CARGO ..............16‑i
SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17‑i
SECTION 18 - EMERGENCY RESPONSE ....................18‑i
SECTION 19 - CONTINGENCY PLANNING ..................19‑i
SECTION 20 - COMPLIANCE .............................20‑i
SECTION 21 - APPENDICES..............................21‑i
©TITAN AIRWAYS LIMITED

INTENTIONALLY BLANK
REVISION 1.6
PREFACE
20NOV14
PREFACE
The following pages contain information and guidance for handling agents involved in Titan
Airways’ ad-hoc charter operations. Agents should use the IATA Airport Handling Manual
(AHM), IATA Ground Operations Manual and content of this manual, which qualifies and
amplifies items from the AHM. Acceptance of a handling request from Titan Airways shall be
treated as an agent’s acceptance of the procedures contained within this manual. It shall be the
responsibility of the relevant Station Manager to ensure that each operation is managed using
the latest downloaded copy of this manual.
This manual is a combined publication to cover processes and procedures for both passenger
and cargo operations in accordance with current regulations and published international
standards. A separate cargo manual is NOT provided.
This manual is also designed to provide guidance for those handling agents working with Titan
Airways aircraft whilst operating under short or long term wet lease to other carriers. Where a
policy or procedure contained within this manual is more restrictive than the policy of the
customer airline then this document shall have precedence.
Titan Airways commenced operations in March 1988 and currently operates a jet aircraft fleet
from its base at London Stansted Airport. The company does not operate scheduled services
but offers a ‘tailor made’ ad-hoc charter service to corporations, holiday companies and other
airlines.
The company offers a high quality service and is registered to the EASA and ISO9000 Quality
Standard. Flights are often booked at very short notice. Due to the urgent nature of such flights
a high level of response is required from agents. Many flights are however booked months in
advance. The same high-level quality service is required on all operations.

INTENTIONALLY BLANK
REVISION 1.4
SAFETY COMMITMENT
25SEP14
SAFETY COMMITMENT
WARNING
This document is only distributed using the Internet and if printed becomes an uncontrolled
document and marked as such. Agents are to ensure that they have access to this document
online for any planned operation involving Titan Airways aircraft. For any information/policy not
included in this manual the agent should contact Titan Airways for more information.

INTENTIONALLY BLANK
GROUND HANDLING MANUAL PAGE 0‑I
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 0 - ADMINISTRATION AND CONTROL ..............0‑i
0 INTRODUCTION .................................0‑1
0.1 Standard ....................................0‑1
0.2 Purpose .....................................0‑1
0.3 Format (FLT 3.1.1) ..............................0‑1
0.3.1 Part A .....................................0‑1
0.3.2 Part B .....................................0‑1
0.3.3 Part C .....................................0‑2
0.3.4 Part D .....................................0‑2
0.3.5 Part F ......................................0‑2
0.3.6 Other Associated Manuals .........................0‑2
0.3.7 Crew Notices .................................0‑2
0.3.8 Terms, Definitions and Abbreviations ..................0‑2
0.3.9 Gender .....................................0‑2
0.3.10 Commercial Air Transportation Operation ................0‑2
0.3.11 Non-Commercial Operation of aircraft listed in the operations
specifications .................................0‑3
0.4 Amendment and Revision .........................0‑3
0.4.1 Authority ....................................0‑3
0.4.2 Carriage of Manual .............................0‑4
0.4.3 Urgent Revisions Where Flight Safety Could be Affected ......0‑4
0.4.4 Approval of the Authority ..........................0‑4
0.4.5 Access to Manuals .............................0‑4
0.5 Definitions, Abbreviations and Common Terminology .......0‑8
0.5.1 Abbreviations .................................0‑8
0.5.2 Common Terminology ...........................0‑17
0.6 Manual Description .............................0‑24
0.6.1 Page Header ................................0‑24
0.6.2 Explanation of Header Elements ....................0‑25
0.7 List of Effective Pages ...........................0‑26
0.8 Revision Status ...............................0‑30

INTENTIONALLY BLANK
GROUND HANDLING MANUAL PAGE 0‑1
REVISION 1.8
ADMINISTRATION AND CONTROL
24FEB16
SECTION 0 - ADMINISTRATION AND CONTROL
0 INTRODUCTION
0.1 Standard
The Company Operations Manual is issued in accordance with the EU Regulation 216/2008
(Basic Regulation) and EU Regulation 965/2012 (referred to as Part-OPS). It complies with the
standards and requirements of the Basic Regulation, Part OPS and with the terms and
conditions of the company's Air Operators Certificate (AOC).
For the purposes of the above regulation Titan Airways shall be considered a 'complex'
operator.
0.2 Purpose
The Manual is for the use and guidance of all company operating personnel. Such personnel
are to ensure that all commercial air transportation flights are planned and executed in
accordance with the instructions and policies in this manual which details the requirements of
the company and the regulator.
0.3 Format (FLT 3.1.1)

This Manual and its parts may be supplemented by other publications, such as the Aeroplane
Flight Manual (AFM), Pilot’s Operating Handbook (or equivalent) and appropriate and / or
designated, commercially available Route and Airways Manuals.
The language utilised throughout the Manual Suite is English (UK), supplemented by the
occasional use of English (US) for continuity, when required. English shall be the language
used for all intra Flight Crew communications.
0.3.1 Part A
General/Basic Information, Requirements and Operations.
0.3.2 Part B
Aeroplane Type Operating Procedures and Requirements.
• Airbus A320/A321
• Boeing 737
• Boeing 757
• Boeing 767

PAGE 0‑2 GROUND HANDLING MANUAL
REVISION 1.3
18AUG14
0.3.3 Part C
• Jeppessen Flight Guide/British Airways PLC Route Manual/MilFlip (Military Flight
Information Publications)
0.3.4 Part D
Training Manual.
0.3.5 Part F
Cabin Crew.
0.3.6 Other Associated Manuals

The following manuals contain information not directly related to the flight operation which,
whilst not a formal part of the Operations Manual suite, do form a part of the policy and
processes employed by Titan Airways in its management system.
• Corporate Manual
• Ground Handling Manual
• Operations Control Manual
• Emergency Response Manual
0.3.7 Crew Notices

Notices for the attention of flight crew or cabin personnel will be issued in sequence and will be
incorporated in a section at the front of the relevant Part. Where such information is of a
permanent nature, it shall be incorporated as an amendment to the appropriate publication as
soon as practical.
0.3.8 Terms, Definitions and Abbreviations

Where necessary, specific terms are defined at the beginning of the Part to which they are
appropriate. Part A contains all definitions, terms and abbreviations relating to all other Parts
0.3.9 Gender
For brevity, the pronoun ‘he’ is utilised throughout Parts A, B, C, D and F. Where appropriate,
the pronoun ‘she’ should be inferred or assumed.
0.3.10 Commercial Air Transportation Operation

An aircraft operation involving the transport of passengers or cargo for remuneration or hire. All
flights operating as Commercial Air Transportation shall be conducted in accordance with this
Operations Manual

REVISION 1.7
21SEP15
0.3.11 Non-Commercial Operation of aircraft listed in the operations

specifications
Non commercial operation of company aircraft may be carried out under the limitations and
procedures detailed in this manual.
Whilst most such operations should adhere to the contents and standards of this manual, some
alleviation when required is detailed in the appropriate section/headings of this manual in the
following form:
PRIVATE OPS - For private operation of company aircraft ..........................
0.4 Amendment and Revision

The operations manual shall be reviewed by the appropriate manager at regular intervals for
currency with current regulations and practices.
0.4.1 Authority
The Operations Manual is issued on the authority of the Company, and the Flight Operations
Director / Operations Director will authorise all amendments to it, as required by the Company
or by the Civil Aviation Authority. Any proposed amendment should be forwarded, to the Flight
Operations Director or Operations Director, on an Amendment Proposal Form (refer to Figure
0-3). All amendments will be published by the publications officer in the form of printed,
replacement pages; handwritten amendments are not permitted (except in situations requiring
immediate amendment or revision in the interests of safety). Revision pages will be annotated
to show the date of issue (and date of effect if different) and the portion of the text which has
been revised, as indicated by vertical marginal lines adjacent to the changes. Each amendment
will be accompanied by a revised list of effective pages, with their dates of issue, and by a
certificate of receipt / incorporation. An amendment list record will be maintained at the front of
each manual.
The following require approval of the competent authority (CAA) in advance of implementation:
• Changes affecting the AOC certificate or the operations specifications
• Any changes to the key structure of the Management System (See Section3) or the
Safety Policy
Careful examination of the following subject areas is required when making changes as they
will likely be affected by the above requirement.
• Any application relating to use of an Alternative Means of Compliance
• Procedures requiring notification
• Cabin crew evacuation procedures / training content and syllabi / attestations / operation
of 4 aircraft types
• Leasing agreements
• Non-commercial operations
• Specific approvals (ETOPS / RVSM / MNPS / Low Visibility Ops / Dangerous Goods)
• Dangerous Goods Training Programs
• Flight Crew (ATQP / operation on more than one type or variant / training and checking
programs)
• Fuel policy

REVISION 1.6
20NOV14
• Mass and Balance (standard masses for other than passengers and checked baggage)
• Minimum Equipment List (MEL) - operation outside Mel but within MMEL / Rectification
Interval Extension (RIE) procedures
• Minimum Flight Altitudes (methods / Descent procedures)
• Performance (Increased bank angles / short landing operations / steep approach
operations)
• Isolated Aerodrome procedures
• Approach flight techniques (Non-stabilised approaches / non-precision non CFDA)
• Maximum distance from adequate aerodromes for non-ETOPS aircraft
0.4.2 Carriage of Manual

It is a requirement that a copy of the Manual is available for carriage in each commercial air
transport aeroplane. Sufficient additional copies will be provided to ensure that all operating
personnel have ready access to them when required, and to enable one copy to be lodged with
the Civil Aviation Authority. An up-to-date list of manuals, together with their copy numbers and
their locations, or the name/appointment of the copy holder, as appropriate shall be held.
Amendments will be issued to copy holders or nominated individuals who will be required to
amend particular number copies. Amendments should be entered on receipt, and the
amendment record completed. Confirmation of incorporation should be completed either online
through the Titan Airways Notification (TAN) system or by signed paper transmittal letters as
soon as possible after the amendments have been completed.
0.4.3 Urgent Revisions Where Flight Safety Could be Affected

Details of revisions which may be urgently required in the interests of flight safety, or which are
supplementary to the operations manual, will be promulgated as Notice to Crew (NOTAC) or
temporary pages (where their location in the relevant section of the manual would be more
appropriate). Those of a temporary nature will be cancelled as soon as they are no longer
relevant. Those of long-term application should be incorporated into the manual when it is next
amended, or within six months of their effective date, whichever is the sooner.
0.4.4 Approval of the Authority

All intended amendments and revisions must be supplied to the UK CAA in advance of the
effective date. When the amendment/revision concerns any Part of the Operations Manual
which must be approved by means of the Operations Approval document, this approval must
be obtained before the amendment becomes effective. When immediate amendment or
revisions are required in the interests of safety, they may be published and applied immediately
provided that application for approval has been made.
0.4.5 Access to Manuals

Operations personnel must have easy access to a copy of each Part of the Operations Manual
which is relevant to their duties. In addition, each Crew Member must be supplied with a
personal copy of – or relevant sections from – Parts A and B of the Operations Manual as are
applicable for personal study and the performance of their duties and responsibilities. Crew
Members are individually responsible for the amendment of personal copies of Manuals and

REVISION 1.6
20NOV14
the timely report of their status to Operations management. Cabin Crew must be afforded
access to Operations Manual – Part F (Cabin).
Manuals may be distributed to individuals in either paper or electronic format. Confirmation of
receipt and incorporation of amendments is required to be completed using the electronic TAN
system which is linked on all amendment notifications.

REVISION 1.3
18AUG14
Figure 0-1 Amendment Proposal Form

REVISION 1.3
18AUG14
Figure 0-2 Reverse Side of Amendment Proposal Form

REVISION 1.3
18AUG14
0.5 Definitions, Abbreviations and Common Terminology

The following table provides a list of definitions, abbreviations and/or common terminology
utilized throughout the Titan Airways manual suite. It is not a comprehensive list containing
every possible industry abbreviation, but does cover all those necessary for the proper use and
interpretation of the Operations Manual.
0.5.1 Abbreviations
Table 0-1 Abbreviations
TERM DEFINITION
A aeroplane
a/c aircraft
AAC aeronautical administrative communications
AAL above aerodrome level
AC advisory circular
AC alternating current
ACAS airborne collision avoidance system
ADF automatic direction finder
ADG air driven generator
ADS automatic dependent surveillance
ADS-B automatic dependent surveillance - broadcast
ADS-C automatic dependent surveillance - contract
AEA Association of European Airlines
AEO all-engines-operative
AFFF aqueous film forming foams
AFM aircraft flight manual
AFN aircraft flight notification
AFN ATS facilities notification
AGL above ground level
AHRS attitude heading reference system
AIS aeronautical information service
ALARP as low as reasonably practicable
ALSF approach lighting system with sequenced flashing lights
AMC Acceptable Means of Compliance
AML aircraft maintenance licence
AMSL above mean sea level
ANP actual navigation performance
AOC aeronautical operational control
AOC air operator certificate
APU auxiliary power unit
APV approach procedure with vertical guidance
ARA airborne radar approach
ARA Authority Requirements for Aircrew

REVISION 1.3
18AUG14
TERM DEFINITION
ARO Authority Requirements for Air Operations
ARP Aerospace Recommended Practices
ASC Air Safety Committee
ASDA accelerate-stop distance available
ASE altimeter system error
ATA Air Transport Association
ATC air traffic control
ATIS automatic terminal information service
ATN air traffic navigation
ATPL airline transport pilot licence
ATQP alternative training and qualification programme
ATS air traffic services
ATSC air traffic service communication
AVGAS aviation gasoline
AVTAG aviation turbine gasoline (wide-cut fuel)
AWO all-weather operations
BALS basic approach lighting system
BCAR British civil airworthiness requirements
BITD basic instrument training device
CAP controller access parameters
CAT commercial air transport
CAT I/II/III category I / II / III
CBT computer-based training
CC cabin crew
CDFA continuous descent final approach
CDL configuration deviation list
CFIT controlled flight into terrain
CG centre of gravity
CM context management
CMV converted meteorological visibility
CofA certificate of airworthiness
COP code of practice
CoR certificate of registration
CP committal point
CPA closest point of approach
CPDLC controller pilot data link communication
CPL commercial pilot licence
C-PED controlled portable electronic device
CRE class rating examiner
CRI class rating instructor
CRM crew resource management
CS Certification Specifications
CVR cockpit voice recorder

REVISION 1.3
18AUG14
TERM DEFINITION
DA decision altitude
DA/H decision altitude/height
DAP downlinked aircraft parameters
D-ATIS digital automatic terminal information service
DC direct current
DCL departure clearance
D-FIS data link flight information service
DG dangerous goods
DH decision height
DI daily inspection
DIFF deck integrated fire fighting system
DLR data link recorder
DME distance measuring equipment
D-METAR data link - meteorological aerodrome report
D-OTIS data link - operational terminal information service
DPATO defined point after take-off
DPBL defined point before landing
DR decision range
DSTRK desired track
EC European Community
ECAC European Civil Aviation Conference
EFB electronic flight bag
EFIS electronic flight instrument system
EGNOS European geostationary navigation overlay service
EGT exhaust gas temperature
ELT emergency locator transmitter
ELT(AD) emergency locator transmitter (automatically deployable)
ELT(AF) emergency locator transmitter (automatic fixed)
ELT(AP) emergency locator transmitter (automatic portable)
ELT(S) survival emergency locator transmitter
EPE estimated position of error
EPR engine pressure ratio
EPU estimated position of uncertainty
ERA en-route alternate (aerodrome)
ERP emergency response plan
ETOPS extended range operations with two-engined aeroplanes
EU European Union
EUROCAE European Organisation for Civil Aviation Equipment
EVS enhanced vision system
FAA Federal Aviation Administration
FAF final approach fix
FALS full approach lighting system
FANS future air navigation systems

REVISION 1.7
21SEP15
TERM DEFINITION
FAP final approach point
FAR Federal Aviation Regulation
FATO final approach and take-off
FC flight crew
FCL flight crew licensing
FCOM flight crew operating manual
FDM flight data monitoring
FDO flying display operation
FDR flight data recorder
FFS full flight simulator
FGS flight control/guidance system
FI flight instructor
FLIPCY flight plan consistency
FLTA forward-looking terrain avoidance
FMECA failure mode, effects and criticality analysis
FMS flight management system
FNPT flight and navigation procedures trainer
FOD foreign object damage
fpm feet per minute
FSTD flight simulation training device
ft feet
FTD flight training device
FTE full time equivalent
FTL flight and duty time limitations
g gram
GAGAN GPS aided geo augmented navigation
GBAS ground-based augmentation system
GCAS ground collision avoidance system
GEN general
GIDS ground ice detection system
GLS GBAS landing system
GM Guidance Material
GMP general medical practitioner
GNSS global navigation satellite system
GPS global positioning system
GPWS ground proximity warning system
GSE ground service equipment
H helicopter
HEMS helicopter emergency medical service
HF high frequency
Hg mercury
HHO helicopter hoist operation
HIALS high intensity approach lighting system

REVISION 1.6
20NOV14
TERM DEFINITION
HIGE hover in ground effect
HLL helideck limitations list
HOGE hover out of ground effect
HoT hold-over time
hPa hectopascals
HPL human performance and limitations
HUD head-up display
HUDLS head-up guidance landing system
HUMS health usage monitor system
IAF initial approach fix
IALS intermediate approach lighting system
ICAO International Civil Aviation Organization
IDE instruments, data and equipment
IF intermediate fix
IFR instrument flight rules
IFSD in-flight shutdown
IGE in ground effect
ILS instrument landing system
IMC instrument meteorological conditions
in inches
INS inertial navigation system
IP intermediate point
IR Implementing Rule
IR instrument rating
IRS inertial reference system
ISA international standard atmosphere
ISO International Organization for Standardization
IV intravenous
kg kilograms
km kilometres
kt knots
LDA landing distance available
LDP landing decision point
LED light-emitting diode
LHS left hand seat
LIFUS line flying under supervision
LNAV lateral navigation
LoA letter of acceptance
LOC localiser
LOE line-oriented evaluation
LOFT line-oriented flight training
LOQE line-oriented quality evaluation
LOS limited obstacle surface

REVISION 1.6
20NOV14
TERM DEFINITION
LPV localiser performance with vertical guidance
LRCS long range communication system
LRNS long range navigation system
LVO low visibility operation
LVP low visibility procedures
LVTO low visibility take-off
m metres
MALS medium intensity approach lighting system
MALSF medium intensity approach lighting system with sequenced
flashing lights
MALSR medium intensity approach lighting system with runway
alignment indicator lights
MAPt missed approach point
MCTOM maximum certified take-off mass
MDA minimum descent altitude
MDH minimum descent height
MEA minimum en-route altitude
MED medical
MEL minimum equipment list
METAR meteorological aerodrome report
MGA minimum grid altitude
MHA minimum holding altitude
MHz megahertz
MID midpoint
MLR manuals, logs and records
MLS microwave landing system
MLX millilux
mm millimetres
MM multi-mode
MMEL master minimum equipment list
MNPS minimum navigation performance specifications
MOC minimum obstacle clearance
MOCA minimum obstacle clearance altitude
MOPSC maximum operational passenger seating configuration
MORA minimum off-route altitude
MPSC maximum passenger seating capacity
MSA minimum sector altitude
MSAS multi-functional satellite augmentation system
MTCA minimum terrain clearance altitude
N North
NADP noise abatement departure procedure
NALS no approach lighting system
NCC non-commercial operations with complex motor-powered
aircraft

REVISION 1.3
18AUG14
TERM DEFINITION
NCO non-commercial operations with other-than-complex motor-
powered aircraft
NF free power turbine speed
NG engine gas generator speed
NM nautical miles
NOTAM notice to airmen
NOTECHS non-technical skills evaluation
NOTOC notification to captain
NPA non-precision approach
NPA Notice of Proposed Amendment
NVD night vision device
NVG night vision goggles
NVIS night vision imaging system
OAT outside air temperature
OCH obstacle clearance height
OCL oceanic clearance
ODALS omnidirectional approach lighting system
OEI one-engine-inoperative
OFS obstacle-free surface
OGE out of ground effect
OIP offset initiation point
OM operations manual
OML operational multi-pilot limitation
ONC operational navigation chart
OPS operations
ORO Organisation Requirements for Air Operations
OTS CAT II other than standard category II
PAPI precision approach path indicator
PAR precision approach radar
PBE protective breathing equipment
PBN performance-based navigation
PCDS personnel carrying device system
PDA premature descent alert
PDP predetermined point
PED portable electronic device
PIC pilot-in-command
PIN personal identification number
PIS public interest site
PNR point of no return
POH pilot's operating handbook
PRM person with reduced mobility
QAR quick access recorder

REVISION 1.3
18AUG14
TERM DEFINITION
QFE atmospheric pressure at aerodrome elevation / runway
threshold
QNH atmospheric pressure at nautical height
RA resolution advisory
RAT ram air turbine
RCC rescue coordination centre
RCF reduced contingency fuel
RCLL runway centre line lights
RF fixed radius
RF radio frequency
RFC route facility chart
RI ramp inspection
RI rectification interval
RIE rectification interval extension
RMA regional monitoring agency
RNAV area navigation
RNP required navigation performance
ROD rate of descent
RP rotation point
RTCA Radio Technical Commission for Aeronautics
RTODAH rejected take-off distance available (helicopters)
RTODRH rejected take-off distance required (helicopters)
RTOM reduced take-off mass
RTZL runway touchdown zone lights
RVR runway visual range
RVSM reduced vertical separation minima
S South
SAFA safety assessment of foreign aircraft
SALS simple approach lighting system
SALSF simple approach lighting system with sequenced flashing
lights
SAp stabilised approach
SAP system access parameters
SAR search and rescue
SAS stability augmentation system
SBAS satellite-based augmentation system
SCC senior cabin crew
SCP special category of passenger
SDCM system of differential correction and monitoring
SFE synthetic flight examiner
SFI synthetic flight instructor
SID standard instrument departure
SMM safety management manual

REVISION 1.3
18AUG14
TERM DEFINITION
SMS safety management system
SNAS satellite navigation augmentation system
SOP standard operating procedure
SPA operations requiring specific approvals
SPECI aviation selected special weather report
SPO specialised operations
SRA surveillance radar approach
SSALF simplified short approach lighting system with sequenced
flashing lights
SSALR simplified short approach lighting system with runway
alignment indicator lights
SSALS simplified short approach lighting system
SSEC static source error correction
SSR secondary surveillance radar
STAR standard terminal arrival route
STC supplemental type certificate
TA traffic advisory
TAC terminal approach chart
TAS true airspeed
TAWS terrain awareness warning system
TC technical crew
TC type certificate
TCAS traffic collision avoidance system
TCCA Transport Canada Civil Aviation
TCH type certificate holder
TDP take-off decision point
TDZ touchdown zone
THR threshold
TI Technical Instructions
TIT turbine inlet temperature
TMG touring motor glider
TODA take-off distance available (aeroplanes)
TODAH take-off distance available (helicopters)
TODRH take-off distance required (helicopters)
TORA take-off run available
T-PED transmitting portable electronic device
TRE type rating examiner
TRI type rating instructor
TSE total system error
TVE total vertical error
TWIP terminal weather information for pilots
UMS usage monitoring system
UTC coordinated universal time

REVISION 1.3
18AUG14
TERM DEFINITION
V2 take-off safety speed
V50 stalling speed
VAT indicated airspeed at threshold
VDF VHF direction finder
VFR visual flight rules
VHF very high frequency
VIS visibility
VMC visual meteorological conditions
VMO maximum operating speed
VNAV vertical navigation
VOR VHF omnidirectional radio range
VT threshold speed
VTOL vertical take-off and landing
VTOSS take-off safety speed
WAAS wide area augmentation system
WAC world aeronautical chart
WIFI wireless fidelity
ZFTT zero flight-time training
0.5.2 Common Terminology

Table 0-2 – Common Terminology
TERM DEFINITION
Accelerate-stop distance The length of the take-off run available plus the length of stopway, if such stopway is
available (ASDA) declared available by the State of the aerodrome and is capable of bearing the mass of the
aeroplane under the prevailing operating conditions.
Acceptable Means of Non-binding standards adopted by the Agency to illustrate to establish compliance with
Compliance (AMC). Regulation (EC) No 216/2008 and its Implementing Rules
Acceptance checklist A document used to assist in carrying out a check on the external appearance of packages
of dangerous goods and their associated documents to determine that all appropriate
requirements have been met with.
Adequate aerodrome An aerodrome on which the aircraft can be operated, taking account of the applicable
performance requirements and runway characteristics
Adhoc Flights not rostered (one-off charters)
Aeroplane An engine-driven fixed-wing aircraft heavier than air that is supported in flight by the dynamic
reaction of the air against its wings.
Aft Rear of Aircraft (as in fore (forward) and aft)
Aileron Part of aircraft wing (used to control aircraft turning in flight)
Aircraft A machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earths surface.
Aircraft Left Left hand side of the aircraft (see also Port-side)
Aircraft right Right hand side of the aircraft (see also Starboard)
Air Larder Metal or fibreboard container used for the storage of catering

REVISION 1.3
18AUG14
TERM DEFINITION
Airside Area(s) of an airport beyond the Customs, Immigration and / or Security Checkpoint(s) that
usually constitute the Security Restricted Area.
The opposite of ‘Landside’.
Aisle Gangway between seats in cabin of aircraft.
Alternative means of Those that propose an alternative to an existing Acceptable means of Compliance or those
compliance that propose new to establish compliance with Regulation (EC) No 216/2008 and its
Implementing Rules for which no associated AMC have been adopted by the Agency.
Anti-Collision Light (or Red Strobe (flashing) beacon (light) on the underside and top of the fuselage
Anti-Collision Beacon)
Anti-icing In the case of ground procedures, a procedure that provides protection against the formation
of frost or ice and accumulation of snow on treated surfaces of the aircraft for a limited period
of time (hold-over time).
APV An instrument procedure usually employing GNSS, which utilises lateral and vertical
guidance but does not meet the requirements established for precision approach and landing
operations. (ICAO Doc 8168 )
Automatic Door with escape slide fitted ready for automatic deployment (indicated by the manual/auto
setting on the internal side of the door and by the engagement of the girt bar with the floor
brackets)
Bank Angle of aircraft descent
Blox / Blocks The time – i.e. ‘blox time’ or ‘blocks time’ or similarly, ‘off blox/blocks time’ that represents the
time the aircraft arrives at the stand and shuts down engines at the completion of a flight
sector, or the time at which the aircraft commences pushback (or taxi if ‘power in/power out’)
at the commencement of a flight sector being the ‘off blox’ or ‘off blocks’ time
Bulkhead Aircraft partition or wall
Cabin Altitude Air Pressure inside the aircraft cabin, expressed as the atmospheric pressure experienced in
the free air at a given altitude, i.e. Aircraft flying at 35,000', PAX will experience a Cabin
atmospheric pressure equivalent to that found at 8,000 ft.
Cabin crew member An appropriately qualified crew member, other than a flight crew or technical crew member,
who is assigned by an operator to perform duties related to the safety of passengers and
flight during operations.
Category I (CAT I) A precision instrument approach and landing using an instrument landing system (ILS),
approach operation microwave landing system (MLS), GLS (ground-based augmented global navigation satellite
system (GNSS/GBAS) landing system), precision approach radar (PAR) or GNSS using a
satellite-based augmentation system (SBAS) with a decision height (DH) not lower than 200
ft and with a runway visual range (RVR) not less than 550 m for aeroplanes.
Category II (CAT II) A precision instrument approach and landing operation using ILS or MLS with:
operation
DH below 200 ft but not lower than 100 ft; and
RVR of not less than 300 m.
Category IIIA (CAT IIIA) operation a precision instrument approach and landing operation
using ILS or MLS with:
DH lower than 100 ft; and
RVR not less than 200 m.
Category IIIB (CAT IIIB) A precision instrument approach and landing operation using
operation
ILS or MLS with:
DH lower than 100 ft, or no DH; and
RVR lower than 200 m but not less than 75 m.
CDFA Continuos Descent, Final Approach: An approach technique that does not employ a Platform
Height or level segment.
A legal requirement for non-precision approaches in some States.
Certification Technical standards adopted by the Agency indicating to show compliance with Regulation
Specifications (CS) (EC) No 216/2008 and its Implementing Rules and which can be used by an organisation for
the purpose of certification.

REVISION 1.3
18AUG14
TERM DEFINITION
Chocks Wedges used to prevent aircraft movement in the event of brake failure – placed in front and
/ or behind, aircraft wheels (tyres)
Chock to Chock Elapsed time between Off-chocks and next On-chocks
(Also: ‘Off-blox’ and ‘On-blox’ or ‘Blox to Blox’)
Circling The visual phase of an instrument approach to bring an aircraft into position for landing on a
runway/FATO that is not suitably located for a straight-in approach
Clearway A defined rectangular area on the ground or water under the control of the appropriate
authority selected or prepared as a suitable area over which an aeroplane may make a
portion of its initial climb to a specified height.
Cloud base The height of the base of the lowest observed or forecast cloud element in the vicinity of an
aerodrome or operating site or within a specified area of operations, normally measured
above aerodrome elevation or, in the case of off shore operations, above mean sea level.
CMV Converted Meteorological Visibility: "A value (equivalent to a Runway Visual Range (RVR))
which is derived from the reported meteorological visibility". However, CMV must be
considered as a Meteorological Optical Rangeand not a true Visibility, which could lead to
safety issues.
(AMOFSG.10.SN.011.5.en.docx)
Code share An arrangement under which an operator places its designator code on a flight operated by
another operator, and sells and issues tickets for that flight.
Competent Authority The National Aviation Authority in the state of the operator's principle place of business. For
Titan Airways this will be the UK Civil Aviation Authority (CAA)
Congested area In relation to a city, town or settlement, any area which is substantially used for residential,
commercial or recreational purposes.
Contaminated runway A runway of which more than 25% of the runway surface area within the required length and
width being used is covered by the following:
Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to
more than 3 mm (0.125 in) of water;
Snow which has been compressed into a solid mass which resists further compression and
will hold together or break into lumps if picked up (compacted snow); or
Ice, including wet ice.
Contingency fuel The fuel required to compensate for unforeseen factors that could have an influence on the
fuel consumption to the destination aerodrome.
Continuous descent final A technique, consistent with stabilised approach procedures, for flying the final-approach
approach (CDFA) segment of a non-precision instrument approach procedure as a continuous descent, without
level-off, from an altitude/height at or above the final approach fix altitude/ height to a point
approximately 15 m (50 ft) above the landing runway threshold or the point where the flare
manoeuvre shall begin for the type of aircraft flown.
Converted A value, equivalent to an RVR, which is derived from the reported meteorological visibility
meteorological visibility
(CMV)
Crew member A person assigned by an operator to perform duties on board an aircraft.
Critical phases of flight In the case of aeroplanes the take-off run, the take-off flight path, the final approach, the
missed approach, the landing, including the landing roll, and any other phases of flight as
determined by the pilot-in-command or commander.
Cruise Altitude for the majority of a flight
Damp runway A runway where the surface is not dry, but when the moisture on it does not give it a shiny
appearance
Dangerous goods (DG) Articles or substances which are capable of posing a risk to health, safety, property or the
environment and which are shown in the list of dangerous goods in the Technical Instructions
or which are classified according to those Instructions
Dangerous goods An occurrence associated with and related to the transport of dangerous goods by air which
accident results in fatal or serious injury to a person or major property damage.

REVISION 1.3
18AUG14
TERM DEFINITION
Dangerous goods An occurrence other than a dangerous goods accident associated with and related to the
incident transport of dangerous goods by air, not necessarily occurring on board an aircraft, which
results in injury to a person, property damage, fi re, breakage, spillage, leakage of fl uid or
radiation or other evidence that the integrity of the packaging has not been maintained;
any occurrence relating to the transport of dangerous goods which seriously jeopardises an
aircraft or its occupants.
Deadhead A crew member positioning on duty, travelling as a passenger
De-icing In the case of ground procedures, a procedure by which frost, ice, snow or slush is removed
from an aircraft in order to provide uncontaminated surfaces.
Descent Flight to a lower altitude/flight level
Disarmed Door with escape slide fitted with automatic deployment disabled (set to manual) (girt bar
retracted and out of and away from floor brackets)
Downwind Direction in which the wind is blowing
Dry lease agreement An agreement between undertakings pursuant to which the aircraft is operated under the air
operator certificate (AOC) of the lessee.
Dry operating mass (DOM) The total mass of the aircraft ready for a specific type of operation, excluding usable
fuel and traffic load. This mass includes such items as:
• Crew and crew baggage; and

• Catering and removable passenger service equipment; and
• Potable water and lavatory
Dry runway A runway which is neither wet nor contaminated, and includes those paved runways which
have been specially prepared with grooves or porous pavement and maintained to retain
effectively dry braking action even when moisture is present.
Dry Store(s) Non-perishable items – i.e. tea, coffee, sugar, etc.)
Elevator A moveable horizontal surface attached to the back of the stabiliser
En-route alternate An adequate aerodrome along the route, which may be required at the planning stage.
(ERA) aerodrome
Ferry A positioning flight (i.e. operated empty of commercial load under normal circumstances)
Flap Part of aircraft providing for greater flight control at slower speeds
Flight data monitoring The proactive and non-punitive use of digital flight data from routine operations to improve
(FDM) aviation safety.
Flight simulation training A training device which is: in the case of aeroplanes, a full flight simulator (FFS), a flight
device (FSTD) training device (FTD), a flight and navigation procedures trainer (FNPT), or a basic
instrument training device (BITD)
Forward Front of aircraft – also ‘fore’ (as in fore and aft)
Fuel ERA aerodrome An ERA aerodrome selected for the purpose of reducing contingency fuel.
Fuel Jettison Process of removal of excess fuel from the aircraft
Fuselage Body of an aircraft
Galley Kitchen area of an aircraft and used for meal preparation and/or storage
Gashbag Rubbish/waste bag
GBAS landing system An approach landing system using ground based augmented global navigation satellite
(GLS) system (GNSS/GBAS) information to provide guidance to the aircraft based on its lateral and
vertical GNSS position. It uses geometric altitude reference for its final approach slope.
Glide Path The angle of descent during an aircraft’s approach to land
GNSS Global Navigation Satellite System, using the GPS, GLONASS, Gallileo or Beidou systems.
Grounding The formal prohibition of an aircraft to take-off and the taking of such steps as are necessary
to detain it.
Hangar Covered parking space for aircraft, usually enclosed

REVISION 1.3
18AUG14
TERM DEFINITION
Hold Stowage area for baggage, cargo, mail, etc. usually divided into compartments within each
hold – e.g. forward hold containing compartments 1 and 2 and aft hold containing
compartments 3 and 4 (and possibly, 5)
Holding Aircraft circling in the vicinity of the airport of destination, awaiting turn in the queue to land
Hold-over time (HoT) The estimated time the anti-icing fl uid will prevent the formation of ice and frost and the
accumulation of snow on the protected (treated) surfaces of an aeroplane.
Holiday Charter A charter flight solely intended as an element of a holiday travel package is a flight where the
entire capacity is hired by one or more charterers for the carriage of passengers who are
travelling, all or in part by air, on a round - or circle- trip basis for holiday purposes.
Categories of passengers such as company personnel tour operators' personnel,
representatives of the press, EASA/Authority officials, etc can be included within the 5%
alleviation without negating the use of the holiday charter mass values.
Hotac Hotel Accommodation
Interline Pax Passenger transferring from one airline to another as part of a through journey
Landing distance The length of the runway which is declared available by the State of the aerodrome and
available (LDA) suitable for the ground run of an aeroplane landing.
Landplane A fixed wing aircraft which is designed for taking off and landing on land and includes
amphibians operated as landplanes.
Landing Gear The aircraft undercarriage
Leading Edge Foremost portion of the wing, located at the very front of the wing
Leg / Sector (Segment) More formally, a leg is an individual component of a journey whereas a sector is a starting
point and a stopping point which may cover a number of legs in between – e.g. LHR-FRA-
CDG whereby there are two legs LHR-FRA and FRA-CDG but a sector or segment can be
LHR-FRA or LHR-CDG or FRA-CDG.
Loadsheet Document detailing the aircraft load by weight and distribution including all traffic load,
company stores, fuel, oil, etc and specifying the aircraft centre of gravity, Mean Aerodynamic
Chord (%MAC) at both take-off and zero fuel weight and specifying the actual weights
relative to maximum structural or regulated – take-off weight, zero fuel weight, landing
weight, taxi weight and total fuel (loadsheet fuel) and trip fuel or burnoff
Local Usually used to indicate the time of day or night at the location of departure or arrival – as in
‘local time’ or by specifying a time followed by the word ‘local’ (GMT and/or UTC is referred
to as ‘Zulu’ time)
Low visibility procedures Procedures applied at an aerodrome for the purpose of ensuring safe operations during
(LVP) lower than Standard Category I, other than Standard Category II, Category II and III
approaches and low visibility take-off s.
Low visibility take-off A take-off with an RVR lower than 400 m but not less than 75 m.
(LVTO)
Lower than Standard A Category I instrument approach and landing operation using Category I DH, with an RVR
Category I (LTS CAT I) lower than would normally be associated with the applicable DH but not lower than 400 m.
operation
Manifest List of passengers on board. For international flights must follow the requirements of ICAO
specified in Annex 9 to the Chicago Convention (1944), specifically in Appendix 2. Other
relevant documents are also contained in the other appendices to Annex 9 (e.g. cargo
manifest, general declaration, etc.)
Maximum operational The maximum passenger seating capacity of an individual aircraft, excluding crew seats,
passenger seating established for operational purposes and specified in the operations manual. Taking as a
configuration (MOPSC) baseline the maximum passenger seating configuration established during the certification
process conducted for the type certificate (TC), supplemental type certificate (STC) or
change to the TC or STC as relevant to the individual aircraft, the MOPSC may establish an
equal or lower number of seats, depending on the operational constraints.
Maximum Structural The maximum permissible total aeroplane mass upon landing under normal circumstances
Landing Mass
Maximum Structural The maximum permissible total aeroplane mass at the commencement of the take-off roll
Take-Off Mass

REVISION 1.3
18AUG14
TERM DEFINITION
Maximum Zero Fuel The maximum permissible mass of an aeroplane with no useable fuel. The mass of the fuel
Mass contained in particular tanks must be included in the zero fuel mass when it is explicitly
mentioned in the Airplane Flight Manual (AFM) limitations.
Night The period between the end of evening civil twilight and the beginning of morning civil twilight
or such other period between sunset and sunrise as may be prescribed by the appropriate
authority as defined by the Member State.
Non-precision approach An instrument approach with a minimum descent height (MDH), or DH when flying a CDFA
(NPA) operation technique, not lower than 250 ft and an RVR/CMV of not less than 750 m for aeroplanes.
No Show Sometimes spelled ‘NOSHO’ or ‘Nosho’ and represents a booked/ticketed passenger who
does not arrive in time or check in for the flight. A passenger that does check in and
subsequently does not board (and may be offloaded along with their baggage if not located)
Off Chocks Actual time that aircraft moves from the parking stand for departure (as in the time that
pushback commences or if taxiing out under own power from power-in-power-out stand).
May also be referred to as ‘off-blox’
Off-load To remove, passengers, cargo, mail, catering and/or company stores or other items of traffic
load from an aircraft – e.g. ‘120 kg of company stores were offloaded due to aircraft weight
restrictions’
On Chocks Actual time that aircraft comes to a standstill at the parking stand – may also be referred to
as ‘on-blox’
Operational control The responsibility for the initiation, continuation, termination or diversion of a flight in the
interest of safety.
Other than Standard A precision instrument approach and landing operation using ILS or MLS where some or all
Category II (OTS CAT of the elements of the precision approach category II light system are not available, and with:
II) operation
DH below 200 ft but not lower than 100 ft; and
RVR of not less than 350 m.
Over booked Also referred to as oversold but represents a situation where more passengers are booked
than there are saleable seats available/fitted to the aircraft
Pax Passenger(s)
Pax Classification adult a person of an age of 12 years and above;
child/children persons who are of an age of two years and above but who are less than 12
years of age;
infant a person under the age of two years.
Performance class A Multi-engined aeroplanes powered by turbo-propeller engines with an MOPSC of more than
aeroplanes nine or a maximum take-off mass exceeding 5700 kg, and all multi-engined turbo-jet
powered aeroplanes.
Performance class B Aeroplanes powered by propeller engines with an MOPSC of nine or less and a maximum
aeroplanes take-off mass of 5 700 kg or less.
Performance class C Aeroplanes powered by reciprocating engines with an MOPSC of more than nine or a
aeroplanes maximum take-off mass exceeding 5 700 kg.
Pilot-in-command The pilot designated as being in command and charged with the safe conduct of the flight.
For the purpose of commercial air transport operations, the pilot-in-command shall be termed
the commander.
Positioning A flight or journey with no passengers to a specific location to pick up passengers and/or an
aircraft
Principal place of The head office or registered office of the organisation within which the principal financial
business functions and operational control of the activities referred to in this Regulation are exercised.
Prioritisation of ramp The dedication of an appropriate portion of the total number of ramp inspections conducted
inspections by or on behalf of a competent authority on an annual basis as provided in Part-ARO.
Pushback Where an aircraft is pushed by a tug from a nose in parking stand onto a taxiway or other
part of the surface movement area where the aircraft may proceed from under its own
power – of course
Ramp inspection The inspection of aircraft, of flight and cabin crew qualifications and of flight documentation in
order to verify the compliance with the applicable requirements.

REVISION 1.3
18AUG14
TERM DEFINITION
Ramp/Stand Aircraft parking area - technically the apron is where aircraft park but it is generally referred
to as the ramp and specific aircraft parking locations (usually defined by painted borders and
nose-in guidelines/equipment limit lines) are referred to as a stand and in some locations a
bay or gate
Rectification interval A limitation on the duration of operations with inoperative equipment.
Roster Programme of duties over a defined period of time, usually in weeks or months
Rudder A moveable vertical surface attached to the rear of the horizontal stabiliser and used to
provide yaw control by changing the angle of attack of the rudder when controls are
manipulated – the rudder, horizontal stabiliser and the rearmost portion of the fuselage to
which they are attached is referred to as the empennage – quite often the APU (auxiliary
power unit) and the flight recorders are located in this region as well
Runway Strip of pavement or other surface appropriate to the aircraft type in use that is used by
aircraft to take-off and land - sometimes called a landing strip
Runway visual range The range over which the pilot of an aircraft on the centre line of a runway can see the
(RVR) runway surface markings or the lights delineating the runway or identifying its centre line.
Safe forced landing An unavoidable landing or ditching with a reasonable expectancy of no injuries to persons in
the aircraft or on the surface.
Separate runways Runways at the same aerodrome that are separate landing surfaces. These runways may
overlay or cross in such a way that if one of the runways is blocked, it will not prevent the
planned type of operations on the other runway. Each runway shall have a separate
approach procedure based on a separate navigation aid.
Slats Situated on the leading edge of the wing, slats work in conjunction with the flaps to improve
lift at slower speeds by smoothing the airflow over the leading edge to augment the amount
of lift
Slip Station The place at which there is a change of crew and in some circumstances where the incoming
crew ‘slip’ for a night or number of nights before operating another service out of that station
or positioning to home base
Special VFR flight A VFR flight cleared by air traffic control to operate within a control zone in meteorological
conditions below VMC.
Stabilised approach An approach that is flown in a controlled and appropriate manner in terms of configuration,
(SAp) energy and control of the flight path from a pre-determined point or altitude/ height down to a
point 50 ft above the threshold or the point where the flare manoeuvre is initiated if higher.
Stopover Any day or night stop abroad or within the United Kingdom
Take-off alternate An alternate aerodrome at which an aircraft can land should this become necessary shortly
aerodrome after take-off and if it is not possible to use the aerodrome of departure.
Take-off decision point The point used in determining take-off performance from which, an engine failure having
(TDP) been recognised at this point, either a rejected take-off may be made or a take-off safely
continued.
Take-off distance In the case of aeroplanes the length of the take-off run available plus the length of the
available (TODA) clearway, if provided.
Take-off flight path The vertical and horizontal path, with the critical engine inoperative, from a specified point in
the take-off for aeroplanes to 1500 ft above the surface
Take-off mass The mass including everything and everyone carried at the commencement of the take-off
run for aeroplanes.
Take-off run available The length of runway that is declared available by the State of the aerodrome and suitable
(TORA) for the ground run of an aeroplane taking off
Taxiway Part of the surface movement area that provides various links and methods for an aircraft to
‘taxi’ from the ramp/apron to the appropriate point on the departure runway
Technical Instructions The latest effective edition of the Technical Instructions for the Safe Transport of Dangerous
(TI) Goods by Air, including the Supplement and any Addenda, approved and published by the
International Civil Aviation Organisation.
Tech Stop A Tech (Technical) Stop is a stop (landing followed by take-off) during which refuelling is
conducted – may also be for other technical reasons but primarily the requirement is driven
by range/performance and therefore, fuel

REVISION 1.3
18AUG14
TERM DEFINITION
Terminal Airport Building
Traffic load The total mass of passengers, baggage, cargo and carry-on specialist equipment, including
any ballast.
Undertaking Any natural or legal person, whether profit-making or not, or any official body whether having
its own personality or not.
Uplift To load passengers, fuel, cargo, mail, catering or company stores is to ‘uplift’ such items
Upwind Direction from which the wind is blowing
Urn Water container
V1 The maximum speed in the take-off at which the commander must take the first action to
stop the aircraft. It is also the minimum speed during the take-off following a failure of the
critical engine that the commander can continue the take-off.
VEF The speed at which the critical engine is assumed to fail during take-off.
Visual approach An approach when either part or all of an instrument approach procedure is not completed
and the approach is executed with visual reference to the terrain.
Wet lease agreement An agreement between air carriers pursuant to which the aircraft is operated under the AOC
of the lessor.
Wet runway A runway of which the surface is covered with water, or equivalent, less than specified by the
contaminated runway definition or when there is sufficient moisture on the runway surface to
cause it to appear reflective, but without significant areas of standing water.
Xbag Excess Baggage
0.6 Manual Description

The following information provides a description of the page layout and revision procedures for
this Manual.
The Headers of this manual contain the following descriptions:
• Page Numbering
• Revision Number/Version Control
• Chapter Number and Title
• Titan Airways Limited Logotype
The illustration below identifies each element of the Header, followed by a description following.
0.6.1 Page Header

Figure 0-3 - Page Header

REVISION 1.3
18AUG14
0.6.2 Explanation of Header Elements

The following description relates to the example Header shown in Figure 0-3:
1. Titan Airways Limited Logotype.
2. Title of Manual/Document.
3. Page Number (contains the Section/Chapter followed by Page Number – separated by
hyphen).
4. Chapter or Section Title (Introduction in this example).
5. Revision Details (Revision Number and Month/Year of Revision).
The above Revision Details enable the Holder of the document to be aware of the Revision
Number, Date of Issue and Page/Section Information can be compared to the list provided with
each Amendment and each version of the Manual.

REVISION 1.8
24FEB16
0.7 List of Effective Pages

Page No. Rev. No. Eff. Date Page No. Rev. No. Eff. Date
1 1.2 30JUL14 1‑i 1.6 20NOV14
2 1.2 30JUL14 1‑ii 1.2 30JUL14
3 1.4 25SEP14 1‑1 1.4 25SEP14
4 1.2 30JUL14 1‑2 1.6 20NOV14
5 1.6 20NOV14 1‑3 1.7 21SEP15
6 1.2 30JUL14 1‑4 1.3 18AUG14
7 1.4 25SEP14 2‑i 1.7 21SEP15
8 1.4 25SEP14 2‑ii 1.2 30JUL14
0‑i 1.8 24FEB16 2‑1 1.7 21SEP15
0‑ii 1.2 30JUL14 2‑2 1.7 21SEP15
0‑1 1.8 24FEB16 2‑3 1.7 21SEP15
0‑2 1.3 18AUG14 2‑4 1.6 20NOV14
0‑3 1.7 21SEP15 2‑5 1.3 18AUG14
0‑4 1.6 20NOV14 2‑6 1.3 18AUG14
0‑5 1.6 20NOV14 2‑7 1.3 18AUG14
0‑6 1.3 18AUG14 2‑8 1.8 24FEB16
0‑7 1.3 18AUG14 3‑i 1.2 30JUL14
0‑8 1.3 18AUG14 3‑ii 1.2 30JUL14
0‑9 1.3 18AUG14 3‑1 1.2 30JUL14
0‑10 1.3 18AUG14 3‑2 1.2 30JUL14
0‑11 1.7 21SEP15 3‑3 1.2 30JUL14
0‑12 1.6 20NOV14 3‑4 1.2 30JUL14
0‑13 1.6 20NOV14 3‑5 1.2 30JUL14
0‑14 1.3 18AUG14 3‑6 1.2 30JUL14
0‑15 1.3 18AUG14 4‑i 1.7 21SEP15
0‑16 1.3 18AUG14 4‑ii 1.2 30JUL14
0‑17 1.3 18AUG14 4‑1 1.3 18AUG14
0‑18 1.3 18AUG14 4‑2 1.3 18AUG14
0‑19 1.3 18AUG14 4‑3 1.2 30JUL14
0‑20 1.3 18AUG14 4‑4 1.3 18AUG14
0‑21 1.3 18AUG14 4‑5 1.3 18AUG14
0‑22 1.3 18AUG14 4‑6 1.7 21SEP15
0‑23 1.3 18AUG14 5‑i 1.2 30JUL14
0‑24 1.3 18AUG14 5‑ii 1.2 30JUL14
0‑25 1.3 18AUG14 5‑1 1.2 30JUL14
0‑26 1.8 24FEB16 5‑2 1.2 30JUL14
0‑27 1.8 24FEB16 5‑3 1.2 30JUL14
0‑28 1.8 24FEB16 5‑4 1.4 25SEP14
0‑29 1.8 24FEB16 5‑5 1.8 24FEB16
0‑30 1.8 24FEB16 5‑6 1.8 24FEB16
5‑7 1.3 18AUG14

REVISION 1.8
24FEB16
5‑8 1.3 18AUG14 9‑1 1.3 18AUG14
5‑9 1.3 18AUG14 9‑2 1.3 18AUG14
5‑10 1.8 24FEB16 9‑3 1.2 30JUL14
5‑11 1.8 24FEB16 9‑4 1.8 24FEB16
5‑12 1.8 24FEB16 10‑i 1.3 18AUG14
5‑13 1.8 24FEB16 10‑ii 1.2 30JUL14
5‑14 1.8 24FEB16 10‑1 1.2 30JUL14
5‑15 1.8 24FEB16 10‑2 1.2 30JUL14
5‑16 1.8 24FEB16 10‑3 1.2 30JUL14
5‑17 1.8 24FEB16 10‑4 1.4 25SEP14
5‑18 1.8 24FEB16 10‑5 1.3 18AUG14
5‑19 1.8 24FEB16 10‑6 1.3 18AUG14
5‑20 1.8 24FEB16 10‑7 1.7 21SEP15
5‑21 1.8 24FEB16 10‑8 1.7 21SEP15
5‑22 1.8 24FEB16 10‑9 1.3 18AUG14
6‑i 1.2 30JUL14 10‑10 1.3 18AUG14
6‑ii 1.2 30JUL14 11‑i 1.7 21SEP15
6‑1 1.2 30JUL14 11‑ii 1.2 30JUL14
6‑2 1.3 18AUG14 11‑1 1.7 21SEP15
7‑i 1.3 18AUG14 11‑2 1.7 21SEP15
7‑ii 1.3 18AUG14 11‑3 1.7 21SEP15
7‑1 1.2 30JUL14 11‑4 1.7 21SEP15
7‑2 1.6 20NOV14 11‑5 1.7 21SEP15
7‑3 1.3 18AUG14 11‑6 1.8 24FEB16
7‑4 1.4 25SEP14 12‑i 1.7 21SEP15
7‑5 1.7 21SEP15 12‑ii 1.2 30JUL14
7‑6 1.6 20NOV14 12‑1 1.7 21SEP15
7‑7 1.6 20NOV14 12‑2 1.7 21SEP15
7‑8 1.3 18AUG14 12‑3 1.7 21SEP15
7‑9 1.3 18AUG14 12‑4 1.7 21SEP15
7‑10 1.3 18AUG14 12‑5 1.7 21SEP15
7‑11 1.3 18AUG14 12‑6 1.7 21SEP15
7‑12 1.3 18AUG14 12‑7 1.7 21SEP15
7‑13 1.3 18AUG14 12‑8 1.7 21SEP15
7‑14 1.3 18AUG14 12‑9 1.7 21SEP15
7‑15 1.3 18AUG14 12‑10 1.8 24FEB16
7‑16 1.3 18AUG14 13‑i 1.2 30JUL14
8‑i 1.7 21SEP15 13‑ii 1.2 30JUL14
8‑ii 1.2 30JUL14 13‑1 1.2 30JUL14
8‑1 1.2 30JUL14 13‑2 1.2 30JUL14
8‑2 1.8 24FEB16 14‑i 1.7 21SEP15
9‑i 1.7 21SEP15 14‑ii 1.7 21SEP15
9‑ii 1.2 30JUL14 14‑1 1.8 24FEB16

REVISION 1.8
24FEB16
14‑2 1.8 24FEB16 19‑3 1.2 30JUL14
14‑3 1.8 24FEB16 19‑4 1.8 24FEB16
14‑4 1.8 24FEB16 19‑5 1.8 24FEB16
14‑5 1.8 24FEB16 19‑6 1.3 18AUG14
14‑6 1.8 24FEB16 20‑i 1.4 25SEP14
14‑7 1.8 24FEB16 20‑ii 1.3 18AUG14
14‑8 1.3 18AUG14 20‑1 1.4 25SEP14
14‑9 1.7 21SEP15 20‑2 1.6 20NOV14
14‑10 1.7 21SEP15 21‑i 1.6 20NOV14
14‑11 1.7 21SEP15 21‑ii 1.3 18AUG14
14‑12 1.3 18AUG14 21‑1 1.3 18AUG14
15‑i 1.2 30JUL14 21‑2 1.3 18AUG14
15‑ii 1.2 30JUL14 21‑3 1.4 25SEP14
15‑1 1.2 30JUL14 21‑4 1.4 25SEP14
15‑2 1.2 30JUL14 21‑5 1.4 25SEP14
16‑i 1.8 24FEB16 21‑6 1.4 25SEP14
16‑ii 1.2 30JUL14 21‑7 1.4 25SEP14
16‑1 1.4 25SEP14 21‑8 1.4 25SEP14
16‑2 1.8 24FEB16 21‑9 1.4 25SEP14
16‑3 1.8 24FEB16 21‑10 1.4 25SEP14
16‑4 1.8 24FEB16 21‑11 1.8 24FEB16
16‑5 1.8 24FEB16 21‑12 1.8 24FEB16
16‑6 1.3 18AUG14 21‑13 1.8 24FEB16
17‑i 1.2 30JUL14 21‑14 1.8 24FEB16
17‑ii 1.2 30JUL14 21‑15 1.7 21SEP15
17‑1 1.2 30JUL14 21‑16 1.7 21SEP15
17‑2 1.2 30JUL14 21‑17 1.7 21SEP15
17‑3 1.2 30JUL14 21‑18 1.7 21SEP15
17‑4 1.2 30JUL14 21‑19 1.4 25SEP14
17‑5 1.3 18AUG14 21‑20 1.4 25SEP14
17‑6 1.2 30JUL14 21‑21 1.4 25SEP14
17‑7 1.2 30JUL14 21‑22 1.4 25SEP14
17‑8 1.2 30JUL14 21‑23 1.4 25SEP14
18‑i 1.4 25SEP14 21‑24 1.4 25SEP14
18‑ii 1.2 30JUL14 21‑25 1.4 25SEP14
18‑1 1.3 18AUG14 21‑26 1.4 25SEP14
18‑2 1.4 25SEP14 21‑27 1.4 25SEP14
18‑3 1.3 18AUG14 21‑28 1.4 25SEP14
18‑4 1.2 30JUL14 21‑29 1.7 21SEP15
19‑i 1.2 30JUL14 21‑30 1.6 20NOV14
19‑ii 1.2 30JUL14 21‑31 1.6 20NOV14
19‑1 1.2 30JUL14 21‑32 1.6 20NOV14
19‑2 1.2 30JUL14 21‑33 1.6 20NOV14

REVISION 1.8
24FEB16
21‑34 1.6 20NOV14 21‑65 1.7 21SEP15
21‑35 1.4 25SEP14 21‑66 1.7 21SEP15
21‑36 1.4 25SEP14 21‑67 1.7 21SEP15
21‑37 1.8 24FEB16 21‑68 1.7 21SEP15
21‑38 1.4 25SEP14 21‑69 1.7 21SEP15
21‑39 1.4 25SEP14 21‑70 1.7 21SEP15
21‑40 1.4 25SEP14 21‑71 1.7 21SEP15
21‑41 1.7 21SEP15 21‑72 1.7 21SEP15
21‑42 1.6 20NOV14 21‑73 1.7 21SEP15
21‑43 1.6 20NOV14 21‑74 1.7 21SEP15
21‑44 1.6 20NOV14 21‑75 1.7 21SEP15
21‑45 1.6 20NOV14 21‑76 1.7 21SEP15
21‑46 1.6 20NOV14 21‑77 1.7 21SEP15
21‑47 1.6 20NOV14 21‑78 1.7 21SEP15
21‑48 1.6 20NOV14 21‑79 1.6 20NOV14
21‑49 1.6 20NOV14 21‑80 1.6 20NOV14
21‑50 1.6 20NOV14 21‑81 1.6 20NOV14
21‑51 1.6 20NOV14 21‑82 1.6 20NOV14
21‑52 1.6 20NOV14 21‑83 1.6 20NOV14
21‑53 1.6 20NOV14 21‑84 1.6 20NOV14
21‑54 1.6 20NOV14 21‑85 1.6 20NOV14
21‑55 1.6 20NOV14 21‑86 1.6 20NOV14
21‑56 1.6 20NOV14 21‑87 1.6 20NOV14
21‑57 1.6 20NOV14 21‑88 1.6 20NOV14
21‑58 1.6 20NOV14 21‑89 1.6 20NOV14
21‑59 1.6 20NOV14 21‑90 1.6 20NOV14
21‑60 1.6 20NOV14 21‑91 1.6 20NOV14
21‑61 1.6 20NOV14 21‑92 1.6 20NOV14
21‑62 1.6 20NOV14
21‑63 1.7 21SEP15
21‑64 1.7 21SEP15

REVISION 1.8
24FEB16
0.8 Revision Status

Revision Status
Version Issue Date Entered By Date Entered
(electronic only) (paper copies only) (paper copies only)
1.0 11/01/2013
1.1 31/03/2013
1.2 30/07/2014
1.3 18/08/2014
1.4 25/09/2014
1.5 12/03/2014
1.6 20/11/2014
1.7 10/08/2015
1.8 24/02/2016

REVISION 1.6
TABLE OF CONTENTS
20NOV14
TABLE OF CONTENTS
SECTION 1 - ORGANISATION .............................1‑i
1 INTRODUCTION .................................1‑1
1.1 Contact Details ................................1‑1
1.2 Aircraft Types and Configuration .....................1‑1
1.3 Schedules ...................................1‑2
1.4 Types of Operation ..............................1‑2
1.5 Ground Handling Organisation ......................1‑2
1.5.1 Post Holder Ground Handling and Cargo Operations – Graham
Baguley (Deputy – Greg Holland) ....................1‑3
1.5.2 Non Management Positions - Ground Handling ............1‑3

INTENTIONALLY BLANK
REVISION 1.4
ORGANISATION
25SEP14
SECTION 1 - ORGANISATION
1 INTRODUCTION
1.1 Contact Details

Name Titan Airways
Address Enterprise House, Stansted Airport, Essex. CM24 1RN
Telephone Switchboard +44 1279 680616 (H24)
Operations +44 1279 680357 (H24)
Telefax +44 1279 680110
ARINC/SITA STNTACR/STNTA7X
E-mail ops@titan-airways.co.uk charter@titan–airways.co.uk
IATA Code ZT
ICAO Code AWC
Managing Director Gene Willson +44 1279 680616

Operations Director Graham Baguley +44 1279 669700
Technical Director Paul Woodman +44 1279 680402
Operations Manager Greg Holland +44 1279 680616

Cabin Crew Manager Shaun Fitzpatrick +44 1279 680616
Inflight Services Manager Danielle Mutch +44 1279 680616
Engineering Manager Dave Bunker +44 1279 680402
ERP Nicky Folwell +44 1279 669613

W&B Graham Baguley +44 1279 669700
DGR Graham Baguley +44 1279 669700
Operational data and the latest copy of this manual can ALSO be obtained from our operations
website at http://www.zapops.com
1.2 Aircraft Types and Configuration

Table 1-1 Aircraft Type and Configuration
Registration Type Configuration Alternative Configuration

(when advised)
G-POWI Airbus A320 168Y None
G-POWC Boeing 737-300QC 130Y 44C
G-ZAPW Boeing 737-300QC 130Y None
G-POWD Boeing 767-300ER 265Y None
G-POWH Boeing 757-200 202Y 76C, 80C, 40C/118Y,
40C,108Y
G-ZAPX Boeing 757-200 202Y 76C, 80C, 40C/118Y,
40C,108Y

REVISION 1.6
ORGANISATION
20NOV14
Registration Type Configuration Alternative Configuration

(when advised)
G-ZAPZ Boeing 737-300QC 130Y 44C
1.3 Schedules
Schedules will be advised to agents by SITA or e-mail in advance of the planned operation. All
times will be UTC
1.4 Types of Operation

The following flight types will be referred to within this manual as shown in the Flight Types and
Description table below.
Table 1-2 Flight Types and Description
Category Description
Closed Charter A flight where the entire aircraft is chartered by one company/body for carriage of their
own staff or invited guests and no sale of tickets to the general public.
Public Charter A charter flight available to the general public by way of ticket sales or purchase as a part
of a holiday package.
ACMI A flight operated by Titan Airways on behalf of another carrier. Such flights may be long
term contract or short notice ‘rescue’ operations. All handling is for the ticketing airline
account.
Schedule A flight operated by Titan Airways where all seats are directly sold by Titan Airways or a
subsidiary.
1.5 Ground Handling Organisation

REVISION 1.7
ORGANISATION
21SEP15
1.5.1 Post Holder Ground Handling and Cargo Operations – Graham

Baguley (Deputy – Greg Holland)
The above permanent post shall be held by a person with the following level of experience
• Minimum 5 years operational airline experience in an operations or ground handling
position
• Qualified Dangerous Goods (CAA Approved Course)
The post holder ground operations is responsible for the following:
1. Management and supervision of functions and activities within the scope of ground
handling operations
2. Management and supervision of functions and activities within the scope of cargo
operations
3. Review of handling / cargo agent agreements and contracts
4. Maintenance of the GHM to ensure ground handling operations are carried out in
accordance with Titan Airways policies and applicable regulations
5. Review of internal training material (inc Dangerous Goods)
6. Investigation of handling and cargo incidents
For oversight, see the GHM Section 20 and Operations Control Manual - Operations
Compliance Assurance Programme section.
1.5.2 Non Management Positions - Ground Handling

There are no formal non-management positions relating directly to ground handling within Titan
Airways. The following duties however are covered within existing departments and positions
Operations Staff
Responsible for briefing crew on expected loads and provision of correct standard weight
information via the flight brief
Commercial Staff
Liaison with appointed company DG staff regarding carriage of such items

INTENTIONALLY BLANK
REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2‑i
2 INTRODUCTION .................................2‑1
2.1 Facilities and Staff ..............................2‑1
2.2 Staff Training .................................2‑1
2.3 Library ......................................2‑2
2.4 Documents and Records ..........................2‑3
2.5 Retention of Documents and Records ..................2‑3
2.6 Equipment and Products ..........................2‑3
2.7 Contracts/Agreements ...........................2‑4

INTENTIONALLY BLANK
REVISION 1.7
HANDLING/CARGO AGENT REQUIREMENTS
21SEP15
SECTION 2 - HANDLING/CARGO AGENT

REQUIREMENTS
2 INTRODUCTION
Handling/Cargo agents should follow the guidelines set down in the IATA Airport Handling
Manual and the IATA Ground Operations Manual when handling Titan Airways aircraft. Agents,
such as FBO’s not able to follow the above should have equivalent robust published
procedures for staff to follow in carrying out their respective duties in a safe and secure
manner.
Agents acting on behalf of Titan Airways should meet the following basic standards before
accepting handling of Titan Airways aircraft. These standards and requirements are also
applicable to the limited handling functions carried out by Titan Airways engineering staff.
2.1 Facilities and Staff

Agents shall ensure availability of all necessary facilities, workspace, equipment and supporting
services, as well as work environment, to satisfy ground handling operational safety and
security requirements. Staff levels should be maintained to ensure high levels of service to
Titan Airways operations.
Staff should be recruited through a selection process that bases appointments on the basis of
knowledge and skills.
2.2 Staff Training

All staff shall be trained and tested to an adequate level for the duties and responsibilities held
(check-in, security, airside safety, loading, equipment operation, Fuelling, De-icing – as
applicable).
Training shall cover:
• Familiarisation with applicable regulations
• Training on handling policies and practices of the handling agent
• Human Factors
• SMS
• Safety Training (Airside / Equipment)
• Dangerous Goods (see below)
• General Security Awareness
All staff involved with check-in / gate / baggage handling /aircraft loading / load control / cargo
reception/cargo loading shall have Dangerous Goods training in accordance with the applicable
category of the current IATA Dangerous Goods Regulations (Section1). Initial training is
required to be completed before carrying out unsupervised duties. Recurrent training shall be
carried at least once in every 36 month period (24 months for Dangerous Goods).
IATA AHM 611 provides guidance in training syllabus for airside staff.
Testing to ensure competence shall be carried out by oral or practical methods. Records shall
be kept of such testing.

REVISION 1.7
21SEP15
Training programs shall be reviewed on a regular basis to maintain currency with regulations
and in order to remain relevant.
Records of training and testing (where applicable) shall be retained as part of personnel
training files, personnel records or other organised system. Records shall be identifiable as the
latest version, and legible. Disposal of obsolete records should be in accordance with
organisation local procedures.
English language speaker/s should be available to supervise the handling operation for Titan
Airways. Where this is not possible Titan Airways may engage the services of a supervisory
agent in order to provide liaison.
2.3 Library
The handling/cargo agent will maintain a library of documents to be used in the provision of
handling services. The library should contain as a minimum the following:
• Titan Airways Ground Handling Manual (access available online at www.zapops.com)
• IATA Dangerous Goods Regulations* (or ICAO Technical Instructions*)
• Handling/Cargo Agent Local Operation Procedures (as applicable)
*plus associated addenda
Recommended
• IATA Airport Handling Manual (AHM)
• IATA Ground Operations Manual (IGOM)
• IATA Live Animals Regulations
Where required by Titan Airways the agent will hold suitable stocks of documentation to be
used in the handling of aircraft.
The agent must ensure there is a suitable method of maintaining the library to ensure all
documentation is kept up-to-date with all amendments/revisions completed without delay.
In the event such documentation is not readily available then Titan Airways should be advised
and on-board reference copies made available for the operation concerned.
CAUTION
Documentation and stationary for use in operations should always be stored securely to prevent
unauthorised access.
Where IT systems are included as a part of normal operating procedures these must be backed
up on a regularly scheduled basis.
Any obsolete document shall either be clearly marked as such or destroyed. Reproduced
documents should be treated with due caution and their currency checked prior to use.

REVISION 1.7
21SEP15
2.4 Documents and Records

All documentation used by a handling/cargo agent must be presented clearly and legibly at all
times. An effective system of ensuring latest documents to be used should be included in any
handling agent local procedures manual.
2.5 Retention of Documents and Records

Agents should ensure that flight files containing documentation relating to a Titan Airways flight
is retained for a period of not less than three months.
Titan Airways’ handling of document retention and disposal is shown in Table 2-1.
Table 2-1 Document Retention and Disposal
Document Holder Type Location / Retention Authority for

Additional Security Period
deletion/disposal
Training records MNT Form Training Manager 2 years Training Manager
files
Dangerous Goods Certificate ORG Form Personnel File Duration of Personnel Manager
employ
NOTOC DSP Form Dangerous Goods 3 months OM/OD
Record File
Loadsheet FLT Form Returned flight 3 months OM/OD
documentation
Loading Instruction FLT / Flight Flight Brief / 3 months Handling Agent Management
GRH File Handling Agent
IATA DGR DSP Book Operations Library Period of OM/OD
validity
IATA AHM DSP Book Operations Library Period of OM/OD
validity
IATA Live Animal DSP Book Operations Library Period of OM/OD
Regulations validity
2.6 Equipment and Products

All equipment used by the handling or cargo agents in support of handling Titan Airways
aircraft shall be regularly maintained. Such maintenance shall also include calibration where
required especially in respect of scales and weighbridges in accordance with manufacturer
recommended intervals or published company schedules.
Records of maintenance and calibration shall be maintained and available to Titan Airways
officials on request.
Associated products (including fuels and fluids etc) used by handling agents either for delivery
into aircraft or in support of ground handling functions should being confirmed by the agent as

REVISION 1.6
20NOV14
meeting the required international specifications. Records demonstrating that product meet
such specification should be maintained and available for Titan Airways inspection on request.
2.7 Contracts/Agreements
Titan Airways will send handling requests to agents detailing information pertaining to the
planned flight. Acceptance of a handling request constitutes an agreement/contract for the
particular operation and that the agent concerned will carry out that operation in accordance
with the standards and procedures of Titan Airways and the IATA Airport Handling Manual.
Agents should complete the web based self certification either on www.zapops.com or from the
link provided in the handling request.
In the absence of any other Service Level Agreement, agents should meet the standards of this
manual and the content of the standard Handling Service Level Agreement (Figure 2-1 through
to Figure 2-3).

REVISION 1.3
18AUG14
Figure 2-1 Handling Service Level Agreement (Page 1)

REVISION 1.3
18AUG14

REVISION 1.3
18AUG14

INTENTIONALLY BLANK
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 3 - COMMUNICATIONS ..........................3‑i
3 INTRODUCTION .................................3‑1
3.1 zapops.com ..................................3‑1
3.2 VHF .......................................3‑1
3.3 Messaging ...................................3‑1
3.4 Delay Codes ..................................3‑2

INTENTIONALLY BLANK
REVISION 1.2
COMMUNICATIONS
30JUL14
SECTION 3 - COMMUNICATIONS
3 INTRODUCTION
3.1 zapops.com
Information on Titan Airways’ fleet/operations and procedures is located at the operational web
portal www.zapops.com
Agents shall access this site to familiarise themselves with Titan Airways’ aircraft and operating
procedures. In the event this information cannot be viewed or downloaded then Titan Airways
operations should be informed and the required information sought from them for transmission
by any other available means.
3.2 VHF
Where possible, agents should be able to communicate with the aircraft by VHF air – to –
ground radio systems. In the event that such systems are not available or unserviceable the
agent shall ensure close communication with the airport and air traffic control authorities is
maintained in order to respond effectively to the aircrafts movements.
3.3 Messaging
SITA/ARINC messaging should be used to notify Titan Airways Operations Control Centre of all
movements. The following IATA messages should be sent as standard for all operations as
shown in Table 3-1 and Table 3-2:
Table 3-1 Movement Signals (Sample Formats)
MVT (Sample Format)

Departure Arrival
MVT MVT
ZT2716/08.GZAPX.DUS ZT213/09.GZAPK.STN
AD1420 EA1704 AGP AA1151/1158
DL99/0010
PX143
Decode Decode
MVT – Movement message MVT – Movement message
ZT2716/08 – Flight no / Date ZT213/09 - Flight no./date
GZAPX – Aircraft registration GZAPK – Aircraft registration
DUS – Airport of departure STN – Arrival airport
AD1420 – Actual departure time (UTC) AA1151/1158 – Landing/Onchox time(UTC)
EA1704 – Estimated arrival time (UTC)
ALC – Destination airport
DL99/0010 – Delay code/Time
PX143 – Passenger load

REVISION 1.2
COMMUNICATIONS
30JUL14
Table 3-2 Load Distribution Message (LDM)Sample Format
LDM (Sample Format)
LDM
ZT1011/06.GZAPX.198Y.2/6
-LDE.66/131/0/0.T3168.2/586.3/1544.4/1038.PAX/0/0/197
SI B238/3168.CNIL.MNIL
ALL WCHRS LDD H2
Decode
LDM – Load Message
ZT1011/06 – Flight No. /Date
GZAPX.198Y.2/5 – Registration / Config / Crew comp (if known)
-LDE. – Departure airport
66/131/0/0. – Male / Female / Children / Infants
T3168. – Total Baggage weight
1/50 2/536.3/1544.4/1038. – Hold baggage split
PAX/0/0/197. – Class split
SI B238/3168.CNIL.MNIL ALL WCHRS LDD H2 – Supplementary information no. Bags etc
Other messaging (ULD – e.g. the ULD Control Message or UCM, etc.) should be transmitted
where this is within the handling agent’s own procedures.
3.4 Delay Codes

The following list of codes should be used when reporting delays on Titan Airways operations.
These are standard IATA codes and Titan Airways does not operate any company specific
codes:
Delay Codes starting with 1 (Passenger/Baggage)
These Codes are used to describe delays caused by Passenger and Baggagehandling.
• 11: Late check-in, acceptance of passengers after deadline
• 12: Late Check-in, congestion in check-in area
• 13: Check-in error
• 14: Overbooking, booking errors
• 15: Boarding, discrepancies and paging, missing checked-in passenger at gate
• 16: Commercial Publicity, Passenger Convenience, VIP, Press, Ground meals and
missing personal items
• 17: Catering order, late or incorrect order given to supplier
• 18: Baggage processing, sorting, etc.
Delay Codes starting with 2 (Cargo/Mail)
These Codes are used to describe delays caused by Cargo (21-26) and Mail Handling (27-29).
• 21: A Documentation, errors, etc.
• 22: Late positioning
• 23: Late acceptance
• 24: Inadequate packing
• 25: Overbooking, booking errors

REVISION 1.2
COMMUNICATIONS
30JUL14
• 26: Late preparation in warehouse

• 27: Mail Oversales, packing, etc.
• 28: Mail Late positioning
• 29: Mail Late acceptance
Delay Codes starting with 3 (handling)
These Codes are used to describe delays caused by aircraft and ramp handling
• 31: Aircraft documentation late or inaccurate, weight and balance (Loadsheet), general
declaration, passenger manifest, etc.
• 32: Loading, Unloading, bulky/special load, cabin load, lack of loading staff
• 33: Loading Equipment, lack of or breakdown, e.g. containerpallet 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, Containers, pallets, lack of or breakdown
• 39: Technical equipment, lack of or breakdown, lack of staff, e.g. pushback
Delay Codes starting with 4 (technical)
These codes are used to describe technical delay reasons.
• 41: Aircraft defects
• 42: Scheduled maintenance, late release
• 43: Non-scheduled maintenance, special checks and / or additional works beyond normal
maintenance
• 44: Spares and maintenance equipment, lack of or breakdown
• 45: AOG (Aircraft on ground for technical reasons) Spares, to be carried to another station
• 46: Aircraft change for technical reasons
• 47: Standby aircraft, lack of planned standby aircraft for technical reasons
• 48: Scheduled cabin configuration and version adjustment
Delay Codes starting with 5 (damage/failure)
These Codes are used to describe damage to aircraft and automated equipment failure.
• 51: Damage during flight operations, bird or lightning strike, turbulence, heavy or
overweightlanding
• 52: Damage during ground operations, collisions (other than during taxiing,
loading/offloading damage, contamination, towing, extreme weather conditions
• 55: Departure Control System, Check-in, weight and balance (load control), computer
system error, baggage sorting, gate-reader error or problems
• 56: Cargo preparation/documentation system
• 57: Flight plans
• 58: Other computer systems
Delay Codes starting with 6 (operation)
These codes are assigned to Operations and Crew caused delays.
• 61: Flight plan, late completion or change of flight documentation

REVISION 1.2
COMMUNICATIONS
30JUL14
• 62: Operational requirements, fuel, load alteration

• 63: Late crew boarding or departure procedures
• 64: Flight deck crew shortage, Crew rest
• 65: Flight deck crew special request or error
• 66: Late cabin crew boarding or departure procedures
• 67: Cabin crew shortage
• 68: Cabin crew error or special request
• 69: Captain request for security check, extraordinary
Delay Codes starting with 7 (weather)
These Codes explain weather caused delays.
• 71: Departure station
• 72: Destination station
• 73: Enroute or Alternate
• 75: De-Icing of aircraft, removal of ice/snow, frost prevention
• 76: Removal of snow/ice/water/sand from airport/runway
• 77: Aircraft ground handling impaired by adverse weather conditions
Delay Codes starting with 8 (air traffic control)
These Codes are used for
Air Traffic Control (ATC) Restrictions (81-84) and Airport or Governmental Authorities caused
delays.
• 81: ATC restriction en-route or capacity
• 82: ATC restriction due to staff shortage or equipment failure en-route
• 83: ATC restriction at destination
• 84: ATC restriction due to weather at destination
• 85: Mandatory security
• 86: Immigration, Customs, Health
• 87: Airport Facilities, parking stands, ramp congestion, buildings, gate limitations, ...
• 88: Restrictions at airport of destination, airport/runway closed due obstruction, industrial
action, staff shortage, political unrest, noise abatement, night curfew, special flights, ...
• 89: Restrictions at airport of departure, airport/runway closed due obstruction, industrial
action, staff shortage, political unrest, noise abatement, night curfew, special flights, start-
up and pushback,
Delay Codes starting with 9 (miscellaneous)
Codes used for reactionary reasons or Miscellaneous.
• 91: Passenger or LoadConnection, awaiting load or passengers from another flight.
Protection of stranded passengers onto a new flight.
• 92: Through Check-in error, passenger and baggage
• 93: Aircraft rotation
• 94: Cabin crew rotation
• 95: Crew rotation (entire or cockpit crew)
• 96: Operations control, rerouting, diversion, consolidation, aircraft change for reasons
other than technical

REVISION 1.2
COMMUNICATIONS
30JUL14
• 97: Industrial action within own airline

• 98: Industrial action outside own airline
• 99: Miscellaneous, not elsewhere specified

INTENTIONALLY BLANK
REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 4 - PASSENGERS ..............................4‑i
4 INTRODUCTION .................................4‑1
4.1 High Profile/Celebrity/VIP Passengers .................4‑1
4.2 CIP/VIP Lounges ...............................4‑1
4.3 Classes of Travel ...............................4‑1
4.4 Charterer and Representatives ......................4‑1
4.5 Unaccompanied Minor (UNMIN) .....................4‑2
4.6 Infants ......................................4‑2
4.7 Groups .....................................4‑3
4.8 Passengers Requiring Assistance ....................4‑3
4.9 Passengers with Reduced Mobility ...................4‑3
4.10 Passengers Requiring Medical Clearance ...............4‑4
4.11 Handling of Deportee Passengers and those Subject to Judicial
Proceedings ..................................4‑6
4.11.1 Handling of Inadmissible Passengers ..................4‑6
4.12 Staff .......................................4‑6

INTENTIONALLY BLANK
REVISION 1.3
PASSENGERS
18AUG14
SECTION 4 - PASSENGERS
4 INTRODUCTION
Agents handling Titan Airways will be exposed to a wide variety of passenger types. Flights will
involve scheduled, public charter (Inclusive Tour (IT)/Holiday), ‘closed charter’ group
passengers and some will also involve high profile or celebrity passengers such as sports
teams/political figures /Heads of State.
4.1 High Profile/Celebrity/VIP Passengers

Many of the charters operated by Titan Airways will involve carriage of people who are widely
known in public life. Such passengers should be treated so as to ensure their privacy is not
invaded. Handling staff must not approach such VIP passengers for photographs / autographs
etc. (See also section ‘Security’)
4.2 CIP/VIP Lounges

From time to time small groups of passengers or entire loads will require use of separate
lounge prior to departure. Generally such operations will be carried out through Business
aviation/VIP/FBO type terminals where available. These arrangements will be advised in
advance by Titan Airways.
4.3 Classes of Travel

Titan Airways aircraft are operated in a number of configurations. Seating classes are as
shown in Table 4-1.
Table 4-1 Classes of Travel
Aircraft Type Configuration

Airbus A320 168Y
Boeing 737 130Y
(Alternative configuration) 44C
Boeing 757 202Y
(Alternative configurations) 76C, 80C, 40C/108Y or 40C/118Y
Boeing 767 265Y
4.4 Charterer and Representatives

Details of charterer may be advised to agents when required. Some charterers may request
additional or special signage at check-in. Where possible agents should provide this facility and
liaison directly with the charterer shall be acceptable to Titan Airways Logos for display on
electronic check-in boards can be obtained on application to charter@titan-airways.co.uk
Where charterer requires additional services not covered by the IATA SGHA, these shall not be
for the account of Titan Airways unless written authorisation is received from the company.

REVISION 1.3
PASSENGERS
18AUG14
When operating short term wet lease on behalf of other carriers, Titan Airways will utilise the
services of the customer airline’s handling agents. All services will be supplied under the
customer airline account.
4.5 Unaccompanied Minor (UNMIN)

UNMIN is the term used for a passenger between the ages of 5 - 12 years, travelling alone.
Passengers between the age of 12 and 14 are referred to as an unaccompanied youth and
escorted but will not require a parental/guardian declaration. A passenger over the age of 14
may travel independently.
Children between the ages of 5 and 12 years of age will be accepted to travel provided a
responsible adult escorts the child at both airport of departure and arrival. Responsible adult
should present the child at check-in and complete declaration prior to remaining with the child
for as long as possible before proceeding to boarding. The responsible adult should be
requested to remain at the airport until the aircraft if airborne.
UNMINs should be allocated seating in accordance with the seating plan for the appropriate
aircraft.
Once transfer to the boarding area is necessary the agent shall be responsible in agreement
with responsible adult for care and supervision of the child until boarding. Such care and
supervision should be in a manner appropriate to the age, maturity and local circumstances
/procedures. Agents should ensure that the child is kept safe from physical and/or
psychological damage.
Agent should inform the senior cabin crew member prior to boarding. Escort them to the aircraft
ensuring they have their travel documents and tickets in a sealed pouch (small children will
normally carry this around their neck).
Notify arrival station of UNMIN details by SITA/e-mail
On arrival ground personnel should meet the child at the aircraft and escort them from the
aircraft, through the airport terminal and to where they are to be collected by a
relative/guardian.
Titan Airways do not carry unaccompanied minor documentation. Agents should document all
UNMIN’s on behalf of Titan Airways using own stock documentation.
4.6 Infants
Infants are defined as passengers under the age of 2 years.
Passengers with infants may be permitted to carry strollers etc to the boarding gate where they
should be tagged with ‘Return at Aircraft Side’ and subsequently hold loaded.
Passengers less than three years of age but not less than two must either be secured in a seat
with seat belt or secured in a car type safety seat which, in turn, is properly secured to the
aircraft seat. Infants, defined as children of not more than 2 years of age, may be carried in the
arms of an adult and secured by use of an approved (British Safety Standard) child restraint
device or use a car type safety seat properly secured to the aircraft seat. Infants must be a

REVISION 1.2
PASSENGERS
30JUL14
minimum age of 7 days to travel. From 7 days to six months of age Infants must be secured by
means of a supplementary loop restraint device.
Table 4-2 Summary
Age Range Requirement

7days - less than 6 months Infant seatbelt
6 months – less than 2 years Infant seatbelt or car seat
2 years - less than 3 years Car seat or passenger seat and belt
3 years or more Passenger seat and belt
Car type safety seats must confirm to the following requirements:

• Seat must have a well defined shell or where a separate shell and under-structure exists,
the two are well connected.
• Seat must allow quick and easy securing and release of child from seat.
• Seat must have a single release type harness with straps a minimum of 25mm wide which
at least secures the child’s lap, torso and shoulders. Child should not be able to easily
release the harness.
4.7 Groups
Group check-in of passenger may be permissible in certain circumstances. Passengers on
closed charter flights will often travel as a group under a single master ticket. Where
passengers are carrying hold baggage they should present themselves for check-in individually
presenting their own bags.
Formal groups of PRMs may be checked in by a single group/tour leader with prior approval.
4.8 Passengers Requiring Assistance

For passengers with disabilities or those requiring or requesting assistance:
• Ask the passenger what assistance they require and how you can help them
• Discuss the most appropriate seating based on their individual needs and the aircraft
specifications, even if seats have been allocated already
• Advise passengers what services and assistance are available based on their needs
• Advise the passenger of any assistance that may be available on board (in conjunction
with Titan Airways)
• Provide information to passengers in alternative formats
• Ensure suitable information is entered into the DCS to record passenger details
4.9 Passengers with Reduced Mobility

Air carriers are prohibited by law from refusing carriage to a person on the grounds of disability
or reduced mobility; however a carrier may refuse carriage if the size of the aircraft or its door
makes embarkation or carriage physically impossible or if their carriage impedes the safety
requirements established by the national aviation authority that issued the carriers AOC.

REVISION 1.3
PASSENGERS
18AUG14
A person with reduced mobility (PRM) is understood to mean any person whose mobility is
reduced due to a physical incapacity (sensory or locomotory), an intellectual deficiency, age,
illness or any other cause of disability when using transport and whose situation needs special
attention and the adaptation to the person’s needs of services made available to all
passengers.
Table 4-3 PRM Category Characteristics Assistance
Category Restriction(s) Requirement
WCHR Passenger can walk short distances Passenger should be accompanied.

and walk up or down stairs. Can walk
(wheelchair – ramp) in the cabin and is able to climb For long walking distances a
aircraft stairs alone. Assistance wheelchair should be available.
from/to aircraft is necessary.
WCHS Passenger cannot walk up or down Passenger should be accompanied.

aircraft stairs but can walk in the cabin
(wheelchair – steps) alone. Passenger needs a wheelchair from/to
the aircraft.
WCHC Passenger cannot walk or stand and Passenger should be accompanied.

will be accompanied to and from their
(wheelchair – cabin seat) cabin seat. Passenger needs a wheelchair and
special aids e.g. High-loader or
boarding wheelchair.
BLND Blind passenger. (only if assistance is Passenger should be accompanied.

expressly requested and prior
(blind passenger) notification is given) Individual needs will be respected.
DEAF Deaf passenger or deaf without Passenger should be accompanied.

(deaf passenger) speech. (only if assistance is Individual needs will be respected.
expressly requested and prior
notification is given)
STCR Passenger is on a stretcher and can Passenger will be carried to or from

only be transported this way. the aircraft by ambulance.
(stretcher)
STCR only carried on B767 with Aeromed cabin fitted
The number of PRMs on board should not exceed the number of able-bodied persons (ABPs)
carried
Passengers who are disabled or who have reduced mobility will require additional time to board
and disembark. Wherever possible such passengers should be pre-boarded (i.e. before other
passengers) and should remain on-board until all other passengers have disembarked.
When dealing with a blind passenger it is best to offer them your arm to hold in order to guide
them.
Let the passenger take your arm. These passengers should be briefed on the location of
nearest exit, call button and how to fasten and unfasten their seatbelt.
When dealing with a deaf passenger speak to them directly. Use clear mouth movements in
order that they might lip read.
4.10 Passengers Requiring Medical Clearance

Passengers with a Communicable Disease
Passengers who have or appear to have a communicable disease shall not be acceptable for
carriage on company aircraft without prior approval of Titan Airways.

REVISION 1.3
PASSENGERS
18AUG14
Illness When passengers can travel
Chicken Pox 5 days after the rash first appeared, providing the spots are scabbed over
Cholera When your symptoms have settled, you feel well enough to travel and the public health authority in
your destination country agrees you are fit to travel
Hepatitis A When you feel well enough to travel
Measles 5 days after the rash first appeared
Mumps 5 days after the swelling first started
Rubella 5 days after the rash first appeared
Shingles If the rash is not weeping or is covered
Tuberculosis If medical evidence proves you are not infectious
Whopping Cough 5 days after starting antibiotic treatment or 3 weeks after the onset of symptoms if not treated
Yellow Fever Once you feel well enough to travel and your doctor and the public authority in your destination
country agree you are fit to travel
Flu Once your symptoms have resolved
As long as passengers feel well enough to fly, they can travel with these conditions:
• Hepatitis B or C
• Dengue Fever
• Viral Meningitis
• Malaria
Passengers with Serious Illness
Passengers who are seriously ill may be carried on company aircraft where a medical
certificate is held or a carer is accompanying the passenger.
Expectant Mothers
Expectant mothers will be accepted for travel up to the end of the 35th week for single
pregnancies. If expecting more than one baby e.g. twins they can only be accepted for travel
up to the end of the 32nd week. Medical certification is not required for expectant mothers to
travel.
Passengers with Plaster casts
The length of time required for passengers to have their plaster casts in place before a flight is
24 hours. The passenger must have a fitness to fly certificate in their possession.
In addition to this the following recommendations should be considered:
• A split cast is recommended so that it can be easily removed should the limb swell up
during the flight;
• If the passenger has an inflatable splint you must be able to let the air out in the event it
causes additional pressure due to the aircraft environment and reduce the supply of blood
to the limb.

REVISION 1.7
PASSENGERS
21SEP15
4.11 Handling of Deportee Passengers and those Subject to

Judicial Proceedings
1. The following process should be followed by handling agents when presenting either
deportee passengers or those who are the subject of judicial proceedings. Such
passengers shall be regarded as being potentially disruptive.
2. Where it is planned to embark a potentially disruptive passenger the company shall be
notified by the appropriate authority. The following details should be made available as a
minimum unless this information is restricted by a government agency.
(a) Identity and gender of the person
(b) Reason for transportation
(c) Name of escorts if provided
(d) Risk assessment of competent authority including reasons to escort or not
(e) Required seating arrangement
(f) Nature of available travel documents
(g) Any known medical conditions that might require the intervention of escorting
personnel or the assistance of Cabin Crew
This information shall be made available to the pilot in command prior to passengers
boarding the aircraft.
3. Any person in lawful custody MUST be under escort.
4. For whole charter operations for a government agency with the sole purpose of
transporting multiple passengers of this nature, the details detailed in 2 above may be
not be made available for security reasons. The Captain and crew shall be briefed on the
nature of the flight.
4.11.1 Handling of Inadmissible Passengers

In the event a passenger on a Titan Airways operation is refused entry to a country the agent
shall make contact with Titan Operations. Titan Airways will seek handling agent assistance in
making arrangements for the return of the passenger to the point or origin or other acceptable
point of entry.
Titan Airways is not part to IATA Resolution 701 and therefore will be responsible for arranging
repatriation transport with any suitable carrier.
Considerations for the carriage of inadmissible passengers shall be based on the requirements
for deportee carriage as above.
4.12 Staff
Only staff passengers holding Titan Airways authorisation/ID are to be accepted for carriage.
Staff passengers are to be treated on a space available basis only. The jump seat is only to be
allocated after consultation with Titan Airways operations who will liaise with the aircraft
commander and issue authorization in accordance with current security regulations.

REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 5 - CHECK-IN ..................................5‑i
5 INTRODUCTION .................................5‑1
5.1 Ticketing & Documentation ........................5‑1
5.2 Passenger Manifests ............................5‑1
5.3 Desks – requirement ............................5‑1
5.4 Pre-Flight Preparation ............................5‑2
5.5 Desks - preparation .............................5‑2
5.6 Travel Documents and Passenger Identification ...........5‑3
5.7 Security Questioning/Placarding .....................5‑3
5.8 Passenger information ...........................5‑3
5.9 Return Check-in ...............................5‑3
5.10 Advance Passenger Information .....................5‑4
5.11 Seating .....................................5‑4
5.12 Check-in Closing ...............................5‑4
5.13 Dangerous Goods carried by Passengers/Crew ...........5‑4

INTENTIONALLY BLANK
REVISION 1.2
CHECK-IN
30JUL14
SECTION 5 - CHECK-IN
5 INTRODUCTION
5.1 Ticketing & Documentation

Unless operating a sub-service for another carrier, passengers are issued with Titan Airways
tickets. Other tickets (Holiday company. etc) will be accepted on charters specifically for the
ticketing issuing organisation. Closed charter groups may travel under a ‘master’ ticket with the
agent identifying passengers against the provided passenger manifest.
CAUTION
Documentation and stationary for use in operations should always be stored securely to prevent
unauthorised access. Check-in IT systems should be logged out and/or turned off when not in use
or when left unattended.
Suitable IT back-up systems should be employed to prevent loss of data.

Baggage tags shall be issued by each agent for each piece of checked baggage checked-in
through main terminal areas. Tags should include destination and serial number.
Baggage tag stocks are NOT available from Titan Airways.
5.2 Passenger Manifests

Full passenger list will be transmitted to all agents during the day prior to departure. This list
may be available in PNL format but is likely for closed charters to be in other forms.
Amendments to this will be faxed or sent through SITA to respective stations. Differences from
passenger list experienced at check-in should be notified to the charterer’s rep (if in
attendance), and to Titan Airways.
PNLs should be available for transmission to Titan Airways on request.
5.3 Desks – requirement

Desk requirement will be different according to the type of operation. This is especially true with
private ad-hoc charter flights. Groups departing outbound for a "closed charter" often arrive in
own vehicles so the check-in process can occur over a prolonged period of time. For the return
flight of such groups the entire passenger load will often arrive together at the airport for an
immediate check-in. In this case a larger number of desks are required to be opened in order to
process the passengers quickly.

REVISION 1.2
CHECK-IN
30JUL14
Table 5-1 provides a guideline to Titan’s requirements.

Table 5-1 Guideline to Titan Requirements
Type of Flight Number of desks Time Open

(as available)
Ad-hoc charter (outward) 2 STD-2:00
Ad-hoc charter (inward) 3-5 STD -1:30
Holiday Charter (1 class) 2-3 STD-3:00
Holiday Charter (2 class) 3 STD-3:00
Self service check-in : NOT USED

Mobile check-in : NOT USED
SMS check-in : NOT USED
5.4 Pre-Flight Preparation

Before opening a flight for check-in the following actions should be considered and completed
as appropriate for the operation:
Table 5-2 Pre-Flight Preparation
• Review the information on the flight (type of pax / special requirements)

• Confirm Passenger Name List (PNL) received from airline / charterer
• Block seats in Departure Control System (if used) as required by any instruction from Titan
• Confirm the seating plan used is correct for the type and version of aircraft
• Check seating policy (allocated / free)
• Check passenger list for any special passengers (WCH, UM etc) and assign seating in accordance with Titan seating
plans
• Review boarding time, gate information and any other information (reason for any delay)
5.5 Desks - preparation

Table 5-3 Prior to opening check-in counters:
• Start and test equipment

• Ensure scales (if required) are functioning
• Ensure adequate supply of boarding cards/ baggage tags
• Display Titan Airways / Tour operator / charterer airline signage + flight number, STD and destination.
• Ensure Dangerous Goods signage must be present in any of the following locations where:
○ Tickets are issued
○ Passengers Check-in
○ Aircraft are boarded

REVISION 1.2
CHECK-IN
30JUL14
5.6 Travel Documents and Passenger Identification

Each passenger presenting themselves at check-in for travel on a Titan Airways aircraft is
required to present an approved travel identification document (passport / national ID / Military
ID). The identification document must match the name either on the issued ticket or the master
manifest. Name mis-matches should be resolved at a local level with charteres representative
where possible. In the event no resolution can be found or the charterer’s rep is not present
then the agent should contact Titan Airways operations control.
Table 5-4 Travel Documents
Where a ticket is issued then this shall be checked against the passenger’s identification document to confirm validity.
A check should then be made (either within a DCS or manual) that the passenger identification document matched the
person listed to travel.
The check-in agent shall check the ID document for the following:
• Is the passenger the rightful holder of the ID? – visual identification

• Is the travel document valid (check expiry dates)?
• Appropriate travel visa for destination country is present, stamped/signed and valid (check expiry dates).
Visa information can be found from the IATA TIM (Travel Information Manual) or similar
publication.
5.7 Security Questioning/Placarding

National regulation may require a means being available to establish whether the passenger
has been in control of their baggage prior to check-in. Where this is required the agent shall
ensure that this is completed either by presence of a placard or by verbal questioning.
Passengers not satisfactorily meeting the answers to these questions should be
referred/marked for ‘selectee’ screening.
5.8 Passenger information

Passengers should be advised on check-in of any known delay. When checking in passengers
for a sub-chartered flight the passengers should be advised of the operating carrier.
5.9 Return Check-in

Some flights operated by Titan Airways on a same day return basis may require round trip
check-in to be completed. This is normally only used for sports events where it enables
congestion to be eased at the return departure airport. Such requirements would be advised in
advance by Titan Airways and agents requested to both check-in and issue boarding cards for
the return sector.
Return check-in is subject to:
• Return journey within 24 hours after departure
• No checked baggage is permitted
• No change of city pair involved

REVISION 1.4
CHECK-IN
25SEP14
5.10 Advance Passenger Information

Many governments require advance passenger information to be captured and submitted at
specified times. Current requirements include US Customs and Border Protection, Canadian
Border Security, UK e-Borders, CARICOM, Spain, etc.
For operations to countries with Advance Passenger information requirements, the approved
DCS should be used in consultation with Titan Airways. On occasions Titan Airways will directly
contract a 3rd party to collect and send this data (+check validity and visa) where the handling
agent DCS is not approved by the appropriate authority for receiving Titan Airways data.
5.11 Seating
Each passenger (excluding infants) requires an assigned seat unless the flight has been
designated as free seating (applicable to many closed charters). When allocating seating this
must be in accordance with the seat plans which are located in the individual aircraft
appendices to this manual.
Passengers in exit row seats must be able bodied and agents MUST NOT locate PRM,
children/infants, elderly or obese passengers to these seats.
5.12 Check-in Closing

For closed charter operations check-in shall remain open until it is confirmed that either all
passengers are checked-in or the group leader has confirmed that no further passengers are
expected. There will be no specified check-in close ‘time’ for such operations and flights may
be delayed for some or all passengers.
All public charter flights should close check-in at STD -60 unless otherwise advised or agreed.
Holding for late passenger will only be permitted after consultation with Titan Airways
operations control and the charterer representative if available.
5.13 Dangerous Goods carried by Passengers/Crew

An approval is not required for those Dangerous Goods which, according to the IATA
Dangerous Goods Regulations, can be carried by passengers or crew members. Where the
following table shows ‘Operator Approval Required’, Titan Airways should be contacted directly
for such approval including the nature of the item being carried along with the passenger name
and reason for carriage (if available).
Where either the nature or location of an item is required to be communicated to the Captain
then this must be completed by the Handling Agent via the Dispatcher.
Where a passenger is required to surrender a piece of cabin baggage for stowage in the hold
(due lack of space in the Cabin, etc.) then the passenger should be asked to confirm that no
item(s) prohibited in Hold Baggage are present within the bag, i.e. Lithium batteries, Fuel Cells,
mercurial thermometer. Any prohibited items should be removed and retained by the passenger
prior to loading of the bag into the hold. A Report must be made to the appropriate Authority of

REVISION 1.8
CHECK-IN
24FEB16
the State of occurrence, should Dangerous Goods not permitted for carriage on-board the
aircraft be discovered in passenger baggage.
Table 5-5 Table 9-1 Excepted Dangerous Goods
Location The pilot-

Approval
in-
Items or articles of the
Checked Carry-on On the command Restrictions
operator(s)
baggage baggage person must be
is required
informed
Medical Necessities
1) Small gaseous Yes Yes Yes Yes Yes a) no more than 5 kg gross
oxygen or air mass per cylinder;
cylinders
required for b)cylinders, valves and
medical use regulators, where fitted, must
be protected from damage
which could cause
inadvertent release of the
contents; and
c)the pilot-in-command must
be informed of the number of
oxygen or air cylinders
loaded on board the aircraft
and their loading location(s).
Devices No No No n/a n/a Devices containing liquid
containing oxygen are forbidden in
liquid oxygen carry-on baggage, checked
baggage or on the person.
Empty air Yes Yes n/a No No May only be carried if empty.
cylinders for
other purposes,
such as scuba
diving
2) Cylinders of a Yes Yes Yes No No Spare cylinders of a similar
non-flammable, size are also allowed, if
non-toxic gas required, to ensure an
worn for the adequate supply for the
operation of duration of the journey.
mechanical
limbs
3) Non-radioactive Yes Yes Yes No No a) no more than 0.5 kg or

medicinal 0.5 L total net quantity per
articles single article;
(including
aerosols) b) release valves on
aerosols must be protected
by a cap or other suitable
means to prevent inadvertent
release of the contents; and
c) no more than 2 kg or 2 L
total net quantity of all
articles mentioned in 3), 10)
and 13) (e.g. four aerosol
cans of 500 mL each) per
person.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
4) Radioisotopic n/a n/a Yes No No Must be implanted into a

cardiac person or fitted externally as
pacemakers or the result of medical
other medical treatment.
devices,
including those
powered by
lithium batteries
Radio- n/a n/a Yes No No Must be as the result of
pharmaceutical medical treatment.
s contained
within the body
of a person
5) Mobility aids Yes No No Yes (see 5 d) a) non-spillable wet batteries

(e.g. iv)) must comply with Special
wheelchairs) Provision A67 or the
powered by vibration and pressure
non-spillable differential tests of Packing
wet batteries or Instruction 872;
batteries which b) the operator must verify
comply with that:
Special
Provision i) the battery is securely
A123 , for use attached to the mobility aid;
by passengers ii) the battery terminals are
whose mobility protected from short circuits
is restricted by (e.g. by being enclosed
either a within a battery container);
disability, their and
health or age, iii) electrical circuits have
or a temporary been isolated;
mobility
To do this, place the device
problem (e.g.
into drive mode (i.e. not
broken leg)
freewheel mode), see if the
mobility aid will power up
and if so whether use of the
joystick results in the mobility
aid moving. It must also be
verified that the circuits of
supplemental motorised
systems such as seating
systems have been inhibited
to prevent inadvertent
operation, e.g. by the
separation of cable
connectors. If an electric
mobility aid has not been
made safe for carriage, it
must not be loaded.
c) mobility aids must be
carried in a manner such
that they are protected from
being damaged by the
movement of baggage, mail,
stores or other cargo;
d) where the mobility aid is
specifically designed to allow

REVISION 1.3
CHECK-IN
18AUG14
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
its battery(ies) to be removed
by the user (e.g. collapsible):
i) the battery(ies) must be
removed; the mobility aid
may then be carried as
checked baggage without
restriction;
ii) the removed battery(ies)
must be carried in strong,
rigid packagings which must
be stowed in the cargo
compartment;
iii) the battery(ies) must be
protected from short circuit;
and
iv) the pilot-in-command
must be informed of the
location of the packed
battery;
e) it is recommended that
passengers make advance
arrangements with each
operator.
6) Mobility aids Yes No No Yes Yes a) where possible, the

(e.g. mobility aid must be loaded,
wheelchairs) stowed, secured and
powered by unloaded always in an
spillable upright position. The
batteries, for operator must verify that:
use by
passengers i) the battery is securely
whose mobility attached to the mobility aid;
is restricted by ii) battery terminals are
either a protected from short circuits
disability, their (e.g. by being enclosed
health or age, within a battery container);
or a temporary and
mobility iii) electrical circuits have
problem (e.g. been isolated;
broken leg)
separation of cable
must not be loaded.

REVISION 1.3
CHECK-IN
18AUG14
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
b) if the mobility aid cannot
be loaded, stowed, secured
and unloaded always in an
upright position, the
battery(ies) must be
removed and carried in
strong, rigid packagings, as
follows:
i) packagings must be leak-
tight, impervious to battery
fluid and be protected
against upset by securing
them to pallets or by
securing them in cargo
compartments using
appropriate means of
securement (other than by
bracing with freight or
baggage) such as by the use
of restraining straps,
brackets or holders;
ii) batteries must be
protected against short
circuits, secured upright in
these packagings and
surrounded by compatible
absorbent material sufficient
to absorb their total liquid
contents; and
iii) these packagings must
be marked "Battery, wet,
with wheelchair" or "Battery,
wet, with mobility aid" and be
labelled with a "Corrosive"
label (Figure 5-22) and with
package orientation labels
(Figure 5-26) as required by
5;3;
The mobility aid may then be
carried as checked baggage
without restriction;
d) the pilot-in-command
must be informed of the
location of the mobility aid
with an installed battery or
the location of a packed
battery;
e) it is recommended that
operator; also, unless
batteries are non-spillable

REVISION 1.3
CHECK-IN
18AUG14
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
they should be fitted, where
feasible, with spill-resistant
vent caps.
7) Mobility aids Yes (see 7 d) No Yes Yes a) the batteries must be of a

(e.g. type which meets the
wheelchairs) requirements of each test in
powered by the UN Manual of Tests and
lithium ion Criteria, Part III, subsection
batteries, for 38.3;
use by
passengers b) the operator must verify
whose mobility that:
is restricted by i) the battery is securely
either a attached to the mobility aid;
disability, their ii) the battery terminals are
health or age, protected from short circuits
or a temporary (e.g. by being enclosed
mobility within a battery container);
problem (e.g. and
broken leg)
iii) electrical circuits have
been isolated;
separation of cable
must not be loaded.
d) where the mobility aid is
specifically designed to allow
its battery(ies) to be removed
by the user (e.g. collapsible):
i) the battery(ies) must be
removed and carried in the
passenger cabin;
ii) the battery terminals must
be protected from short
circuit (by insulating the
terminals, e.g. by taping over
exposed terminals);

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
iii) the battery must be
protected from damage (e.g.
by placing each battery in a
protective pouch);
iv) removal of the battery
from the mobility aid must be
performed by following the
instructions of the
manufacturer or device
owner;
v) the battery must not
exceed 300 Wh; and
vi) a maximum of one spare
battery not exceeding 300
Wh or two spares not
exceeding 160 Wh each may
be carried;
e) the pilot-in-command must
be informed of the location of
the lithium ion battery(ies);
f) it is recommended that
operator
8) Portable
medical
electronic
devices
(automated
external
defibrilators
(AED),
nebulizer,
continuous
positive airway
pressure
(CPAP), etc.)
containing
lithium metal or
lithium ion cells
or batteries
Portable Yes Yes Yes No No

medical
electronic
devices
containing
lithium metal
cells or
batteries not
exceeding 2
grams or

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
lithium ion cells a ) carried by passengers for
or batteries not medical use;
exceeding 100
b) each installed or spare
Wh
battery:
Spare batteries No Yes Yes No No
• must be of a type which
for portable meets the requirements
medical of each test in the UN
electronic Manual of Tests and
devices Criteria, Part III,
containing subsection 38.3;
lithium metal
cells or c) spare batteries must be
batteries not individually protected so as
exceeding 2 to prevent short circuits (by
grams or placement in original retail
lithium ion cells packaging or by otherwise
or batteries not insulating terminals, e.g. by
exceeding 100 taping over exposed
Wh terminals or placing each
battery in a separate plastic
Portable Yes Yes Yes Yes No bag or protective pouch);
medical and
electronic d) no more than two spare
devices batteries exceeding 2 grams
containing lithium content for lithium
lithium metal metal or a watt-hour rating of
batteries 100 Wh for lithium ion may
exceeding 2 be carried by a passenger.
grams but not
exceeding 8
grams or
lithium ion
batteries
exceeding 100
Wh but not
exceeding 160
Wh
Spare batteries No Yes Yes Yes

for portable
medical
electronic
devices
containing
lithium metal
batteries
exceeding 2
grams but not
exceeding 8
grams or
lithium ion
batteries
exceeding 100
Wh but not
exceeding 160
Wh

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
9) Small medical Yes Yes Yes No No a) no more than one per

or clinical person;
thermometer
which contains b) must be for personal use;
mercury and
c) must be in its protective
case.
Articles used in dressing or grooming
10) Toiletry articles Yes Yes Yes No No a) the term "toiletry articles
(including (including aerosols)" is
aerosols) intended to include such
items as hair sprays,
perfumes and colognes;
b) no more than 0.5 kg or
0.5 L total net quantity per
single article;
c) release valves on
aerosols must be protected
by a cap or other suitable
d) no more than 2 kg or 2 L
person.
11) Hair curlers Yes Yes Yes No No a) no more than one per
containing person;
hydrocarbon
gas b) the safety cover must be
securely fitted over the
heating element; and
c) gas refills for such curlers
must not be carried.
Consumer articles
12) Alcoholic Yes Yes Yes No No a) must be in retail

beverages packagings;
containing
more than 24 b) no more than 5 L per
per cent but not individual receptacle; and
more than 70 c) no more than 5 L total net
per cent alcohol quantity per person for such
by volume beverages.
Note.- Alcoholic beverages
containing not more than 24
per cent alcohol by volume
are not subject to any
restrictions.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
13) Aerosols (non- Yes No No No No a) no more than 0.5 kg or

flammable, 0.5 L total net quantity per
non-toxic), with single article;
no subsidiary
risk, for b) release valves on
sporting or aerosols must be protected
home use by a cap or other suitable
c) no more than 2 kg or 2 L
person.
14) Securely Yes No No Yes No a) no more than 5 kg gross

packaged mass per person for that
cartridges in person's own use;
Division 1.4S
(UN 0012 or b) must not include
UN 0014 only); ammunition with explosive or
incendiary projectiles; and
c) allowances for more than
one person must not be
combined into one or more
packages.
15) Small packet of No No Yes No No a) no more than one per

safety matches person; and
b) intended for use by an
individual.
Strike No No No n/a n/a Forbidden.
anywhere"
matches
Small cigarette No No Yes No No a) no more than one per
lighter person;
b) intended for use by an
individual; and
c) does not contain
unabsorbed liquid fuel (other
than liquefied gas).
Lighter fuel and No No No n/a n/a Forbidden.
lighter refills
Premixing No No Yes No No a) no more than one per

burner lighter ( person;
e.g. lighters b) intended for use by an
producing a individual; and
blue flame )
with a means of c) does not contain
protection unabsorbed liquid fuel (other
against than liquefied gas).
unintentional
activation

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
Premixing No No No n/a n/a Forbidden.

burner lighter (
e.g. lighters
producing a
blue flame )
without a
means of
protection
against
unintentional
activation
16) Battery- Yes Yes No Yes No a) the heat-producing

powered component and the battery
equipment are isolated from each other
capable of by the removal of the heat-
generating producing component, the
extreme heat, battery or another
which could component (e.g. fuse); and
cause a fire if
activated (e.g. b) any battery which has
underwater been removed must be
high intensity protected against short
lamps) circuit (by placement in
original retail packaging or
by otherwise insulating
exposed terminals or placing
each battery in a separate
plastic bag or protective
pouch)
17) Avalanche Yes Yes No Yes No a) no more than one per

rescue person;
backpack b) may contain a pyrotechnic
containing a trigger mechanism which
cylinder of must not contain more than
compressed 200 mg net of Division 1.4S;
gas of Division
2.2 c) the backpack must be
packed in such a manner
that it cannot be accidentally
activated; and
d) the airbags within the
backpack must be fitted with
pressure relief valves.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
18) Small Yes Yes Yes Yes No a) no more than one

cartridges fitted personal safety device per
into a self- person
inflating
personal safety b) the personal safety device
device such as must be packed in such a
a life-jacket or manner that it cannot be
vest accidentally activated
c) limited to carbon dioxide
or another suitable gas in
Division 2.2;
d) must be for inflation
purposes;
e)the device must be fitted
with no more than two small
cartridges; and
f) no more than two spare
cartridges.
Small Yes Yes Yes Yes No a) no more than four small
cartridges for cartridges of carbon dioxide
other devices or other suitable gas in
Division 2.2, without
subsidiary risk , per person;
and
b) the water capacity of each
cartridges must not exceed
50 mL.
Note.- For carbon dioxide, a
gas cartridges with a water
capacity of 50 mL is
equivalent to a 28 g
cartridge.
19) Portable
electronic
devices (such
as watches,
calculating
machines,
cameras,
cellular phones,
laptop
computers,
camcorders)

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
Portable Yes Yes Yes No No a) carried by passengers or

electronic crew for personal use;
devices b) should be carried as
(including carry-on baggage;
medical c) each battery must not
devices) exceed the following: - for
containing lithium metal batteries, a
lithium metal or lithium content of not more
lithium ion cells than 2 grams; or - for lithium
or batteries ion batteries, a Watt-hour
containing rating of not more than 100
lithium metal or Wh;
lithium ion cells
or batteries d) if devices are carried in
(articles checked baggage, measures
containing must be taken to prevent
lithium metal or unintentional activation; and
lithium ion cells e) batteries and cells must
or batteries the be of a type which meets the
primary requirements of each test in
purpose of the UN Manual of Tests and
which is to Criteria , Part III, subsection
provide power 38.3.
to another
device must
carried as
spare batteries
in accordance
with the item
below)
Spare batteries No Yes Yes No No a) carried by passengers or

for portable crew for personal use;
electronic b) must be individually
devices protected so as to prevent
(including short circuits (by placement
medical in original retail packaging or
devices) by otherwise insulating
containing terminals, e.g. by taping over
lithium metal or exposed terminals or placing
lithium ion cells each battery in a separate
or batteries plastic bag or protective
pouch);
c) each battery must not
exceed the following:
- for lithium metal batteries, a
lithium content of not more
than 2 grams; or
- for lithium ion batteries, a
Watt-hour rating of not more
than 100 Wh; and
d) batteries and cells must
be of a type which meets the
requirements of each test in
the UN Manual of Tests and
Criteria, Part III, subsection
38.3.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
Portable Yes Yes Yes Yes No a) carried by passengers or
electronic crew for personal use;
devices
containing b) should be carried as
lithium ion carry-on baggage; and
batteries c) batteries and cells must
exceeding a be of a type which meets the
Watt-hour requirements of each test in
rating of 100 the UN Manual of Tests and
Wh but not Criteria, Part III, subsection
exceeding 160 38.3.
Wh
Spare batteries No Yes Yes Yes No a) carried by passengers or
for portable crew for personal use;
electronic
devices b) no more than two
containing individually protected spare
lithium ion batteries per person;
batteries c) must be individually
exceeding a protected so as to prevent
Watt-hour short circuits (by placement
rating of 100 in original retail packaging or
Wh but not by otherwise insulating
exceeding 160 terminals, e.g. by taping over
Wh exposed terminals or placing
pouch); and
d) batteries and cells must
be of a type which meets the
38.3.
20) Fuel cells used No Yes Yes No No a) fuel cell cartridges may
to power only contain flammable
portable liquids, corrosive
electronic substances, liquefied
devices (for flammable gas, water
example, reactive substances or
cameras, hydrogen in metal hydride;
cellular phones,
laptop b) refuelling of fuel cells on
computers and board an aircraft is not
camcorders) permitted except that the
installation of a spare
Spare fuel cell Yes Yes Yes No No cartridge is allowed;
cartridges c) the maximum quantity of
fuel in any fuel cell or fuel
cell cartridge must not
exceed:
• for liquids 200 mL;

• for solids 200 grams;
• for liquefied gases, 120
mL for non-metallic fuel
cell cartridges or 200 mL

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
for metal fuel cell or fuel
cell cartridges; and
• for hydrogen in metal
hydride, the fuel cell or
fuel cell cartridges must
have a water capacity of
120 mL or less;
d) each fuel cell and each
fuel cell cartridge must
conform to IEC 62282-6-100
Ed. 1, including Amendment
1 and must be marked with a
manufacturer's certification
that it conforms to the
specification. In addition,
each fuel cell cartridge must
be marked with the
maximum quantity and type
of fuel in the cartridge;
e) fuel cell cartridges
containing hydrogen in metal
hydride must comply with the
requirements in Special
Provision A162;
f) no more than two spare
fuel cell cartridges may be
carried by a passenger;
g) fuel cells containing fuel
are permitted in carry-on
baggage only;
h) interaction between fuel
cells and integrated batteries
in a device must conform to
IEC 62282-6-100 Ed. 1
including Amendment 1. Fuel
cells whose sole function is
to charge a battery in the
device are not permitted;
i) fuel cells must be of a type
that will not charge batteries
when the portable electronic
device is not in use and must
be durably marked by the
manufacturer: "APPROVED
FOR CARRIAGE IN
AIRCRAFT CABIN ONLY" to
so indicate; and
j) in addition to the
languages which may be
required by the State of
Origin for the markings
specified above, English
should be used.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
21) Dry ice Yes Yes No Yes No a) no more than 2.5 kg per
person;
b) used to pack perishables
that are not subject to these
Instructions;
c) the package must permit
the release of carbon dioxide
gas; and
d) when carried in checked
baggage, each package
must be marked:
- "DRY ICE" or "CARBON
DIOXIDE, SOLID"; and
- the net weight of dry ice or
an indication that the net
weight is 2.5 kg or less.
22) A mercurial No Yes No Yes Yes a) must be carried by a

barometer or representative of a
mercurial government weather bureau
thermometer or similar official agency; and
b) must be packed in a
strong outer packaging,
having a sealed inner liner or
a bag of strong leakproof
and puncture-resistant
material impervious to
mercury, which will prevent
the escape of mercury from
the package irrespective of
its position.
23) Instruments Yes Yes No Yes No a) the instruments must not

containing exceed the activity limits
radioactive specified in Table 2-15 of
material (i.e. these Instructions;
chemical agent
monitor (CAM) b) must be securely packed
and/or rapid and without lithium batteries;
alarm and and
identification c) must be carried by staff
device monitor members of the Organization
(RAID-M)) for the Prohibition of
Chemical Weapons (OPCW)
on official travel.
24) Energy efficient Yes Yes Yes No No a) when in retail packaging;

lamps and
b) intended for personal or
home use.
25) Permeation Yes No No No No Must comply with Special

devices for Provision A41.
calibrating air
quality
monitoring
equipment

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
26) Portable Yes Yes No No No a) the battery must not have

electronic a voltage greater than 12
equipment volts and a Watt-hour rating
containing a of not greater than 100 Wh;
non-spillable and
battery meeting
the b) the equipment must be
requirements of either protected from
Special inadvertent activation, or the
Provision A67 battery disconnected and
exposed terminals insulated.
Spare non- Yes Yes No No No a) the battery must not have
spillable a voltage greater than 12
batteries volts and a Watt-hour rating
meeting the of not greater than 100 Wh;
requirements of
Special b) the battery must be
Provision A67 protected from short circuit
by the effective insulation of
exposed terminals; and
c)
no more than two individually
protected batteries per
person.
27) Internal Yes No No No No Must comply with Special

combustion Provision A70.
engines or fuel
cell engines
28) Non-infectious Yes Yes No No No Must comply with Special

specimens Provision A180.
29) Insulated Yes Yes No No No Must comply with Special

packagings Provision A152.
containing
refrigerated
liquid nitrogen
Security-type equipment
30) Security-type Yes No No Yes No a) the equipment must be

equipment, equipped with an effective
such as attaché means of preventing
cases, cash accidental activation;
boxes, cash b) if the equipment contains
bags, etc., an explosive or pyrotechnic
incorporating substance or an explosive
dangerous article, this article or
goods as part substance must be excluded
of this from Class 1 by the
equipment, for appropriate national authority
example, of the State of Manufacture
lithium batteries in compliance with Part
or pyrotechnic 2;1.5.2.1;
material
c) if the equipment contains
lithium cells or batteries,
these cells or batteries must
comply with the following
restrictions:

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
- for a lithium metal cell, the
lithium content is not more
than 1 g;
- for a lithium metal battery,
the aggregate lithium content
is not more than 2 g;
- for lithium ion cells, the
Watt-hour rating (see the
Glossary of Terms in
Attachment 2) is not more
than 20 Wh;
- for lithium ion batteries, the
Watt-hour rating is not more
than 100 Wh;
- each cell or battery is of the
type proven to meet the
38.3;
d) if the equipment contains
gases to expel dye or ink:
- only gas cartridges and
receptacles, small,
containing gas with a
capacity not exceeding 50
mL, containing no
constituents subject to these
Instructions other than a
Division 2.2 gas, are
allowed;
- the release of gas must not
cause extreme annoyance or
discomfort to crew members
so as to prevent the correct
performance of assigned
duties; and
- in case of accidental
activation, all hazardous
effects must be confined
within the equipment and
must not produce extreme
noise; and
e) security type equipment
that is defective or that has
been damaged is forbidden
for transport.

REVISION 1.8
CHECK-IN
24FEB16
Location The pilot-

Approval
in-
operator(s)
is required
informed
Medical Necessities
31) Electronic NO YES YES NO NO Recharging of these devices
cigarettes and/or batteries on board the
including e- aircraft is not permitted and
cigars and the passenger/crew member
other personal must take measures to
vaporizers prevent accidental activation.
containing
batteries, must Spare batteries must be
be protected to individually protected to
prevent prevent short circuits by
accidental placement in the original
activation retail packaging or by
otherwise insulating
exposed terminals or placing
pouch, and carried in carry-
on baggage only.
In addition, lithium batteries
are subject to the following
conditions:.
(a) Each installed or spare
battery must not exceed:
1. for lithium metal or lithium
alloy batteries, a lithium
content of not more than 2 g;
or
2. for lithium ion batteries, a
watt-hour rating of not more
than 100 Whr
(b) Batteries and cells must
be of a type that meets the
requirements of the UN
Manual of Tests and criteria,
Part Ill, subsection 38.3.
32) Hoverboards or No No No - -
similar personal
transportation
devices
powered by
lithium batteries
are not
permitted for
carriage under
any
circumstances.
(This does not
include mobility
aids that are
required for
persons of
reduced mobilty
(PRM - see
Mobility Aids).

REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 6 - BAGGAGE .................................6‑i
6 INTRODUCTION .................................6‑1
6.1 Baggage Allowance .............................6‑1
6.2 Checked Baggage ..............................6‑1
6.3 Hand baggage ................................6‑1

INTENTIONALLY BLANK
REVISION 1.2
BAGGAGE
30JUL14
SECTION 6 - BAGGAGE
6 INTRODUCTION
6.1 Baggage Allowance

An allowance of up to 20kg per person is normally allowable unless otherwise advised. Should
payload allow then baggage in excess of this weight will be allowed for carriage. Excess
baggage charges are not applicable on closed charter flights but may be applied on IT charter
and only when advised by Titan Airways.
6.2 Checked Baggage

All baggage being offered for check-in shall be labelled with a tag showing the following
information as a minimum
• Passenger name
• Destination
• Date
• Flight Number
• Unique identifier
A baggage receipt will be given to the passenger or may be held by a tour leader when one is
travelling.
Baggage shall be tracked to ensure accounting and authorising of baggage from check-in to
aircraft. Verification is required that all bags checked in are loaded onto the aircraft and
guarantee that no incorrect bags have been loaded. This can be achieved by automatic or
manual (‘bingo card’) systems.
Unless otherwise advised Titan Airways will use notional baggage weights (listed under Weight
and balance in this manual). When requested, agents shall weigh baggage and provide this
information to the Captain as part of the load advice process.
6.3 Hand baggage

Cabin baggage should be identified by check in agents so as to ensure that it is not of
excessive size. All aircraft operated by Titan Airways have limited cabin baggage space and
care is required when checking in passengers.
Holiday Charter Flights
One piece of cabin baggage is allowed not exceeding the following dimensions:
56cm x 45cm x 25cm (22in x 18in x 10in), including the handle, pockets and wheels.
Maximum weight for the above shall be 6kg
In addition to the above the passenger may take the a ladies handbag or a small
briefcase/laptop case
Ad-Hoc Charter

REVISION 1.3
BAGGAGE
18AUG14
For private charter operations the above restrictions may be relaxed when advised by Titan
Airways.
The following should be used as a guide (though not as a guarantee) as to flexibility in cabin
baggage allowances
Table 6-1 Guide to Cabin Baggage Allowances
B757 / B737 / 767 / A320
Special Requirements
(All Cases)
Up to 40 passengers Up to two pieces per passenger may carried

40 to 50 passengers Up to two pieces per passenger may carried
50 to 60 passengers Up to two pieces per passenger may carried
60 to 100 passengers Limited to one bag or briefcase (B737)
Two pieces (757)
Over 100 Limited to one bag or briefcase

passengers
NOTE
National limitations may be more restrictive than the above and at such locations the national
regulation shall take precedence.

REVISION 1.3
TABLE OF CONTENTS
18AUG14
TABLE OF CONTENTS
SECTION 7 - SECURITY .................................7‑i
7 INTRODUCTION .................................7‑1
7.1 General .....................................7‑1
7.2 Passenger Check In .............................7‑1
7.3 Passenger Screening ............................7‑1
7.4 Hold baggage screening ..........................7‑2
7.5 Control of Munitions and Firearms ....................7‑2
7.5.1 General Principles ..............................7‑2
7.5.2 Control of Firearms On-board an Aircraft ................7‑3
7.5.3 Carriage of Sporting Weapons .......................7‑3
7.5.4 Carriage of Munitions of War ........................7‑3
7.5.5 Carriage of Armed Law Enforcement Personnel ............7‑4
7.5.5.1 Firearms on the Person ..........................7‑5
7.6 Refusal of Passengers (Drunk/Abusive) ................7‑6
7.7 Prohibited Articles ..............................7‑6
7.8 Persons Exempt from Screening .....................7‑7
Annex A - ..............................................7‑9
7.9 Passenger Check-In Procedures .....................7‑9
7.10 Passenger Questioning ...........................7‑9
7.11 Passenger and Baggage Search Prior to Embarkation ......7‑9
7.11.1 Search Standard ...............................7‑9
7.12 Transit Passengers .............................7‑10
7.12.1 Passengers on International Flights ..................7‑10
7.13 Processed Transit Passenger ......................7‑10
7.13.1 Transit Lounge ...............................7‑10
7.14 Passenger, Flight Crew and Cabin Crew Movement Control ..7‑10
7.14.1 Supervision .................................7‑10
7.14.2 Appropriate Embarkation .........................7‑11
7.14.3 Appropriate Disembarkation .......................7‑11
7.14.4 Transfer of Crew / Passengers .....................7‑11
7.15 Reconciliation of Hold Baggage .....................7‑11
7.15.1 Conditions of Admission on to a Flight .................7‑11
7.15.2 Process of Identification ..........................7‑11
7.15.3 Passenger Identification ..........................7‑11
7.15.4 Accompanied Hold Baggage .......................7‑12

PAGE 7‑II GROUND HANDLING MANUAL
REVISION 1.3
TABLE OF CONTENTS
18AUG14
7.15.5 Passengers Required On Board .....................7‑12

7.15.6 Reunited Hold Baggage ..........................7‑12
7.15.7 Unaccompanied Hold Baggage .....................7‑12
7.16 Hold Baggage Manifest ..........................7‑12
7.16.1 Required Information ...........................7‑12
7.16.2 Item Specific Details ............................7‑12
7.16.3 Not Applicable Requirements ......................7‑13
7.16.4 Approval of Hold ..............................7‑13
7.16.5 Prior to Signature Checklist .......................7‑13
7.16.6 Delegation of Examination ........................7‑14
7.16.7 Signing of a Summary Page .......................7‑14
7.16.8 Unaccompanied or Unauthorized Additional Hold Baggage ....7‑14
7.16.9 Authority for Carriage ...........................7‑15
7.17 Protection of Hold Baggage .......................7‑15
7.17.1 Permitted Access to Hold Baggage after Screening .........7‑15
7.17.2 Surveillance of Hold Baggage Prior to Loading ............7‑15
7.17.3 Access to Hold Baggage Prior to Loading ...............7‑15
7.17.4 Breach of Surveillance Prior to Loading ................7‑15
7.18 Mishandled Baggage ............................7‑16

REVISION 1.2
SECURITY
30JUL14
SECTION 7 - SECURITY
7 INTRODUCTION
Security measures should always meet the national standards of the departure country and
maybe extended by additional resources dependent on the operation. Details of the Security
Policies of Titan Airways are contained within the Security Manual.
Full information on security requirements are contained within the Titan Airways Air Carrier
Security Program which has restricted circulation. The following information is designed for
issues likely to be faced by a handling agent.
7.1 General
All staff employed by the handling / cargo agent should be issued with means of identification
only after completion of background checks appropriate and as permitted by the state of
operation.
7.2 Passenger Check In

Passengers are required to be identified against either a passenger ticket or group manifest in
the case of private charter. Where there is doubt as to the matching of identification the
passenger shall be refused carriage. Identification is normally by means of a passport, national
identity card or temporary travel documentation.
Passengers should identify their checked and carry-on baggage to the extent needed to satisfy
the check-in agent of their ownership.
When required by state regulations, passengers should be asked the following security
questions prior to the issuance of a boarding card.
• Have you packed your bags yourself?
• Could your baggage have been interfered with since then?
• Has anyone given you anything to carry on the flight?
In the event a passenger answers yes to any of the above questions, arrangements should be
made by the handling agent to increase the level of search carried out on the passenger and
their baggage. This can be completed by boarding card marking if local procedures cater for
this; else the passenger may need to be escorted to the search area and security officers
briefed.
7.3 Passenger Screening

On completion of check-in processing the passenger will be directed by the agent to a point
where all passengers shall be screened along with their carry-on baggage.
No passenger shall be allowed to board unless screened to the standard required by the state
of departure.

REVISION 1.6
SECURITY
20NOV14
7.4 Hold baggage screening

All baggage presented for check-in shall be screened by security personnel prior to loading
onto a Titan Airways aircraft. Once screened such baggage must be protected against
unauthorised interference until such times as it is to be loaded.
Agents shall ensure a system is in operation that will ensure that all items of baggage placed in
the hold are accounted against passengers on-board the aircraft, or screened in accordance
with the state requirements for unaccompanied baggage.
7.5 Control of Munitions and Firearms

Suitable notices must be clearly visible at Check-in and Gate desks showing prohibited articles
and Dangerous Goods that are not permitted to be carried on-board aircraft.
7.5.1 General Principles

☼ Passengers shall not be permitted to carry any prohibited articles into Security Restricted
Areas, or on-board an aircraft, without prior Approval from the appropriate Security
Authorities, ( 7.5.5).
Handling Agents shall ensure that any passenger with the intention to transport a firearm or
other Dangerous Article shall surrender it to their staff at Check-in. Titan Airways will assume
responsibility for the secure custody of any item surrendered to them by, or confiscated from,
passengers; from the moment the item is received into their custody, until such time as it is
returned to the passenger, after disembarkation at their final Airport of Destination.
Before loading, an Authorised and Qualified person shall ensure that any weapons to be
carried are empty of ammunition. On arrival, a similarly Authorised and Qualified person will
implement all required Security Procedures required for the safe return of the weapon(s) and /
or ammunition to the passenger.
Customs or Police services must be informed before weapons, ammunition or other Dangerous
Articles are restored to a passenger. All local security procedures must be followed.
Titan Airways will ensure that any firearm or Dangerous Article surrendered to their custody is:
1. Unloaded of all ammunition (the firearm will be confirmed as unloaded by a suitably
authorised person in accordance with state or local rules e.g. police / agent / other law
enforcement officer)
2. Transported in a sturdy container, to prevent any possible damage during the flight
3. Not carried on the Flight Deck or retained by any Crew Member
4. Only carried in a compartment or part of an aircraft inaccessible to passengers
5. Locked in a tamper-proof container, located within the aircraft compartment
The Regulations and guidance governing the carriage of firearms on-board aircraft may be
found in:
• EU regulation 185/2010, ()
• NASP, and
• The Dangerous Goods section of the IATA manual.

REVISION 1.3
SECURITY
18AUG14
7.5.2 Control of Firearms On-board an Aircraft

In the UK, persons must hold a Firearms Certificate to be in lawful possession of a firearm.
However, when the weapon is carried by an Authorised Armed Person (AAP), for the purpose
of protecting either the aircraft or passengers, the controlling Authorities may exercise their
discretion and permit the retention of firearms on-board an aircraft without a Certificate. In the
UK, the control of firearms on-board aircraft is exercised by the appropriate Authorities and the
Police.
Permission for firearms to be brought on-board an aircraft must be granted by the appropriate
Authorities and comply with all NASP requirements and general principles.
Only pistols or revolvers will be granted exemption from seizure. Firearms:
• Manufactured or adapted to fire automatically, or in bursts
• With barrels of more than six inches (Measured internally from the breach to the muzzle.),
or
• Magnum weapons
Are not allowed and will be seized.
NOTE
The number of firearms on-board an aircraft must never exceed:
1. The number stated in any Approval, or

2. Nine (9) under any circumstances.
7.5.3 Carriage of Sporting Weapons

Sporting weapons may only be transported as described within (7.5.1 )
Sporting weapons and ammunition may be carried without an Approval from an Authority,
provided they are stowed in a place on the aircraft that is inaccessible to passengers during
flight and, in the case of firearms, they are unloaded of all ammunition.
Ammunition for Sporting weapons must be securely boxed and may only be carried as Hold
Baggage.
7.5.4 Carriage of Munitions of War

Munitions of War, including their component parts and any ammunition may only be carried
with the written permission of the State Authorities of both the Airports of Departure and Arrival.
All Munitions of War must be stowed in a compartment that is inaccessible to any person, while
the aircraft is in flight.
The Aircraft Commander must be notified before a flight, if weapons or Munitions of War are to
be carried on-board the aircraft.

REVISION 1.4
SECURITY
25SEP14
7.5.5 Carriage of Armed Law Enforcement Personnel

Regulation
In exceptional circumstances, weapons of war and munitions of war may be carried other than
in an inaccessible place on the aircraft and may be loaded, provided an approval to do so has
been granted by all the States concerned before a flight. These exceptional circumstances are
intended primarily to permit the carriage of law enforcement officers, protection officers, etc.
UK Police Protection Officers hold an exemption from the Air Navigation Order that enables
them to carry their weapons on their person when accompanying specific named VIPs. A
condition on the exemption requires the police to provide the operator with a copy of the
relevant exemption in advance of the flight to demonstrate that the exemption applies to them
and the person they are accompanying. Official Record Series 4 approves the carriage of
weapons by operators in accordance with the exemption issued to UK Police Protection
Officers (PPO). Should an operator be asked to carry protection officers bearing weapons on
their person and the Police/Law Enforcement Officer does not/cannot provide a copy of the
relevant exemptions (preferably when booking the flight), then their weapons must be stowed in
a location that is inaccessible during flight. When the police officer is not accompanying any of
the persons referred to in the exemption, the unloaded arms and ammunition shall be stowed in
a location which is inaccessible to passengers on the aircraft. The exemption issued to UK
Police Protection Officers and the Official Record Series 4 document each contain additional
conditions with which operators must comply.
Should the company receive a request to transport persons not covered by the two exemptions
held by UK police, e.g. a visiting Head of State accompanied by UK PPOs, or following a
request for non-UK PPOs to carry weapons in the cabin, then the company must apply to the
CAA Dangerous Goods Office for a one-off exemption before carriage.
Prior to the grant of an Approval to carry firearms on-board a passenger aircraft, the
appropriate Security Authority of the Granting State will obtain an assurance that the Armed
Person is legally empowered to possess the weapon and has been trained in its use, safe
keeping and the safe carriage of firearms. The Operators Approval will also be obtained, as
part of this process.
Persons granted Approval will be provided with documentation, for presentation to the Operator
and other officials responsible for the security of the flight. All appropriate Security Officials and
Crew Members must be made aware of the armed passenger(s), and that they have the
necessary documentation authorising them to carry a weapon.
Weapons
Only pistols or revolvers will be granted exemption from seizure.
Firearms manufactured or adapted to fire automatically, or in bursts, with barrels of more than
six inches (Measured internally from the breach to the muzzle.), or magnum weapons are not
allowed and will be seized.
NOTE
The number of firearms on-board an aircraft must never exceed:

1. The number stated in any Approval, or
2. Nine (9) under any circumstances.
Operational Procedures

REVISION 1.7
SECURITY
21SEP15
Titan, their Handling Agent or Security Contractor will confirm that:

Approval for the carriage of firearms has been received in writing
Titan or their Agent will identify any Authorised Armed Personnel (AAP), to both the Airport and
Operator's Security personnel, responsible for Screening and Boarding the flight, as well as the
local Law Enforcement or other armed Authority at the airport. Any approvals or other required
documentation should be checked at this time if not previously confirmed.
The carriage of firearms and ammunition is required for the protection of a Principal
It should be noted that armed individuals are likely to be escorting High-profile persons who
may be exempt from search, along with their Close Protection Detail.
AAPs accompanying the Principal will be carrying firearms, (loaded or otherwise) and
ammunition on their person
Prior to Boarding, most commonly at Check-in, prior to the Passenger Screening process,
AAPs shall be informed of the Rules and Regulations pertaining to the carriage of firearms on
aircraft. In some cases, an armed individual may be required to read and sign a document that
contains all pertinent instructions. This process shall be linked with the contents of any
approval document.
Where an AAP is accompanying a Principle who is exempt from screening they may be
afforded direct vehicular access to the aircraft side. In such event the identification process, if
not completed in advance (preferable) must be completed at aircraft side.
AAPs not accompanying a protected person
Such persons will only require firearms and ammunition to be carried in the Hold, or other
location inaccessible to passengers. The firearm will be confirmed as unloaded by a suitably
authorised person in accordance with any local rules (Police / Agent / Other LEO). Suitable
secure stowage will take account of any en-route Transit stops. The firearms and ammunition
will be returned to the AAPs in an appropriate location, at their Destination Airport.
Information
The Pilot-In-Command is to be informed of the number and seat location of all AAPs. This
information shall be provided either from the handling agent or Titan representative when
carried on private charter operations. The notification annotated on the flight brief if known in
advance or by other written notification method from the handling agent. Should the information
be passed verbally this should be annotated on the Flight Brief.
Cabin Restrictions
Cabin Crew must not serve any alcoholic beverages to Authorised Armed Passengers (AAP).
Titan Airways representatives, the Handling Agent or Security Station Contractor shall be tasked with ensuring
that this procedure is operated effectively.
7.5.5.1 Firearms on the Person

(Non-UK Personnel require additional CAA permission: See OMA 9.7.2)
Titan, their Handling Agent or Security Contractor will confirm that:
• Approval for the carriage of firearms has been received in writing
• The carriage of firearms and ammunition is required for the protection of a Principal

REVISION 1.6
SECURITY
20NOV14
• APPs accompanying the Principal will be carrying firearms, (loaded or otherwise) and
ammunition on their person
• AAPs not accompanying a protected person will only require firearms and ammunition to
be carried in the Hold, or other location inaccessible to passengers
• Suitable secure stowage will take account of any en-route Transit stops
• The firearms and ammunition will be returned to the AAPs in an appropriate location, at
their Destination Airport.
• The Pilot-In-Command is informed of the number and seat location of all AAPs.
• Cabin Crew must not serve any alcoholic beverages to Authorised Armed Passengers
(AAP).
7.6 Refusal of Passengers (Drunk/Abusive)

Titan Airways will refuse carriage of any passenger under the following circumstances:
• Those passengers who are apparently under the influence of alcohol or drugs
• Those passengers whose transportation presents a danger to themselves and/or other
passengers.
• Those passengers who are abusive to handling agent staff, security staff / crew
• Those who fail to observe the instructions given by the carrier or their agents in relation to
air transport safety.
Any passengers falling into the above categories who present themselves at check-in should
be notified to the Titan Operations or the Commander who will advise on further action if
necessary.
Where handling staff have reason to suspect passenger/s suitability for travel on security/safety
grounds then under no circumstances should the passenger be allowed to board and the local
police should be called for further assessment of the passenger/s. Captain of the aircraft must
be informed of this situation.
Handing staff MUST brief Crew on any passenger(s) who exhibit unusual behaviour and
characteristics but are accepted for carriage.
7.7 Prohibited Articles

Suitable notices should be clearly available at check-in and gate desks showing prohibited
articles and dangerous goods that are not permitted to be carried.
Where weapons (other than firearms) are found to be in the possession of passengers on a
Titan airways aircraft they must be removed.
All restricted articles should be placed in a sealed container and placed in the forward hold
after advising the Captain of the article. Destination agent shall be advised of the article by
SITA and it should be collected from the aircraft on arrival. The article must only be returned to
the passenger by the handling agent at destination once inside the landside area of the
terminal.
Where a weapon is not declared and is removed from a passenger a report shall be made to
Titan Airways within 24 hours of any such incident.
Any carriage of Munitions of War must be referred to the Titan Airways Dangerous Goods
Manager unless previously advised to the agent.

REVISION 1.6
SECURITY
20NOV14
7.8 Persons Exempt from Screening

Many countries allow Royalty / Senior Political figures to be exempt from screening. Where
Titan is aware of such a person travelling this will be notified in advance. In the event of such a
passenger presenting for carriage without notification please contact Titan Airways operations
with information of the passenger without delay.

INTENTIONALLY BLANK
REVISION 1.3
SECURITY
18AUG14
ANNEX A -
The following are details from the company Air Carrier Security program appropriate for
ensuring handling agents apply the correct policies for Titan Airways operations. Para graph
references may not be included in these extracts and Titan Airways Security department should
be contacted where clarification is required in such cases.
7.9 Passenger Check-In Procedures

The Contracted Representative shall ensure that:
• A list of all prohibited articles is made available to passengers at the any ticket desk, and
at each check-in desk or self-service machine (whether landside or airside) used by Titan
Airways; and
• Boarding passes, baggage tags and other documents in the airline’s possession, which
may be used to gain access to a critical part or an aircraft, are securely stored. He shall
ensure that equipment used for producing or completing such items is securely stored.
7.10 Passenger Questioning

The requirement for questioning of passengers has been removed within Europe. It is
acceptable for handling agents to continue this practice where it forms a part of their standard
operation procedure. Where questioning is used and the passenger meets the criteria for
‘Selectee’ (or other similar designator) then selectee enhanced hold baggage screening
functions shall be followed.
7.11 Passenger and Baggage Search Prior to Embarkation

The Contracted Representative shall not cause or permit (unless exempted by the national
authority):
• Any passenger to go on board any Titan Airways aircraft unless the passenger has been
searched at the airport to the standard required (by the state of departure).
• The cabin baggage and coat/jacket of any passenger to be taken on board any Titan
Airways aircraft unless such items have been searched at the airport to the standard
required (by the state of departure).
7.11.1 Search Standard

The Contracted Representative shall take all reasonable steps to ensure that the searches of
passengers and their cabin baggage are to a standard reasonably to ensure that no prohibited
articles, or any other article over which the person conducting the search has concern, are
present. Any person refusing searching or either the person or baggage shall not be permitted
to travel on the flight

REVISION 1.3
SECURITY
18AUG14
7.12 Transit Passengers
7.12.1 Passengers on International Flights

The Contracted Representative shall ensure that each transit passenger who arrives on an
international flight:
• Remains on board the aircraft upon which he arrived (Not permitted for UK from non-
domestic transit); or
• Is escorted to, and remains in a sterile gate lounge after disembarking the aircraft upon
which he arrived, so that he is not permitted to have contact with any person other than:
○ Those with whom he arrived at the airport;
○ Passengers and members of the crew of the aircraft on which he intends to depart;
and
○ Persons whose duty it is to ensure that he has no such contact; or
○ Is searched, with his cabin baggage, before having contact with departing
passengers, other than those with whom he arrived at the airport or passengers and
members of the crew of the aircraft on which he will depart. .
7.13 Processed Transit Passenger

Where a transit passenger is processed in accordance with the Sterile Gate lounge
arrangement above, the Contracted Representative shall ensure that that passenger (and any
other passenger he may have had contact with in the sterile gate lounge and who also seeks to
leave the lounge) and any items carried by him, are searched before he is permitted any
contact with any searched departing passenger intending to board any other aircraft at the
airport.
7.13.1 Transit Lounge

Where transit passengers are processed in accordance with Sterile Gate lounge arrangement
above, the Contracted Representative shall ensure that the sterile gate lounge is checked for
any prohibited article immediately following the completion of passenger boarding.
7.14 Passenger, Flight Crew and Cabin Crew Movement Control
7.14.1 Supervision
When an aircraft is positioned off-jetty within a critical part the Contracted Representative shall
ensure that departing and arriving passengers are supervised on the ramp to a standard
sufficiently reasonably to ensure that:
• There is no deviation from authorised routes to and from the aircraft; and
• Departing passengers have no contact with passengers from or on other flights.

REVISION 1.3
SECURITY
18AUG14
7.14.2 Appropriate Embarkation

The Contracted Representative shall ensure that departing passengers embark upon the
appropriate aircraft.
7.14.3 Appropriate Disembarkation

The Contracted Representative shall ensure that arriving passengers enter the appropriate
arrivals channel of the airport’s terminal
7.14.4 Transfer of Crew / Passengers

Where he is responsible for the transfer of crew members and / or passengers by vehicle to
and from aircraft, the Contracted Representative shall ensure that the vehicle is searched to a
standard sufficient reasonably to ensure that, following the carriage of arriving passengers and
/ or crew members, no prohibited articles, or any other article over which the person conducting
the search has concern, are on board. The Contracted Representative shall ensure that the
search is undertaken before any departing passengers and / or crew members for an aircraft
board the vehicle.
7.15 Reconciliation of Hold Baggage

Identification and Manifest
The Contracted Representative shall ensure that any item of hold baggage to be taken on
board any of his aircraft is:
• Identified as accompanied or unaccompanied hold baggage; and
• Recorded as such on a hold baggage manifest relating to that flight.
7.15.1 Conditions of Admission on to a Flight

The Contracted Representative shall not cause or permit any item of hold baggage to be taken
on board any Titan Airways aircraft unless it has been identified as either accompanied or
unaccompanied hold baggage and recorded as such on the hold baggage manifest relating to
that flight.
7.15.2 Process of Identification

The Contracted Representative shall ensure that the process of identification of baggage in
accordance with "Identification and Manifest" above shall be achieved by either automated or
manual means and in the event of automatic systems failures a manual system is available and
used.
7.15.3 Passenger Identification

The Contracted Representative shall take all reasonable steps to ensure that each passenger
boarding an aircraft, who is recorded as having placed hold baggage in his custody for carriage
in the hold of that aircraft, is in fact the person who placed that hold baggage in his custody.

REVISION 1.3
SECURITY
18AUG14
7.15.4 Accompanied Hold Baggage

The Contracted Representative shall not cause or permit any item of accompanied hold
baggage to be placed on board any aircraft unless that hold baggage has been searched in
accordance with the required levels of screening for the state of operation.
7.15.5 Passengers Required On Board

The Contracted Representative shall not cause or permit an aircraft to depart from the airport
unless he has taken all reasonable steps to ensure that every person (including any transit
passenger, where appropriate) who has placed hold baggage in his custody for carriage in the
hold of that aircraft is on board the aircraft.
7.15.6 Reunited Hold Baggage

If any person who has placed hold baggage in the custody of the Contracted Representative for
carriage in the hold of an aircraft is not on board that aircraft he shall remove that person’s hold
baggage from the hold and shall thereafter treat that baggage as unaccompanied hold
baggage. If such baggage is subsequently placed on board the same aircraft as the person
who placed it in his custody it shall be treated as accompanied hold baggage.
7.15.7 Unaccompanied Hold Baggage

The Contracted Representative shall ensure that no item of unaccompanied hold baggage is
taken on board an aircraft unless the procedures set out in Unaccompanied and Selectee Hold
Baggage "have been carried out.
7.16 Hold Baggage Manifest
7.16.1 Required Information

The Contracted Representative shall ensure that a hold baggage manifest is prepared for each
flight made by his aircraft and that the following information is recorded on each manifest:
• The flight number; and
• The date of the flight.
7.16.2 Item Specific Details

The Contracted Representative shall ensure that, in respect of each item of hold baggage
loaded for a flight, the following information is recorded on the manifest:
• The baggage tag number (or other identifier approved in writing by the Appropriate
national authority) that directly links that item of baggage with the passenger recorded as
having placed it in his custody; and
• Where the item of hold baggage has been identified by manual means:
○ Information relating to the flight number; and
○ Information relating to the date of the flight; and

REVISION 1.3
SECURITY
18AUG14
○ Whether the item of hold baggage is accompanied or unaccompanied hold baggage;

and
○ In respect of each item of unaccompanied hold baggage confirmation that it has
been subjected to the appropriate security controls.
7.16.3 Not Applicable Requirements

The requirements above shall not apply where:
a passenger or a crew member is at or beyond the boarding gate for the flight, or such other
point authorised in writing by the Appropriate national authority, and the Contracted
Representative:
• Removes an item of baggage from that person to be placed in the hold; or
• Reunites that person with an item of baggage previously placed in his custody,
and the passenger or crew member identifies the baggage as belonging to him; or
• The baggage tag number of the item of hold baggage loaded is cross-checked with
information in the Departure Control System, the cross-check confirms that the bag
remains accepted for the flight and the entry on the manifest shows an indication to
confirm the fact; or
• The item of hold baggage is unaccompanied; or
• Written authority confirming that the information is not required has been issued to Titan
Airways by the appropriate national authority.
7.16.4 Approval of Hold

The Contracted Representative shall ensure that prior to push-back and provided the appointed
person is satisfied that all hold baggage loaded onto the aircraft has been subjected to the
appropriate security controls and authorised for carriage on the flight, the appointed person
legibly signs the hold baggage manifest.
7.16.5 Prior to Signature Checklist

The Contracted Representative shall ensure that, prior to signing the hold baggage manifest,
the appointed person shall:
Where hold baggage has been identified by manual means:
• Examine each entry on the hold baggage manifest that has been recorded as above to
satisfy himself that each entry relates to the relevant flight and fully accords with the
requirements of the item specific details above;
• Where hold baggage has been recorded on the manifest by manual cross checking
against the DCS system, ensure that there is an indication confirming that fact; and
• Compare the number of bags recorded on the hold baggage manifest with the number of
items of hold baggage accepted for the flight recorded in the Departure Control System
and other associated baggage acceptance records;

REVISION 1.3
SECURITY
18AUG14
Where hold baggage has been identified by automated means:

• Examine the hold baggage manifest and any associated documentation to satisfy himself
that each item of hold baggage recorded remains authorised for the relevant flight and
fully accords with the requirements of not applicable requirements; and
• Compare the number of bags recorded on the hold baggage manifest with the number of
items of hold baggage accepted for the flight as recorded in the Departure Control System
and other associated baggage acceptance records.
7.16.6 Delegation of Examination

The appointed person may delegate another person to undertake the examinations (required
prior to signature) on his behalf provided that the appointed person receives written
confirmation of the completion and result of such examination.
7.16.7 Signing of a Summary Page

The Contracted Representative shall ensure that the appointed persons either:
Signs each separate page making up the hold baggage manifest; or
Creates and signs a summary that shows separately:
• The flight number;
• The date;
• Where any baggage loaded has been identified by automated means, the number of
accompanied hold bags authorised for carriage that have been identified by automated
means;
• The number of accompanied hold bags authorised for carriage that have been identified
by manual means;
• Where any baggage loaded has been identified by automated means, the number of
unaccompanied hold bags authorised for carriage that have been identified by automated
means;
• The number of unaccompanied hold bags authorised for carriage that have been
identified by manual means; and
• A declaration confirming that all reasonable steps have been taken to ensure that hold
baggage has been appropriately identified and recorded on the hold baggage manifest
and that unaccompanied hold baggage has been appropriately searched; and
Attaches to the summary document each separate document that comprises the hold baggage
manifest and which was created manually.
7.16.8 Unaccompanied or Unauthorized Additional Hold Baggage

The Contracted Representative shall ensure that:
• Where no unaccompanied hold baggage has been loaded for the relevant flight, the hold
baggage manifest includes a statement to this effect; and
• No item of hold baggage is placed on board the aircraft after the manifest has been
signed without the authority of the appointed person.

REVISION 1.3
SECURITY
18AUG14
7.16.9 Authority for Carriage

Where the Contracted Representative allows an item of unaccompanied hold baggage to be
placed on board an aircraft he shall ensure that a copy of the completed hold baggage
manifest is made available to the aircraft captain.
7.17 Protection of Hold Baggage
7.17.1 Permitted Access to Hold Baggage after Screening

The Contracted Representative shall ensure that only the following persons may have access
to any item of hold baggage after it has been placed in his custody and shall grant such access
only where he believes such a person to have a legitimate reason for requiring access:
• Employees or agents of Titan Airways or the airport manager;
• Passengers under the continuous supervision of a security agent appointed by him;
• Crew members of any of Titan Airways aircraft about to depart from the airport under the
continuous supervision of a security agent appointed by him;
• Constables and officers of H.M. Customs and Excise acting in pursuance of their duties;
• Authorised persons in exercise of the Secretary of State’s powers in Section 20 of the Act.
7.17.2 Surveillance of Hold Baggage Prior to Loading

The Contracted Representative shall ensure that whilst any hold baggage or Unit Loading
Devices await loading on to an aircraft they are protected from interference by being guarded
or kept under constant, direct line-of-sight surveillance by a person (or persons) appointed for
the task by him.
7.17.3 Access to Hold Baggage Prior to Loading

Where hold baggage and Unit Loading Devices are protected as above, the Contracted
Representative shall ensure that each person requiring access to such items is challenged,
their credentials checked and their reason for requiring access established. These steps are
not required where it is already known that the person is an authorised person who has
legitimate reason for access; provided that where the authorised person is believed to be a
Department for Transport Security Inspector a challenge shall be made.
7.17.4 Breach of Surveillance Prior to Loading

Where the surveillance requirements have not been complied with, the Contracted
Representative shall ensure that before being placed on board an aircraft the relevant items
are searched by hand or screened by x-ray to a standard sufficient reasonably to detect
prohibited articles.

REVISION 1.3
SECURITY
18AUG14
7.18 Mishandled Baggage

Where baggage has been mis-handled by way of missing flights, missing labelling or carried on
an incorrect flight it must be retained in a secure area prior to being sent onward to correct
destination or disposal.
Such baggage should be held in a locked cage or room operated by the company’s handling
agent at the affected airport. Access to the room/cage shall only be permitted by those
authorised by the Contracted Representative.
Baggage that is to be forwarded by air shall be screened as unaccompanied baggage prior to
subsequent on-loading onto any aircraft. Where baggage is unclaimed after 6 weeks it should
be reported to Titan Airways commercial department who will advise on its disposal.

REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 8 - BOARDING .................................8‑i
8 INTRODUCTION .................................8‑1
8.1 Boarding Area preparation .........................8‑1
8.2 Boarding Process ..............................8‑1
8.3 Additional Gate Security ..........................8‑1
8.4 Jump-seat rules ................................8‑2
8.4.1 ISARP Link GRH Section 8 .........................8‑2

INTENTIONALLY BLANK
REVISION 1.2
BOARDING
30JUL14
SECTION 8 - BOARDING
8 INTRODUCTION
8.1 Boarding Area preparation

Prior to the boarding process commencing the following should be check (as applicable):
• Check correct flight information is displayed at gate
• Ensure Dangerous Goods notices are displayed at the boarding gate
• If walking on apron, check route to aircraft is safe and clearly marked
• For jet-bridge boarding secure and mark route to aircraft
• Obtain clearance for boarding from crew
8.2 Boarding Process

The boarding process should be completed as follows (as applicable):
• PA calling passengers for boarding (if PRM’s etc then call first)
• Verify each passenger’s identity
• Check name on boarding card against identity document
• Visual check of ID document photo against person presenting for travel
• Retain boarding card stub or scan through DCS as appropriate
• Apply cabin baggage policy as required (outsize items should be tagged and hold loaded /
adjusted weight calculations should be advised to crew)
• Check passenger numbers boarded against DCS or boarding cards/manifest
• Confirm passenger number with crew (provide Passenger Information List (PIL) as
available)
• Send post flight messages as required
CAUTION
Any passenger discrepancies MUST be resolved prior to closing the aircraft door.
8.3 Additional Gate Security

Some countries (e.g. U.S.A.) require additional screening at gate for certain flights. Where such
a requirement exists, this will be advised to the agent by Titan Airways. If US approved staff
are not available then Titan Airways may secure the use of suitable trained third party security
staff. Agents should assist such security staff in gaining access to the appropriate areas in such
circumstances.

REVISION 1.8
BOARDING
24FEB16
8.4 Jump-seat rules

On occasions due to over booking / combining flights / staff passengers the cabin crew jump-
seats may be considered for use for ticketed passengers. Agents should contact the crew to
ascertain if any suitable cabin crew jump-seats are available and then obtain approval from the
Captain for their use. Such passengers when approved must be able bodied and will be
boarded last.
8.4.1 ISARP Link GRH Section 8

REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 9 - WEIGHT AND BALANCE ......................9‑i
9 INTRODUCTION .................................9‑1
9.1 Load Control ..................................9‑1
9.2 Standard Seating / Load Plans (SSP/SLP) ..............9‑2
9.3 Baggage/Cargo Loading (and Unloading) ...............9‑2
9.4 Loadsheet ...................................9‑4
9.5 Loadsheet Copy ...............................9‑4
9.6 Last Minute Changes ............................9‑4
9.6.1 ISARP Link GRH Section 9 .........................9‑4

INTENTIONALLY BLANK
REVISION 1.3
WEIGHT AND BALANCE
18AUG14
SECTION 9 - WEIGHT AND BALANCE
9 INTRODUCTION
Titan Airways’ Flight Deck Crew maintain control of load control of company aircraft including
preparation and completion of the loadsheet. The information provided below and the aircraft
annexes are for handling and cargo agent handling purposes only.
9.1 Load Control

Passenger/Baggage Weights
For load advice purposes, standard passenger weights including hand baggage listed below
should be used.
Table 9-1 Passenger Weight/Mass Constants
Passenger Type Male Female All Adult

Passengers on all flights 88kg 70kg 84kg
except holiday charters
Passengers on holiday 83kg 69kg 76kg
charters
Children (between 2-12 35kg 35kg
years or child under 2 if
occupying a separate seat.
Infants (under 2 years of 0kg 0kg
age if sharing seat with
adult)
All of the above weights are inclusive of cabin baggage. Cabin baggage allowance may NOT
be deducted.
Where passenger load profiles are abnormally biased in terms of passenger mass, these will –
where possible – be advised to the agent in advance. In the event that an agent identifies a
flight where the above weight allowance would clearly be unsuitable, then this shall be advised
to the Crew or Titan Airways Operations as soon as practicable.
Notional weights will be used for all other baggage unless significant outsize and abnormal
baggage is presented for carriage (e.g. sports teams). In this event actual weights should be
provided and the crew notified.
The following notional weight should be used where applicable:
Type of Fight Baggage Standard Mass
Domestic (see Note 2) 11kg
Within the European Region (see Note 3) 13kg
Intercontinental (see Note 4) 15kg
All Other 13kg
Where applicable:
One Snowboard 17kg
Skis (Pair) 12kg
Ski Boots (Pair) 5kg

REVISION 1.3
WEIGHT AND BALANCE
18AUG14
NOTE
Use of these notional values should be notified to the Commander either via the Flight Brief /
Series Brief or via Handling Agent information.
1. Where the total number of passenger seats available on the aircraft is 20 or more, the
standard mass values are applicable to each piece of checked baggage. For aircraft with
19 passenger seats or less, the actual mass of checked baggage, determined by weighing
is to be used.
2. For the purpose of this table, domestic flight means a flight with origin and destination(s)
within the borders of one state.
3. Flights within the European region means flights, other than Domestic flights whose origin
and destination are within the area specified in OMA.
4. Intercontinental Flight: other than flights within the European Region, means a flight with
origin and destination in different continents.
9.2 Standard Seating / Load Plans (SSP/SLP)

SSP/SLP are available for use on all aircraft. Details are found in appendices.
9.3 Baggage/Cargo Loading (and Unloading)

The Handling/Cargo agent shall compile information on cumulative baggage/cargo noting any
individual or cumulative loads that are abnormal and exceed normal allowances. Where
possible, such items should be individually weighed and the information should then be passed
to Crew for inclusion on the loadsheet.
Where items are taken from passengers as gate delivery items, the information must be made
available to the Crew.
Any other non-normal items (irregular size/density, etc.) shall be advised to the Crew and any
further instructions sought and followed.
Any hold loaded items that are NOT baggage are deemed to be considered cargo. This
includes company material and catering supplies/equipment. Control of this is retained by Titan
Airways with the crew being advised of weight and balance information through internal briefing
systems (Flight/Catering Brief or MEL).
Baggage/Cargo will be loaded in accordance with the Captain’s (or authorized crew member)
instructions. Instructions from crew members shall be recorded on either the Titan Load Report
Form (see next page & aircraft type appendices) or the handling agent’s generic form
Cargo/Mail will not be loaded in the cabin of a passenger role aircraft. Seat loading of such
material is prohibited.
Only appropriately trained persons shall be permitted to be involved in loading and unloading
process of Baggage/Cargo/Mail/Dangerous Goods.
Loading staff shall ensure that all items loaded are loaded in such a manner as to prevent
damage and inflight movement.
Prior to closure of the hold doors and securing curtains shall be affixed in place securely.

REVISION 1.2
WEIGHT AND BALANCE
30JUL14
Figure 9-1 Passenger Load Report Form

REVISION 1.8
WEIGHT AND BALANCE
24FEB16
9.4 Loadsheet
Manual load sheet will be prepared by Captain at all times. DCS data although available will
only be accepted for load information/advice purposes.
Table 9-2 EDP versus Manual Loadsheet Data
Aircraft Type Availability

A320 Manual
AHM560 not available at present
B737 EDP data available on CODECO for seat allocation &
planning
Manual W&B completion by Crew
B757 Manual ONLY
B767 Manual
9.5 Loadsheet Copy

One copy of the loadsheet shall be retained in the flight file for not less than the period stated
for document retention in
SECTION 2 -2.5
of this manual.
9.6 Last Minute Changes

Last Minute Changes are an inevitable part of the aircraft operation. Agents must ensure that
information pertaining to additions or removals of passengers, baggage and cargo are advised
to the Crew without delay.
The Crew will perform checks on the weight and balance effect of any change and advised
agents if any additional action is required.

10‑‑I
REVISION 1.3
TABLE OF CONTENTS
18AUG14
TABLE OF CONTENTS
SECTION 10 - RAMP OPERATIONS ........................10‑i
10 INTRODUCTION ................................10‑1
10.1 Ramp Safety in Aircraft Handling ....................10‑1
10.2 Ground Personnel Safety Precautions ................10‑1
10.3 Danger Areas ................................10‑2
10.4 Equipment Restraint Area & Equipment Restraint Line ......10‑2
10.5 FOD – Foreign object Debris ......................10‑2
10.6 Aircraft Arrival ................................10‑3
10.6.1 Preparation .................................10‑3
10.6.2 Taxi and parking ..............................10‑3
10.6.3 Marshalling (Equipment / Definitions) ..................10‑3
10.6.4 Parking and Wind conditions .......................10‑4
10.6.5 Protection Cones ..............................10‑4
10.7 Post Parking Actions & Accessing aircraft ..............10‑5
10.7.1 Accessing passenger doors .......................10‑5
10.7.2 Aircraft Servicing ..............................10‑5
10.8 Parking – Security .............................10‑6
10.8.1 Security ....................................10‑6
10.8.2 Night Stops .................................10‑6
10.9 Departure (see also Loading & Weight and Balance sections) .10‑6
10.9.1 Engine Start .................................10‑6
10.10 Incident Management and Reporting .................10‑7

INTENTIONALLY BLANK
10‑‑1
REVISION 1.2
RAMP OPERATIONS
30JUL14
SECTION 10 - RAMP OPERATIONS
10 INTRODUCTION
10.1 Ramp Safety in Aircraft Handling

Ramp safety rules and procedures promote safe ground handling. The minimum safety rules
and procedures defined in this section should always be applied and understood by personnel
working on the ramp.
Aircraft damage can endanger passengers, staff and aircraft. Even a slight scratch on an
aircraft may result in a serious accident.
Additional information and guidance on normal and contingency operations (Severe weather,
etc.) can be found in the Airside Management and Safety section of the IATA AHM.
If you see or cause any aircraft damage, you MUST report it
10.2 Ground Personnel Safety Precautions

The following basis standards of safety are expected to be employed by agents:
• Proper training of personnel in correct operating procedures and safe work practices
• Enforcement of safety rules, procedures and requirements
• Exercising extreme care when operating ground support equipment in the vicinity of an
aircraft
• Only adequately trained & authorized personnel are permitted to operate equipment.
• Equipment is maintained and checked on a regularly scheduled basis
• Portable electronic equipment shall not be operated whilst operating GSE
• Equipment should never cross the path of taxiing aircraft or embarking / disembarking
passengers.
• Equipment should be driven no faster than walking speed when in the vicinity of aircraft.
• Safety shoes or boots should be worn to prevent foot injuries.
• Personnel working in noise-intensity areas should wear approved hearing protection.
• Clothing/Reflective jackets appropriate to the weather conditions should be made
available to personnel
• Personnel shall not walk or stand on a moving conveyorbelt.
• Personnel shall keep clear of aircraft engine intake/exhaust areas
• Ground support equipment should be moved away from the aircraft vicinity and secured.
• Vehicles MUST NOT be parked under the aircraft wing-trip fuel vents.
• The ground area beneath exit doors should be kept clear of any obstructions.
• A person shall be allocated to supervise all airside activities (Dispatcher/Leading
Hand/Ramp Supervisor as applicable).

PAGE 10
10‑‑2 GROUND HANDLING MANUAL
REVISION 1.2
RAMP OPERATIONS
30JUL14
10.3 Danger Areas

There is a particular danger of blast damage or injury from the aircraft engine’s exhaust or
intake. The risk is increased when an aircraft stops and then applies power to ‘break away’ to
continue manoeuvring.
Vehicles and personnel must remain clear of aircraft danger areas when aircraft engines are
running and the anti-collision lights are on.
In order to prevent accidents and incidents personnel and/or should never be positioned in the
following critical areas during aircraft departure or arrival.
• Engine Intake Area
• Engine Blast Area
WARNING
DANGER
Ground personnel and/or loose equipment must stay clear of intake and blast areas
NOTE
See aircraft sections for information of intake/blast area distances
10.4 Equipment Restraint Area & Equipment Restraint Line

The equipment restraint area (ERA) is defined as the area of the bordered by a red line known
as the equipment restraint line – or as otherwise indicated – in which the aircraft is parked
during ground operations.
The ERA must be free of obstructions and Foreign Object Debris (FOD) before and during
aircraft arrival and departure.
10.5 FOD – Foreign object Debris

Foreign Object Debris (FOD) is a general term which applies to all loose objects which are a
hazard to the safety of an aircraft and which, therefore must not be left in any area where they
would constitute a hazard.

10‑‑3
REVISION 1.2
RAMP OPERATIONS
30JUL14
Examples of FOD – Plastic and paper, sheets, rags, metal nuts and bolts, cans, tools,
equipment, stones, pebbles, wood, luggage parts etc.
CAUTION
All personnel are responsible for identifying and removing FOD
10.6 Aircraft Arrival
10.6.1 Preparation
Prior to the arrival of an aircraft the stand or parking area should be prepared. This should
include the following actions:
• Stand to be clear of equipment , obstructions and FOD
• Parking position is clear of snow/ice
• Sufficient manoeuvring area is available
• Ground support equipment (GSE) serviceable and secure
• GSE to be located behind any Equipment restraint line or marked restriction line
• Guidance systems to be activated OR marshaller (and wingman) available
• Staff in position to operate steps or jet-bridge as appropriate
10.6.2 Taxi and parking

The handling agent should ensure that the aircraft is guided onto a parking stand by the safest
means. Guidance may be by approved airport stand guidance systems or by use of a
trained/approved marshaller (with wingmen as appropriate). Where stand guidance systems
are used the agent shall be responsible for the operation of the system or for ensuring the
appropriate authorities activate it prior to arrival. A marshaller provides guidance but the
responsibility for the safety of the aircraft remains with the Commander.
10.6.3 Marshalling (Equipment / Definitions)

Aircraft being manually directed into parking positions are to be guided by the following:
Marshaller – A qualified person to be located on the parking position slightly to the left of
centreline to guide the aircraft to the parking position.
Wingman – One or more qualified persons to be located at the wingtip/s to provide obstacle
clearance information to the marshaller. The wingman must be in visual contact with the
marshaller at all times.
During hours of daylight bats should be used and illuminated wands used during the hours of
darkness or during poor visibility.
All marshalling shall be completed using ICAO standard signals. (Information can be located at
http://www.skybrary.aero/bookshelf/books/291.pdf

PAGE 10
REVISION 1.4
RAMP OPERATIONS
25SEP14
Upon completion of the parking process, hand signals only shall be used by ground personnel
to indicate that "chocks are in position" and "shut down engines". Parking brakes shall not be
released until all engines have been shut down and until the cockpit personnel have
ascertained that chocks have been inserted and that the aeroplane is not moving.
NOTE
Company aeroplanes may be taxied on the movement area of an aerodrome only by a person
• Authorised and found competent by the Company, and

• Competent to taxi the aeroplane and to use the required means of communication, and
• Instructed in respect to aerodrome layout, routes, signs, marking, lighting, ATC
instructions, and all applicable procedures.
Titan Airways aircraft are prohibited from self manoeuvring onto nose in stands at anytime
10.6.4 Parking and Wind conditions

When aircraft are parked in strong wind conditions consideration should be made where
possible for the parking position to be into wind or as requested by the aircraft commander.
Chocks should be placed both forward and aft of main wheels.
10.6.5 Protection Cones

It is important for the safety of all ground personnel that approach turnround processes are
followed that are both effective and practical.
The positioning of cones around the aircraft footprint gives ground personnel clear indication of
where they are in relation to the aircraft structure (which may be several metres above them)
It is therefore important that cones are in position at key points around the aircraft prior to
ground service equipment approaching.
Similarly GSE should be removed from the aircraft footprint prior to the removal of cones.
Where an item of GSE used is imperative to the pre-departure process and not in the area of
engines/wings/tailplane (e.g. B737 freight door closure) then they may be retained in position.
Manoeuvring from this position may then require the use of a banksman to protect the path
when leaving the aircraft footprint.
Cones should be placed at the following strategic points
• Wing ends
• Rear of tailplane
• Forward of each engine

10‑‑5
REVISION 1.3
RAMP OPERATIONS
18AUG14
10.7 Post Parking Actions & Accessing aircraft

Handling staff should only approach the aircraft once the anti-collision beacon has been turned
OFF
The aircraft should be chocked as appropriate for the conditions.
WARNING
DANGER
When placing wheel chocks:
Stand well clear of the path of the tyres in case of aircraft movement
Approach main gear from front or rear to avoid blowout danger
Cones, where available, should be positioned at each wingtip and aft of the tail section of the
aircraft and forward of engines. If Passenger Inline Guidance Systems (PIGS) are available
then these should be used to prevent passengers and personnel from walking beneath the
aircraft or in the vicinity of the engine. When not available, suitable guidance by handling agent
personnel should be put in place.
10.7.1 Accessing passenger doors

Either suitable height steps or an air-bridge should be positioned without delay for passenger
deplaning.
Once steps are in position any securing struts/stabilizers should be put in place or the
equipment chocked. When the steps have been secured one person should proceed to the top
of the steps and knock on the main passenger door to indicate it is safe to open. Once the door
has been opened, fix the sides rails/panels into position and lock.
For jet-bridge operation the unit must be properly positioned and secured before indication is
given to the crew to open the door.
WARNING
DANGER
Passenger doors shall only be open when suitable boarding equipment is in place. There is a risk
of falling when opening and closing cabin doors. Slide deployments can be fatal. If and armed door
begins to open DO NOT attempt to hold the door as you risk serious injury or death
Only Titan crew should open and close passenger and service doors
10.7.2 Aircraft Servicing

Other equipment required for the servicing of the aircraft should approach the aircraft with
caution and in a manner not to impede the dis-embarkation and unloading process. Vehicles
should be positioned in accordance with the ground servicing equipment diagrams in the
individual aircraft appendices to this manual.

PAGE 10
REVISION 1.3
RAMP OPERATIONS
18AUG14
Care must be taken when operating such items as belt loaders to ensure they are position in a
manger that will avoid contact with the aircraft when the aircraft rises/or falls during
unloading/loading.
When opening and closing hold doors exercise caution to ensure the door does not impact and
ground support equipment.
Ensure at the completion of baggage and cargo loading, any hold nets are properly secure
prior to door closing.
(See also sections on fuelling, catering and de-icing)
10.8 Parking – Security
10.8.1 Security
Whilst Titan aircraft are unattended during turn-rounds the aircraft must protected from
unauthorised access by steps and jettys being moved away from the aircraft. In addition to the
above measure crew may security seal doors and hatches on night stops. Agents should not
break seals unless authorised by Titan Operations or the aircraft commander.
If any unauthorised person(s) are believed to have accessed the aircraft or found in the
immediate vicinity of the aircraft, Titan Operations and the Commander must be informed prior
to departure as to assess the level of security check to be employed prior to departure.
10.8.2 Night Stops

If the aircraft is parked for a night stop or otherwise left unattended, all doors shall be locked,
sealed or alarmed, jetty disconnected and/or stairs removed. If unauthorised access has been
established, this must be reported to operations and the aircraft must be screened prior to
departure. The Commander is responsible for the sealing of the aircraft.
10.9 Departure (see also Loading & Weight and Balance

sections)
On completion of loading of passengers the agent shall confirm with the crew that they are
ready to close doors and depart. The side guards on steps shall be removed and the
passenger door then closed. Once this is completed any struts/stabilizers or chocks and cones
should be removed and the equipment removed (under direction of a banksman if required)
For jet-bridge operation the jetty shall not be removed until the aircraft passenger door is shut.
10.9.1 Engine Start

A qualified person should complete a final examination of the aircraft before engine start to
confirm:
• Surface condition of the apron is adequate to conduct operations
• Apron is clear of items that might cause FOD
• Aircraft servicing doors are all closed and secure

10‑‑7
REVISION 1.7
RAMP OPERATIONS
21SEP15
• Power cables and jet-bridge/steps removed

• Cones/PIGS removed and secured.
• Equipment and vehicles positioned clear of aircraft movement path
• Adequate clearance from obstructions for aircraft movement path
• No damage to the airframe (if damage seen it MUST be reported to crew immediately)
• Chocks removed
Headset communication should be established with the Flight Deck crew prior to engine start or
pushback procedures. Crew will call for ground checks which will encompass the minimum of
the following actions:
• Exterior inspection (as above) completed
• Ramp area free of FOD
• All GSE disconnected from the aircraft
• Chocks and pins removed
• Towing tug/tractor connected (if required)
Standard phraseology to be used for pushback
Captain: "Flight deck to ground.
Once communications are established the anti collision light is selected on and the checks are
completed.
Captain: "Flight deck to ground", "May I have your checks please?"
Ground: "Tug and tow-bar connected, steering bypass pin fitted, chocks removed, intakes
clear, ground equipment clear, doors and hatches closed, beacons rotating. Ready for brake
release."
When releasing brakes be prepared for some movement as the tow--bar takes up any slack.
Captain: "Brakes released, clear to push, may I start 2 then 1?"
Ground: "Commencing push, clear to start 2 then 1"
Once cleared by ATC the crew will advise the headset operator to commence the push/tow
prior to engine start.
On complete of the push/start manoeuvre the crew will advise on disconnect and the side of
the aircraft where the headset operate should exit to provide a visual signal that all areas of the
aircraft are clear.
In the event of headsets either unserviceable or not available ICAO recognised hand signals
should be used.
10.10 Incident Management and Reporting

Any incident involving GSE or personnel that causes damage to an aircraft must be reported
immediately to the aircraft Captain and also Titan operations. Reports received by Titan
Airways from agents shall be treated as confidential
A reportable incident also includes the following:
• Act of aggression (e.g. BOMB THREAT or HIJACKING)
• Injury to an employee involving a Titan Airways aircraft

PAGE 10
REVISION 1.7
RAMP OPERATIONS
21SEP15
• Breach of security procedures

• Damage to aircraft
• Undeclared dangerous goods are discovered - Use IATA AHM/DGR reporting form
• Potential hazard to passengers and/or ground crew
• A flight is despatched insecure not meeting baggage reconciliation requirements
• An event where standards have been compromised
• An environmental incident (e.g. fuel spill)
• Discrepancy between Mass and Balance documentation and actual load
• Loading errors
• Damage to packages of dangerous goods caused by over-tightening of nets or straps
• Failure to prepare electric wheelchairs in order to prevent accidental activation
Handling agents should have local contingency procedures for dealing with incidents that affect
the operation and level of service provided. Guidance on key events is shown below:
Follow up action by the agent should include:
• Withdrawing staff member/s from duty
• Interviewing all staff members allocated to the flight
• Photographs of damage and area of incident
• Initial written report from Supervisor level to Titan within 4 hours of incident
• Full report from management level to Titan within 7 days of incident
Some incidents (aircraft damage / dangerous goods) will require the state of occurrence to be
notified and a report provided to them. Agents should make arrangements for this notification to
take place when required/requested.
Incident reports shall be kept for a minimum period of 12 (twelve) months from the date of the
incident.
Internal (Titan Airways) reporting of Ground Handling issues of either a reactive or proactive
basis shall be notified to the company using the THOR reporting system and audit/inspections.
Issues raised shall be investigated and risk assessed with appropriate mitigation measures
employed as required. Ground damage incidents shall be reported to the IATA GDDB by the
company's SMS Manager.
Where significant issues are raised as a result of reporting, audit or inspection then these will
be manager by the Operations Director and referred to either a Safety Action Group or the
Safety and Compliance Review Board for management level review.

10‑‑9
REVISION 1.3
RAMP OPERATIONS
18AUG14
Figure 10-1 Form 10-1 Sample Incident Report Form

PAGE 10
REVISION 1.3
RAMP OPERATIONS
18AUG14
Figure 10-2 Form 10-1 Sample incident report form / cont’d

11‑‑I
REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 11 - FUELLING ................................11‑i
11 INTRODUCTION ................................11‑1
11.1 Fuel Grade and Standards ........................11‑1
11.2 Definition of Fuelling Safety Zones ...................11‑1
11.3 Fuel safety zones ..............................11‑2
11.4 Safe Fuelling Procedures .........................11‑3
11.5 Fuelling with Passengers or Crew On Board ............11‑4
11.6 Emergency Procedures ..........................11‑4
11.7 Refuelling with Crew or Passengers On-board - Ground Handling
Staff .......................................11‑5
11.7.1 ISARP Link GRH Section 11 .......................11‑6

INTENTIONALLY BLANK
11‑‑1
REVISION 1.7
FUELLING
21SEP15
SECTION 11 - FUELLING
11 INTRODUCTION
As aircraft ground handling activities take place at the same time as aircraft fuelling operations,
which covers refuelling and de-fuelling. These activities must be compatible to ensure the
safety and integrity of the operation.
Fuel may be delivered to a Titan Airways aircraft either under contractual arrangements with
major fuel companies or under a one-off release for non-contracted locations. All fuel shall be
supplied free from contamination in accordance with the standards of the IATA Fuel Quality
Pool. Where a formal contract is not in place the supplier giving an 'open release' for the supply
of fuel will offer this on the basis of the supply being in accordance with the IATA standard
contract for fuel delivery.
Only persons who have received initial and recurrent training and testing in the delivery of fuel
and associated emergency procedures (including fire fighting) shall operate refuelling
processes on Titan Airways aircraft.
This section provides specific operating criteria for ground handling personnel that when
implemented will enable the interface of activities to be accomplished safely.
The following industry documents, as applicable, should be consulted:
• IATA Guidance Material on Standard Into-Plane Fuelling Procedures;
• IATA Fuel Quality Pool: Control of Fuel Quality & Fuelling Safety Standards Services.
11.1 Fuel Grade and Standards

The required fuel grade for company aircraft is Jet-A1. Fuels that do not meet this specification
shall be checked with Titan Airways for conformity with the approved fuels from the aircraft
flight manual.
Suppliers shall maintain stocks in accordance with IATA Fuel Pool standards or state
requirements. Fuel shall be delivered free from contamination. Daily checks on fuel standards
within facilities / bowsers shall be carried out in accordance with local procedures and records
maintained. Titan Airways compliance and engineering staff may require to check standards
and shall be given access to achieve such checking.
Fuel delivery notices should contain suitable certification that the supplier has maintained and
supplied fuel stocks free of contamination.
11.2 Definition of Fuelling Safety Zones

Area with radius of at least 3 m or as specified by local regulations, from filling and venting
points on the aircraft, fuelling vehicle and within the hydrant pits.
Equipment performing aircraft servicing functions shall not be positioned within a 3 m (10 ft)
radius of aircraft fuel system vent openings.
Due to the fire hazard associated with fuel vapours personnel shall not use items and
processes such as; matches, open flames, welding, use of photographic flashbulbs etc. while
fuelling is taking place on the aircraft stand.

PAGE 11
REVISION 1.7
FUELLING
21SEP15
Portable electronic devices, such as Mobile (Cell) Telephones, Portable Radios and Pagers,
should not be used within the fuel safety zone.
11.3 Fuel safety zones

The connection or disconnection of any aircraft electrical equipment, including GPUs, batteries
and battery chargers, is not permitted.
Only tail mounted APU may be started during refuelling if the start is an initial start or a restart
after normal shutdown.
If the APU exhaust discharges cross the upper surface of the aircraft wing, overwing fuelling
must not be carried out while the APU is running.
If the APU exhaust discharges to the side or rear of the aircraft, fuelling vehicles should be
positioned to avoid any risk of coming in the path of the exhaust stream i.e. the APU exhaust
must discharge outside the fuelling zone.
Do not attempt to start the APU during fuelling if the APU had an automatic shutdown or a
failed start attempt. Make sure the fuelling operation is complete and the hose disconnected
before another APU start is attempted.
The APU may be shutdown (manual or automatic) during the refuelling operation.
The engines of unattended GSE should be switched off.
GSE MUST NOT be parked under the aircraft wingtip fuel vents.
Equipment must be positioned so that the fuelling vehicle has a clear exit route and can be
moved away from the aircraft in a forward direction.
A distance of 1 m (3 ft) should be maintained, wherever possible, between ground support
equipment and any fuelling equipment, i.e. vehicles, hoses, hydrant pits.
Ground Power Units (GPUs) must not be operated unless they are positioned 6 m (20 ft) from
the aircraft fuelling vents and venting points.
The GPU shall be started and electrical connections made before fuelling begins. The unit shall
not be disconnected or switches operated during fuelling.
In the event of fuel spillage, if safe to do so, the GPU shall be stopped immediately and must
remain stationary until the spill is removed and there is no danger from flammable vapour.
Equipment with metal wheels or metal studded tyres capable of producing sparks shall not be
moved in the safety zones.
Only authorised persons and vehicles are permitted in the fuelling zone.
Fuelling operations with Air Conditioning Units in operation may be carried out subject to the
same conditions as those applicable to general aircraft servicing, with the exception that, in the
event of fuel spillage, the engine of the unit shall be stopped. This is to prevent the possibility
of flammable vapors being passed into the aircraft passenger compartment.

11‑‑3
REVISION 1.7
FUELLING
21SEP15
11.4 Safe Fuelling Procedures

Prior to refuelling the following safety precautions should be in place:
• Refueling vehicles should, if possible, always move forward into the fuelling position. If a
fuelling vehicle has to be reversed, a guidance person must be used.
• Vehicles should approach the aircraft at walking speed.
• Fuel trucks and their hoses must not block the access to the cabin and hold doors.
• Fuel trucks shall be fitted with appropriate fire extinguishing equipment which should be
immediately available in the event of an emergency
• A method must be available for notification to emergency services in the event of a fire or
major fuel spill. This may be through a head of stand phone / radio (outside Fuel Safety
Zone) or crew communication systems.
• Each trailer tank or towed service must remain coupled to their tractors.
• The aircraft and the fuelling vehicles must be electrically bonded together throughout the
fuelling operation to ensure that no difference in electrical potential exists.
• If the bonding cable connecting the fuelling vehicle to the aircraft becomes disconnected
during ground operations the fuel operator must be immediately advised.
• Access to the hydrant emergency stop button must be visible and clear of obstruction and
all ramp staff trained in its location and use.
• A lanyard must be attached to the hydrant pit valve and should be extended on the apron
such that it is free of obstruction and readily accessible to the fuelling operator and ground
staff.
• The hydrant pit valve shall be identified by a four winged flag or equivalent and clearly
visible to other ground equipment handlers.
• Minimize length of hydrant inlet hose to limit the exposure of the hose to damage.
• The fuel operator must maintain control of fuelling operations using the hand held
deadman device throughout the operation, remaining outside the vehicle cab at all times.
• Fuelling vehicles and equipment must have hoses of sufficient length to allow the fuelling
platform to be fully lowered whilst the hoses/couplings are connected to the aircraft
fuelling manifold.
• Extreme care must be taken to position refuelling vehicle and equipment correctly,
ensuring that strain is not applied to the fuelling hoses, coupling and manifolds on the
aircraft when the platform is lowered.
• Vehicles must be designed to ensure that the fuelling hoses can not become entangled on
equipment during movement of the fuelling vehicle's platform.
• Platforms must not be raised or lowered while fuelling operations are taking place.
• When raising the lift platform of fuelling vehicle, care must be taken to ensure that it does
not touch any part of the aircraft.
• The fuel operator should conduct a final walk around the vehicle before leaving the aircraft
to ensure all hoses have been disconnected and stowed correctly.
• Fuelling shall not take place or should be ceased whenever lightning is determined to be
a threat.
• Fuelling of an aircraft which has one propulsion engine running is not permitted

PAGE 11
REVISION 1.7
FUELLING
21SEP15
11.5 Fuelling with Passengers or Crew On Board
NOTE
For additional information on this topic, please see AHM175
Re-/De-fuelling of an aircraft with passengers embarking, on board or disembarking is allowed,

when:
• It is not prohibited by Local Airport Authorities and/or regulations
• A Titan qualified person (e.g. Flight Crew or Engineer) must remain within the aircraft
footprint during fuelling operations and an active headset link established with the Flight
Deck. This qualified person shall be capable of handling emergency procedures
concerning fire protection and fire-fighting, handling communications and initiating and
directing an evacuation
The person responsible for supervising the refuelling shall inform crew/staff on board and
around the aircraft that fuelling is about to commence and when fuelling is completed.
Should a hazardous situation arise the headset interphone communication shall be used to
alert the flight deck crew to the situation and direct emergency evacuation or other required
actions as appropriate.
The fuel truck or hydrant dispenser shall not be parked in the embarkation or disembarking
path.
Ground activities outside the aircraft and work within the aircraft, such as catering and cleaning,
should be conducted in such a manner that they do not create a hazard or obstruct emergency
exits.
All exit areas, cabin aisles and cross aisles inside the aircraft should be kept clear of
obstructions.
The ground area beneath nominated exit doors shall be kept clear of any obstructions.
When passenger loading bridges are in use, access to the terminal shall be available.
When a passenger loading bridge is not used, aircraft passenger steps or alternate means of
emergency evacuation should be in place.
Passengers joining or leaving the aircraft via the apron are moved without delay under the
supervision of a responsible person over a safe route. Passengers shall be kept at a safe
distance from the fuelling operation and other hazardous areas such as aircraft engines, APU
exhausts and fuel tank vents. "No Smoking" regulations shall be strictly enforced.
Aircraft fitted with integral stairs must have these deployed.
11.6 Emergency Procedures

In the event of a fuel spillage the following actions should take place:
Fuelling vehicle should be equipped with spill kits and marked accordingly.

11‑‑5
REVISION 1.7
FUELLING
21SEP15
STOP the fuelling operation, advise the Captain or appropriate Authority and the Emergency
Services.
EAs directed by the Captain or appropriate Authority evacuate all persons from the immediate
area.
If safe to do so, mobilise fire fighting equipment as standby protection until the arrival of the
airport emergency services.
Control the movement of unauthorised personnel and equipment into the area.
As far as possible, restrict all activities inside and outside the spill area to reduce the risk of
ignition.
All electrical equipment in use during the fuelling operation must be switched off immediately.
DO NOT start the APU until the spilled fuel is removed and there is no further risk of spilled fuel
or vapours.
Normal operations must not be resumed on the aircraft or any engines started before the
person in charge of the emergency, determines that it is safe to continue.
If fuel is spilled on any item, then such items are NOT TO BE LOADED into the aircraft.
In the event of a fire occurring either on or in the vicinity of the aircraft STOP the fuelling
operation and call the emergency services.
11.7 Refuelling with Crew or Passengers On-board - Ground

Handling Staff
Ground handling staff must be advised if fuelling is to take place when passengers are
remaining onboard, or are being embarked/disembarked.
When a loading bridge is in use, no additional sets of aircraft passenger steps need be
provided, however either the left or right rear door will be prepared for use as an emergency
escape route using the automatic inflatable slide.
When a loading bridge is NOT available for use, aircraft passenger steps should be positioned
at two of the main passenger doors (i.e. preferably one forward and one aft) which are to be
open.
Where aircraft are fitted with integral stairways and these are deployed, each may count as one
means of egress.
When passengers are boarding during fuelling operations, they shall be under the supervision
of Customer Services' staff and their route shall avoid the fuelling zone. The use of personal
hand held telephones by passengers shall not be permitted.
A fuelling safety zone must be in place prior to the commencement of fuelling operations.
Passenger baggage reclamation on the ramp shall be carried out away from the fuelling zone.
Fuelling shall cease if this requirement cannot be complied with.
Ground service personnel shall ensure that the ground below an exit or the emergency slide
deployment area is kept clear of all obstructions.
Work within the aircraft such as catering and cleaning shall be conducted in such a manner
that they do not create a hazard or obstruct exits.

PAGE 11
REVISION 1.8
FUELLING
24FEB16
All personnel involved with the operation shall be aware of the fire protection emergency
procedures, including the alerting of any personnel on board, the procedure for summoning the
Airport Fire Service and action to be taken in the event of a fuel spillage or kerosene
contamination.

12‑‑I
REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 12 - DE-ICING .................................12‑i
12 INTRODUCTION ................................12‑1
12.1 Responsibilities ................................12‑1
12.2 Staff Training and Qualification .....................12‑1
12.3 Theoretical Training ............................12‑2
12.4 Fluid Handling ................................12‑3
12.5 Storage .....................................12‑3
12.6 Contamination Checks ...........................12‑3
12.7 Clean Aircraft Concept ...........................12‑4
12.7.1 General Requirements ...........................12‑4
12.7.2 Procedures ..................................12‑4
12.7.3 Communication Procedures ........................12‑5
12.7.4 Standard Method of Application .....................12‑5
12.8 Requirements after De-icing / Anti-icing ................12‑6
12.9 Post De-icing / Anti-icing Check .....................12‑7
12.10 Post De-icing/Anti-icing Communication ................12‑8
12.11 Anti-icing Codes ...............................12‑8
12.12 Holdover Times ...............................12‑10
12.12.1 ISARP Link GRH section 12 ......................12‑10

INTENTIONALLY BLANK
12‑‑1
REVISION 1.7
DE-ICING
21SEP15
SECTION 12 - DE-ICING
12 INTRODUCTION
Titan Airways operates a de-icing program to ensure that aircraft are operated to the Clean
Aircraft concept in hazardous cold weather conditions. All de-icing shall be completed in
accordance with the guidelines published by the Association of European Airlines (AEA)
'Recommendations for De-icing / Anti-icing of Aircraft on the Ground' (or other compatible
standard).
Due to the nature of the Titan Airways non-scheduled operation a network list is not provided in
this manual. However regular locations STN/EDI/EMA/BFS/EMA/EXT/ BOH/CMF are covered
under handling or direct contract and may be subject to audit.
Ad-hoc requests for de-icing may not involve the signing of formal contract but such requests
shall be handled as if SGHA terms were in force and the operations carried out in accordance
with the AEA guidelines.
12.1 Responsibilities
The program shall be managed and supervised by the Ground Operations post holder who
shall maintain links with contracted de-icing organisations.
The aircraft commander is responsible for:
1. Assessment of the aircraft state and requirement for de-icing to be carried out.
2. Calculation and adherence to the hold over time guidelines published in the company
operations manual
3. Ensuring that an 'all clear' confirmation has been received after de-icing prior to
departure of the aircraft.
The Anti-ice / De-icing supplier is responsible for the following:
1. Operation of a Anti-Ice / De-Icing Program in accordance with the AEA Guidelines as
above (or similar national document e.g. Transport Canada)
2. Maintenance of local procedures for the handling, storage and delivery of Anti-Ice / De-
Icing service
3. Operation in accordance with the requirements of this Ground Handling Manual
4. Reporting any incident of accident involving a Titan Airways aircraft without delay and
co-operating in any subsequent investigation
The Titan Airways Compliance Department shall be responsible for:
1. Audit on contracted organisations in accordance with the published intervals for
compliance oversight detailed in the Operations Control Manual
2. Reporting results of audits in a timely manner.
12.2 Staff Training and Qualification

De-icing/anti-icing procedures must be carried out exclusively by personnel trained and
qualified on this subject.

PAGE 12
REVISION 1.7
DE-ICING
21SEP15
Companies providing de-icing/anti-icing services should have both a Qualification Programme

and a Quality Assurance Programme to monitor and maintain an acceptable level of
competence.
12.3 Theoretical Training

Both initial and annual recurrent training for flight crews and ground crews shall be conducted
to ensure that all such crews obtain and retain a thorough knowledge of aeroplane de-
icing/anti-icing policies and procedures, including new procedures and lessons learned.
Training success shall be proven by an examination/assessment which shall cover all training
subjects laid down in as below.
The theoretical examination shall be in accordance with EASA Part 66 or any equivalent
requirements.
The pass mark shall be 75% and only persons passing this examination can be qualified.
Practical Training (Initial)
For personnel performing the actual de-icing/anti-icing treatment on aeroplanes for the first
time, practical training with the de-icing/anti-icing equipment and an aeroplane shall be
included.
An aeroplane is required in order to familiarize new trainees with the relevant typical aeroplane
surfaces/ components and identification of no spray areas.
Prior to receiving final qualification, personnel performing de-icing/anti-icing operations (driving
and/or spraying) shall demonstrate competence in removing frozen contamination under
operational conditions, to a qualified trainer or supervisor.
Details of this assessment shall be recorded.
Practical Training /Annual Recurrent
For personnel performing the actual de-icing/anti-icing treatment, practical training with the de-
icing/ anti-icing equipment shall be included.
Training subjects shall include but are not limited to the following:
1. Effects of frost, ice, snow, slush and fluids on aeroplane performance.
2. Basic characteristics of aircraft de-icing/anti-icing fluids, including causes and
consequences of fluid degradation, fluid remaining on surfaces, and dried and/or
rehydrated residues.
3. General techniques for removing deposits of frost, ice, slush, and snow from aeroplane
surfaces and for anti-icing.
4. De-icing/anti-icing procedures in general and specific measures to be performed on
different aeroplane types.
5. Types of checks required.
6. De-icing/anti-icing equipment and facilities operating procedures including actual
operation.
7. Safety precautions.
8. Emergency procedures.
9. Fluid application and limitations of holdover time tables.
10. De-icing/anti-icing codes and communication procedures.

12‑‑3
REVISION 1.7
DE-ICING
21SEP15
11. Special provisions and procedures for contract de-icing/anti-icing (if applicable).
12. Environmental considerations, e.g. where to de-ice, spill reporting, hazardous waste
control.
13. New procedures and development, lessons learned from previous winters.
14. Conditions which can lead to the formation of ice on the aeroplane.
Training Records
Records of personnel training and qualifications shall be maintained for proof of qualification.
12.4 Fluid Handling

De-icing/anti-icing fluid is a chemical product with environmental impact. During fluid handling,
avoid any unnecessary spillage and comply with local environmental and health laws and the
fluid manufacturer's safety data sheet.
Different products shall not be mixed without additional qualification testing.
12.5 Storage
Tanks dedicated to the storage of de-icing/anti-icing fluids shall be used.
Storage tanks shall be of a material of construction compatible with the de-icing/anti-icing fluid,
as specified by the fluid manufacturer (corrosion resistant steel, plastic, etc). Care should be
taken to avoid using dissimilar metals in contact with each other, as galvanic couples may form
and degrade thickened fluids.
Tanks shall be conspicuously labelled to avoid contamination.
Tanks shall be inspected annually for corrosion and/or contamination. If corrosion or
contamination is evident, tanks shall be maintained to standard or replaced. To prevent
corrosion at the liquid/vapour interface and in the vapour space, a high liquid level in the tanks
is recommended.
NOTE
If the quality of the fluids is checked in accordance with AEA guidelines section 6.3.4 , the
inspection interval may be longer than one year.
The storage temperature limits shall comply with the fluid manufacturer's guidelines.
The stored fluid shall be checked routinely to ensure that no degradation/contamination has
occurred.
12.6 Contamination Checks

The responsibility for a check of the aircraft for contamination lies with the aircraft Commander.
In the event that a company engineer is in attendance at the aircraft before the commander
then he may assess the state of the aircraft and make preliminary arrangements through Titan
Operations and the handling agent.

PAGE 12
REVISION 1.7
DE-ICING
21SEP15
Any contamination found except frost shall be removed by a de-icing treatment. If anti-icing is
also required, this treatment may be performed as a one-step or two-step de-icing/anti-icing of
the relevant surfaces.
NOTE
Where an aeroplane has been de-iced and/or anti-iced some time prior to the arrival of the Flight
Crew, an additional 'Contamination Check' shall be carried out prior to departure, in order to
establish whether further treatment is required.
Requests made for de-icing shall specify the parts of the aircraft requiring treatment.
12.7 Clean Aircraft Concept

The assurance that a takeoff is not attempted when ice, snow, slush or frost is present or
adhering to the wing, fuselage or empennage of the aircraft. Only suitably trained (and current)
staff should be employed in de-icing operations and such staff must also be trained in
completion of a post de-icing inspection of the aircraft. Training must include areas of the
airframe that should be avoided by spraying operations. To assist in this individual aircraft
charts showing such areas are in the aircraft type appendices to this manual.
12.7.1 General Requirements

Fluids and mixes accepted for use on Titan Airways aircraft are listed in Operations Manual
Part A Section 8 / Appendix A. Crew will use these tables for the calculation of holdover times.
The following fluids are currently listed for use:
• Type I
• Type II
• Kilfrost ABC-S
• Type IV
• AL-34
Use of any fluids that deviate from the fluids approved under ISO/SAE shall be referred to Titan
Airways before use.
12.7.2 Procedures
The aircraft commander shall make request for the anti-icing or de-icing of the aircraft.
Before de-icing/anti-icing, the Commander shall be requested to confirm the treatment required
(areas to be de-iced, anti-icing requirements, special de-icing procedures).
1. Before fluid application starts, the Commander shall be requested to configure the
aeroplane for de-icing/anti-icing (surfaces, controls and systems, as per aeroplane type
requirements). The de-icing crew shall wait for confirmation that this has been completed
before commencing the treatment.

12‑‑5
REVISION 1.7
DE-ICING
21SEP15
2. For treatments carried out without the flight crew present, a suitably qualified individual
shall be nominated by the by Titan Airways to confirm the treatment required and to
confirm correct configuration of the aeroplane.
3. Details of fluids and mixture shall be advised to the aircraft Commander in order that
holdover times may be calculated.
4. De-Icing should be carried out in a structured manner to ensure all contaminated parts of
the aircraft are properly and thoroughly covered (see below). Specific aircraft limitations
are covered on the de-ice diagrams in the aircraft type appendices to this manual.
5. On completion of the de-icing process and prior to aircraft movement an 'all clear'
indication shall be given to the flight deck crew by either the de-icing operative or other
appointment person (e.g. company engineer).
12.7.3 Communication Procedures

The person communicating with the flight crew shall have a basic knowledge of the English
language in order to communicate properly (Operational level or equivalent according to AEA
Training Recommendations).
Communication between the Commander and the de-icing crew will usually be achieved using
a combination of printed forms and verbal communication. For treatments carried out after
aeroplane doors are closed, use of flight interphone (headset) or VHF radio will usually be
required.
Use of hand signals is not recommended except for the final 'all clear' signal
12.7.4 Standard Method of Application

De-icing shall be carried out to ensure the Clean Aircraft Concept is maintained. This is
achieved by following standard operating procedures either of the supplier or the guidance
below.
1. For maximum effect, fluid will be applied close to the surface of the skin to minimise heat
loss.
2. Do not spray at right angles to the aircraft surfaces.
3. Frost, ice and snow dilutes the fluid. Apply sufficient hot de-icing fluid to ensure that
refreezing does not occur and that all contaminated fluid is driven off the aircraft
surfaces.
4. On vertical surfaces, work from the top down
5. On wings, horizontal stabilisers and elevators, spray from the leading edge to the trailing
edge. Do not spray from the rear, thus avoiding fluid ingress into control surface cavities.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most
aircraft start at the wing tip and work towards the wing root. Some aircraft have anhedral
wings, i.e. slope down from the wing root to the wing tip. On these aircraft types, start
spraying at the wing root and work outward to the wing tip.
6. Where an aircraft lands on a runway contaminated with snow, slush or ice, the
Commander may choose to leave the flaps extended for arrival on stand where an
inspection could take place by the qualified engineer to determine if de-icing is required.
Where this is required, a fine cone spray pattern at low pressure should be used to
loosen the contamination prior to a manual method to brush off all contamination and as
much of the fluid residues as possible. Holdover times will not apply to extended flap
treatments.

PAGE 12
REVISION 1.7
DE-ICING
21SEP15
Report details of the treatment to the Commander.

7. On the fuselage, spray along the top centre line and then outboard. Ensure the fuselage
is clear of ice, slush and snow. Do not spray directly at cabin windows.
8. Avoid spraying de-icing fluid directly at antennae, stall vanes, pitot tubes, static vents,
angle of attack airflow sensors or air stream direction detectors and probes. If you
suspect de-icing/anti-icing fluid had contaminated any of these items, you must report
this immediately to the Commander or relevant Engineer
9. On the Nose and Radome area, Engine Nacelles and Flight Deck Windows, manual
methods of removal e.g. soft bristled brushes or squeegees is the recommended
method. Where de-icing fluids are used, spray fluid using a fine cone spray pattern,
spray from the rear of the nose cone forward and avoid spraying directly onto or near to
Flight Deck Windows as de-icing fluid could cause severe loss of visibility during flight.
Any de-icing fluid remaining on the nose area post treatment where it could blow back
onto the windscreens during take-off or on the Engine Nacelles, must be removed prior
to dispatch using squeegees or equivalent methods.
10. On engine intakes/exhausts and/or fan blades, do not use de-icing fluid to remove ice or
snow contamination. Hot air or other means as recommended by the engine
manufacturer should be used which is an engineering function. Do not spray de-icing
fluid directly onto thrust reversers.
11. Avoid spraying de-icing fluid directly at or into air intakes of the APU and/or air
conditioning intakes. If you suspect de-icing/anti-icing fluid had contaminated any of
these items, you must report this immediately to the Commander or relevant Engineer.
12. For landing gears and wheel bays, the application of de-icing fluid must be kept to an
absolute minimum. Do not spray de-icing fluid directly onto brakes and wheels.
13. Ensure de-icing treatments are performed symmetrically, i.e. both sides are treated in
the same way, same areas, same amount and type of fluid with the same mixture
strength. This is particularly relevant when the treatment is carried out using two de-icing
rigs.
12.8 Requirements after De-icing / Anti-icing

Following the de-icing/anti-icing procedures and prior to takeoff, the critical aeroplane
surfaces shall be clean of all frost, ice, slush, and snow accumulations in accordance
with the following requirements.
Wings, tail and control surfaces - Wings, tail and control surfaces shall be free of ice, snow,
slush, and frost except that a coating of frost may be present on wing lower surfaces in areas
cold soaked by fuel between forward and aft spars in accordance with the aircraft
manufacturer's published documentation.
NOTE: Frost or any other contamination is not acceptable on the lower side of the horizontal
stabilizer and elevator, unless specified otherwise in the AFM or other aircraft manufacturer's
documentation.
Pitot heads and static ports -Pitot heads and static ports shall be clear of ice, frost, snow and
fluid.
Engines - Engine inlets, exhaust nozzles, cooling intakes, control system probes and ports
shall be clear of ice and snow. Engine fan blades or propellers (as appropriate) shall be clear of
ice, frost and snow, and shall be free to rotate.
Air conditioning inlets and exits - Air conditioning inlets and exits shall be clear of ice, frost and
snow. Outflow valves shall be clear and unobstructed.

12‑‑7
REVISION 1.7
DE-ICING
21SEP15
Landing gear and landing gear doors -Landing gear and landing gear doors shall be
unobstructed and clear of ice, frost and snow.
Fuel tank vents - Fuel tank vents shall be clear of ice, frost and snow.
Fuselage - Fuselage shall be clear of snow, slush or ice. Frost may be present in accordance
with the aircraft manufacturer's documentation.
Nose/Radome Area and Flight Deck Windows - Snow, slush, or ice on the windscreens or on
areas forward of the windscreens shall be removed prior to departure.
Heated flight deck windows will not normally require de-icing.
Flight control check
A functional flight control check using an external observer may be required after de-icing/anti-
icing depending upon aeroplane type (see relevant manuals). This is particularly important in
the case of an aeroplane that has been subjected to an extreme ice or snow covering.
Dried fluid residues when the aeroplane has not been flown after anti-icing
Dried fluid residue could occur when surfaces have been treated but the aeroplane has not
subsequently been flown and not been subject to precipitation. The fluid may then have dried
on the surfaces. In such situations the aeroplane must be checked for dried residues from de-
icing/anti-icing fluids and cleaned as necessary.
Special maintenance considerations
Proper account should be taken of the possible side-effects of fluid use. Such effects may
include, but are not necessarily limited to, dried and/or rehydrated residues, corrosion and the
removal of lubricants.
12.9 Post De-icing / Anti-icing Check

An aeroplane shall not be dispatched after a de-icing/anti-icing operation until the aeroplane
has received the following visual check by a trained and qualified person.
This check shall cover wings, horizontal stabilizer, vertical stabilizer and fuselage.
This check shall also include any other parts of the aeroplane on which a de-icing/anti-icing
treatment was performed according to the requirements identified during the contamination
check.
The check shall be performed from points offering sufficient visibility of all prescribed surfaces
(e.g. from the de-icer itself or other equipment suitable for gaining access). Any contamination
found, shall be removed by further de-icing/anti-icing treatment and the check repeated.
Before take-off the Commander must ensure that he has received confirmation that this Post
De-icing/Anti-icing Check has been accomplished.
NOTE
For specific aeroplane types, additional requirements exist e.g. special clear ice checks, such as
tactile checks on wings. These special checks are not covered by the Post Deicing/ Anti-icing
Check. Aeroplane operators shall make arrangements for suitably qualified personnel to meet
these requirements.

PAGE 12
REVISION 1.7
DE-ICING
21SEP15
Where the de-icing provider is carrying out the de-icing/anti-icing process and also the Post De-
icing/
Anti-icing Check, it may either be performed as a separate check or incorporated into the de-
icing operation as defined below.
The de-icing provider shall specify the actual method adopted in his winter procedures:
1. As the de-icing/anti-icing operation progresses the De-icing Operator will closely monitor
the surfaces receiving treatment, in order to ensure that all forms of frost, ice, slush or
snow are removed and that, on completion of the treatment, these surfaces are fully
covered with an adequate layer of anti-icing fluid.
2. Once the operation has been completed, the De-icing Operator will carry out a close
visual check of the surface where treatment commenced, in order to ensure it has
remained free of contamination (this procedure is not required under 'frost only'
conditions).
3. Where the request for de-icing/anti-icing did not specify the fuselage, it shall also receive
a visual check at this time, in order to confirm that it has remained free of contamination
(with the possible exception of some frost which may be allowed on consultation with
crew).
4. Any evidence of contamination that is outside the defined limits shall be reported to the
Commander immediately.
12.10 Post De-icing/Anti-icing Communication

An aeroplane shall not be dispatched for departure after a de-icing/anti-icing operation until the
Commander has been notified of the type of de-icing/anti-icing operation performed (Anti-icing
Code).
The Anti-icing Code shall be provided by a qualified person at the completion of the treatment,
indicating that the checked surfaces are free of ice, frost, snow, and slush, and in addition
includes the necessary information to allow the Commander to estimate the holdover time to be
expected under the prevailing weather conditions.
When a treatment is interrupted for a significant period of time (e.g. truck runs out of fluid) the
flight crew shall be informed stating the reason, the action to be taken and the estimated time
delay. When continuing the treatment, the previously treated surfaces must be fully de-iced and
anti-iced again, when the holdover time of the treatment from before the interruption is not
sufficient.
12.11 Anti-icing Codes

The following information shall be recorded and be communicated to the Commander by
referring to the
last step of the procedure and in the sequence provided below:
1. the fluid Type; i.e. Type I, II, III, IV

12‑‑9
REVISION 1.7
DE-ICING
21SEP15
2. the concentration of fluid within the fluid/water mixture, expressed as a percentage by

volume;
NOTE
NOTE 1:
No requirement for Type I fluid.
3. the local time (hours:minutes), either

• for a one-step de-icing/anti-icing: at the start of the treatment
or
• for a two-step de-icing/anti-icing: at the start of the second step (anti-icing);
4. the date (written: day, month, year);
NOTE
NOTE 2:
Required for record keeping, optional for Commander notification.
5. the complete name of the anti-icing fluid (so called "brand name").
NOTE
NOTE 3: Optional; for Type II and IV fluids only.
6. the statement "Post de-icing/anti-icing check completed"
NOTE
NOTE 4:
For specific aeroplane types, additional requirements exist e.g. special clear ice checks,
such as tactile checks on wings.
Additional confirmation for these checks is required.

EXAMPLE
A de-icing/anti-icing procedure whose last step is the use of a mixture of 75% of a Type II fluid
and 25%
water, commencing at 13:35 local time on 20 February 2011, is reported and recorded as
follows:
TYPE II/75 13:35 (20 Feb 2011) (Complete name of anti-icing fluid)
"Post de-icing/anti-icing check completed".

PAGE 12
REVISION 1.8
DE-ICING
24FEB16
12.12 Holdover Times

Holdover times are maintained in the company Operations Manual Part A for use by flight
crews.
12.12.1 ISARP Link GRH section 12

13‑‑I
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 13 - SERVICING ...............................13‑i
13 INTRODUCTION ................................13‑1

INTENTIONALLY BLANK
13‑‑1
REVISION 1.2
SERVICING
30JUL14
SECTION 13 - SERVICING
13 INTRODUCTION
Aircraft servicing equipment location diagrams and access points are shown in the respective
aircraft type Appendix.

INTENTIONALLY BLANK
14‑‑I
REVISION 1.7
TABLE OF CONTENTS
21SEP15
TABLE OF CONTENTS
SECTION 14 - CARGO ..................................14‑i
14 INTRODUCTION ................................14‑1
14.1 Concept of Cargo Security ........................14‑1
14.2 Responsibility ................................14‑1
14.3 Purpose of Measures ...........................14‑1
14.4 Prohibitions (EU/185 2010 6.0.2/6.0.3) ................14‑1
14.5 Secure Cargo ................................14‑1
14.6 Insecure Cargo ...............................14‑2
14.7 Known Consignor Scheme (EC185/2010 6.5) ............14‑2
14.8 Account Consignor Scheme (EC185/2010 6.5) ...........14‑2
14.9 Security Controls (EU185/2010 6.1 & EU1082/2012 6.8.3) ...14‑2
14.10 Treatment of High Risk Cargo and Mail ................14‑2
14.11 Regulated Agents (see Fig 6-1) .....................14‑2
14.11.1 Persons to Carry Out Screening ....................14‑3
14.11.2 Recruitment .................................14‑3
14.11.2.1 Application / CV ..............................14‑3
14.11.2.2 Background Check (in accordance with state regulations) .....14‑3
14.11.3 Training ....................................14‑3
14.12 Local Procedures ..............................14‑3
14.12.1 Access Control ...............................14‑4
14.12.2 Acceptance (EC185/2010 6.3.2) .....................14‑4
14.12.3 Screening (EC185/2010 6.2) .......................14‑4
14.12.4 Rejection of Screened Items .......................14‑4
14.12.5 Methods for Screening Cargo (CD774/2010) .............14‑4
14.12.6 Exemptions from Screening (CD774/2010) ..............14‑5
14.12.7 Documentation (EC185/2010 6.3.2.5/6) ................14‑6
14.12.8 Availability of Documentation (EC185/2010 6.3.2.6) .........14‑6
14.12.9 Storage / Loading (EC185/2010 6.2.3.4 / 6.6.2) ...........14‑6
14.13 ULD/Pallet ..................................14‑7
14.14 Loading ....................................14‑9
14.15 Securing of cargo ..............................14‑9
14.16 COMAT ....................................14‑9
14.17 Dangerous Goods .............................14‑9
14.18 Live Animals .................................14‑9
14.19 Other Special Cargo ...........................14‑10

PAGE 14
14‑‑II GROUND HANDLING MANUAL
REVISION 1.7
TABLE OF CONTENTS
21SEP15
14.19.1 Perishable Cargo .............................14‑10

14.19.2 Human Remains .............................14‑10
14.19.3 Outsize and Heavy Cargo ........................14‑11
14.19.4 Fragile Cargo ...............................14‑11
14.19.5 High Value Cargo .............................14‑11
14.20 Contingency and Emergency ......................14‑11
14.20.1 Bomb Threat ................................14‑11
14.20.2 Suspected Bomb/Explosives ......................14‑11
14.20.3 Other Emergencies ............................14‑11

14‑‑1
REVISION 1.8
CARGO
24FEB16
SECTION 14 - CARGO
14 INTRODUCTION
General cargo is not normally carried on Titan Airways flights. It may be accepted by customer
airlines and presented for carriage using the procedures of the customer carrier.
Cargo flights are normally undertaken as sole use charters and the guidance below relates to
this and the carriage of non-revenue cargo only. All cargo carried must be accepted, handled,
transported and loaded in accordance with all applicable laws, regulations and rules, including
the Air Carrier Security programme.
All documentation and markings associated with the transport of cargo shall be in the English
language and supplemented with local languages as required.
14.1 Concept of Cargo Security

The security of cargo, courier material and mail shall be achieved through implementation of
security functions for:
• Secure Cargo
• Insecure Cargo
• Premises, Staff and Transportation
14.2 Responsibility
Titan Airways or its contracted representative shall be responsible for the implementation of
these measures.
14.3 Purpose of Measures

To ensure that no prohibited item is loaded on to an aircraft as cargo.
14.4 Prohibitions (EU/185 2010 6.0.2/6.0.3)

The following are prohibited articles in consignments of cargo
Assembled explosive and incendiary devices that are not carried in accordance with the
applicable safety instructions
The following are prohibited articles in consignments of mail
Explosive and incendiary devices whether assembled or not, and their component parts
14.5 Secure Cargo

The 'secure' cargo regime from known consignors or account consignors is not permitted within
Titan Airways' operations. All cargo shall be treated as insecure until such times as controls
have been carried out by a regulated agent and the cargo achieves SPX / SCO or SHR status.

PAGE 14
REVISION 1.8
CARGO
24FEB16
It shall be prevented from unauthorized interference during any subsequent storage and
transportation once such controls have been carried out.
14.6 Insecure Cargo

All cargo will be treated as unknown and the regulated agent shall make arrangements for the
measures and procedures detailed in this section of the programme to be applied before a
consignment is loaded onto a company aircraft.
14.7 Known Consignor Scheme (EC185/2010 6.5)

The Known Consigner scheme is NOT permitted for use on Titan Airways services.
14.8 Account Consignor Scheme (EC185/2010 6.5)

The Account Consigner scheme is NOT permitted for use on Titan Airways services.
14.9 Security Controls (EU185/2010 6.1 & EU1082/2012 6.8.3)

All cargo shall be screened by a regulated agent prior to being loaded onto an aircraft unless:
1. The required security controls have been applied to the consignment by a regulated
agent and the shipment protected from unauthorised interference from the time that
those security controls were applied and until loading, or
2. The consignment is exempt from screening and has been protected from unauthorised
interference from the time it became identifiable air cargo or identifiable air mail until
loading.
Where there is reason to believe that a consignment that has been subject to security controls
is subsequently either interfered with or has not been protected then it shall be screened again
by a regulated agent prior to being loaded on to an aircraft.
Any person having unescorted access to identifiable air cargo or air mail to which security
controls have been applied shall have successfully completed a background check or pre-
employment check in accordance with of this manual.
14.10 Treatment of High Risk Cargo and Mail

High Risk Air Cargo and Mail is NOT permitted to be carried on Titan Airways services (except
with HOS authorisation)
14.11 Regulated Agents (see Fig 6-1)

Handling / Cargo agents operating a cargo facility are required to ensure that the facility and
procedures provide for a level of protection that meets state requirements for the prevention of
introduction of any prohibited article onto an aircraft or any other unlawful interference.
Organisations acting as regulated agents shall be approved by their state of operation.

14‑‑3
REVISION 1.8
CARGO
24FEB16
Cargo facilities that are located within or access security restricted areas or critical parts must
ensure that security control processes are in place that verifies the identity of staff working
within those areas and have screening processes applied that meet the state or local
regulations.
14.11.1 Persons to Carry Out Screening

Only regulated agents (or their subcontractors) approved by the state of operation shall carry
out the required security screening processes. Agents shall check the validity of RA credentials
against state databases where available
14.11.2 Recruitment
In order to prevent persons being employed who may be a threat to safe and secure operations
the following process should be followed by cargo handlers and regulated agents:
14.11.2.1 Application / CV
All persons recruited to carry out functions involved with the acceptance, screening, handling
and loading of aircraft cargo shall be required to provide a CV or application form detailing
personal details and employment history.
14.11.2.2 Background Check (in accordance with state regulations)

All personnel who are involved in the screening of air cargo or have access to such items after
screening shall be subject to the background check requirements of this manual ().
14.11.3 Training
Prior to carrying out task where there is access to air cargo (unscreened or screened) the
following training and testing shall be carried out:
• General Security Awareness Training
• Training appropriate to task
• Mandatory training to government syllabus (Screening staff)
Recurrent training shall be carried out in accordance with national regulations or in line with of
this manual.
14.12 Local Procedures

Regulated agents shall follow local procedures which shall ensure consistent application of
measures to ensure no prohibited items are loaded onto company aircraft. Such procedures
shall meet EU standards for any operation intra-EU or for EU inbound cargo.
The local procedures should address the processes detailed below:

PAGE 14
REVISION 1.8
CARGO
24FEB16
14.12.1 Access Control

Areas where cargo is accepted, warehoused, screened and stored prior to loading shall be
subject to security controls. The area shall be covered by a security programme detailing the
facilities available and the security measures employed (locks/alarms/CCTV etc) to prevent
unauthorised entry. Staff and visitors shall be subject to identification procedures and security
controls if entering a restricted area.
14.12.2 Acceptance (EC185/2010 6.3.2)

All acceptance points shall display the appropriate Dangerous Goods warning signage.
Titan Airways operations and commercial staff will make arrangements between the charterer
and the agent for an agreed delivery and acceptance point
On receipt of cargo consignments (revenue or non-revenue), regulated agents will
• Ensure the goods are received in accordance with the current regulations (photo ID
checks by passport, national identity card or drivers licence etc)
• Establish the status of the consignor and documentation conforms to the goods
presented. (Note: Known or Account Consignors are not accepted and cargo from such
sources shall be treated as insecure cargo)
• Ensure the items are free from signs of tampering
14.12.3 Screening (EC185/2010 6.2)

Only regulated agents (or their subcontractors) approved by the state of operation shall carry
out the required security screening processes.
Apply the required level of screening if the consignment does not meet any of the categories
detailed under the exemptions from screening provisions in this section.
When screening cargo or mail to appointed agent shall use:
1. The means or method most likely to detect prohibited articles taking into consideration
the nature of the consignment
2. The means or methods to provide a standard sufficient to be reasonably sure that no
prohibited articles are concealed within the consignment.
14.12.4 Rejection of Screened Items

Where the screener cannot be reasonably sure that no prohibited articles are present then the
consignment will be rejected for carriage or rescreened to the satisfaction of the screener. If
this cannot be completed to the satisfaction of the screener then the item shall be rejected for
air carriage and law enforcement advised as required.
14.12.5 Methods for Screening Cargo (CD774/2010)

Cargo shall be screened by the most appropriate method (or combination thereof) from the list
below :
a) hand search;

14‑‑5
REVISION 1.8
CARGO
24FEB16
b) X-ray equipment (dual view or screen twice from two different angles);
c) Explosive detection systems (EDS) equipment;
d) Explosive detection dogs; (not permitted in UK)
e) Explosive trace detection (ETD) equipment;
f) Visual check.
A hand search shall consist of a thorough manual check of the consignment, including all its
contents.
Screening by explosive trace detection (ETD) equipment shall consist of the analysis of
samples taken from both the inside and the outside of the consignment and from its contents.
The contents may also be subjected to a hand search.
A visual check shall consist of a thorough visual check of the consignment and shall only be
allowed:
1. in combination with other methods; or
2. where all parts of the consignment can actually be seen, with or without aids; or
3. for live animals when too large for x-ray screening. (Combination of visual and other
methods should be employed for large animals)
The following means or method may be applied only where it is not possible to apply any of the
other means or methods specified above owing to the nature of the consignment:
A simulation chamber combined appropriate authority; OR other appropriate security controls, if
agreed by the appropriate authority and notified to the Commission
14.12.6 Exemptions from Screening (CD774/2010)

The following consignments may be exempted from screening:
1. Time-critical consignments of life-saving materials, provided that they come from a
reliable source and are accompanied by appropriate documentation;
2. Bio-medical samples which may be damaged if subject to screening, provided that they
come from a reliable source and are accompanied by appropriate documentation;
3. Nuclear materials, provided that they are protected in accordance with the Convention
on the Physical Protection of Nuclear Materials, New York and Vienna, 3 March 1980
4. Consignments which are individually less both than 6 millimetres in thickness and than
250 grams in total weight
5. Consolidations composed uniquely of consignments exempted under (d); and
6. Without prejudice to the security controls that have to be applied in accordance with
Council Regulation (EEC) No 2913/92 and in particular Article 36a thereof, transfer
cargo and transfer mail arriving by air provided that they are not subject to detailed
community implementing rules and are protected from unauthorised interference from
their arrival until the departure of the aircraft on which they are to be carried, and
For the purposes of points 6.8.4 (1) and (2), reliable sources shall include established medical
and charitable organisations, for which the regulated agent or appropriate authority has
confirmed:
1. the address; and
2. the nature of the business or operation; and

PAGE 14
REVISION 1.8
CARGO
24FEB16
3. contact details of a person accepting responsibility for the consignment; and

4. VAT reference number or company registration number.
The documentation shall indicate the source of the consignment, details of the intended
recipient and a description of the contents.
14.12.7 Documentation (EC185/2010 6.3.2.5/6)

Consignments that have been subjected to security controls shall be accompanied by
documentation (Security Consignment Certificate or similar) detailing at least the following:
• Name, address (site specific) and unique identifier of the regulated agent issuing the
security status
• Unique identifier of the consignment (AWB etc)
• Content of the consignment
• Security status of the consignment
○ SPX - Secure for passenger, all cargo and all-mail aircraft
○ SCO - Secure for all cargo and all-mail aircraft
○ SHR - Secure for pax, all cargo and all mail aircraft in accordance with high risk
requirements.
• Reason for issuing security status
○ the means or method of screening, or
○ the ground for exemption from screening
• Name of the person issuing the security status and the date/time of issue
• The site specific name, address and unique identifier of any regulated agent who has
accepted the security status given to a consignment by another regulated agent.
14.12.8 Availability of Documentation (EC185/2010 6.3.2.6)

Documentation relating to security status (which will be issued by the agent) must remain
available for inspection by the appropriate authority at any point in time before the consignment
is loaded on the aircraft.
14.12.9 Storage / Loading (EC185/2010 6.2.3.4 / 6.6.2)

Once the consignment achieves secure cargo status then the regulated agent shall ensure that
access to it is controlled and that it is protected against unauthorised interference.
Consignments of cargo and mail that are in a critical part shall be considered as being
protected from unauthorised interference.
Consignments of cargo and mail that are in areas other than a critical part shall be regarded as
protected provided:
• They are physically protected so as to prevent the introduction of any article which might
be used in an act of unauthorised interference, or
• They are not left unattended and access is limited to persons involved with the protection
and loading of cargo and mail onto aircraft

14‑‑7
REVISION 1.8
CARGO
24FEB16
In the event that it is suspected that an item has been interfered with after screening then it
shall be re-screened prior to loading onto an aircraft.
14.13 ULD/Pallet
Cargo on sole use charter generally requires building on pallets or ULDs. Titan Airways will
ensure these are available in advance (or on the inbound aircraft) and allow for building time
within the schedule.
ULDs should be inspected prior to building and on unloading for airworthiness and
serviceability. ULDs that are damaged shall be withdrawn from service and referred to Titan
Airways for shipping or repair instructions.
If any doubt exists as to the serviceability of a ULD Titan Airways should be contacted to
reference any issues or damage against the manufacturer’s maintenance and component
manuals/records which are held in the Titan Airways Engineering Technical Library.
In the event that dangerous goods are being carried in ULDs then the handling/cargo agent
shall ensure that the ULD:
1. Is marked with the class or division number( of such dangerous goods;
2. If a ULD contains packages bearing a ‘Cargo Aircraft Only’ (CAO) label, it indicates the
ULD can only be loaded onto a cargo aircraft.
Pallets/ULDs should be built up so they are evenly loaded across the floor area of the unit to
avoid deformation and associated loading difficulties.
Where pallets are used the netting and securing straps provided shall be used to ensure the
load is properly secured prior to loading.

PAGE 14
REVISION 1.3
CARGO
18AUG14
Figure 14-1 ULD Damage Report

14‑‑9
REVISION 1.7
CARGO
21SEP15
14.14 Loading
A nominated lead ramp person shall be responsible for the co-ordination of the loading of
cargo. Any particular procedure will be advised by Titan Airways in advance.
Loading staff must remain vigilant to ensure that packages that are either damaged or leaking
are not loaded onto aircraft. They should be returned to the cargo facility and referred back to
the shipper.
Loading should be completed using HiLo equipment for main deck operations. Fork lift loading
is NOT normally permitted for either main deck or belly hold operations due to the danger of
aircraft damage. Where this remains the only option, Titan Airways shall be consulted prior to
any such operation.
ULD/Pallets must be loaded in accordance with the Captain’s instructions and in a manner that
will not unbalance the aircraft at any point leading to a tail drop. This may involve a progressive
process (See B737 appendix for guidance)
14.15 Securing of cargo

Each unit must be secure to the aircraft floor structure using the ‘bear trap’ securing
mechanisms. On completion of loading each ULD/pallet, the integrity of the netting/straps must
be checked prior to loading any subsequent unit into position.
Bulk loaded hold items shall be loaded so as to ensure there is protection against movement
in-flight, either by use of volume of other cargo and baggage or by securing to the floor
structure of the hold.
14.16 COMAT
COMAT is occasionally carried in limited quantity (mostly aircraft spares). Such material is
prepared by the Engineering Stores staff and loaded onto the aircraft as agreed with the aircraft
commander.
14.17 Dangerous Goods

See SECTION 16.
14.18 Live Animals

Titan Airways does not routinely carry live animals. When such occasions arise the animals
shall only be carried in accordance with the IATA Live Animal Regulations in force at the time.
All animals shipments shall not be accepted unless the appropriate certificate document is
provided by the shipper.
Information on loading locations for animals can be found in the individual type annex to this
manual.
Other considerations when carrying live animals:
• All live animals shall be loaded in the prescribed compartments.

PAGE 14
REVISION 1.7
CARGO
21SEP15
• The cages shall always be tied down or lashed to avoid any movements during takeoff,
flight or landing.
• Cages shall be stowed with sufficient space between them and other loads to guarantee
sufficient supply of air.
• Cages must not be stowed directly in front of air ventilation outlets or in direct contact with
outer compartment walls.
• Live animals shall not be loaded in the same compartment with edible cargo or catering
supplies, human remains (HUM) or dry-ice (ICE) in larger quantities.
• Live animals shall always be stowed well above the stowage level of dry ice, even in small
quantities.
• Animals with an intensive odour shall not be loaded on a predominantly passenger flight.
• The doors of cargo compartments with live animal loads shall be closed as late as
possible and opened at transit and/or destination stations first; special care must be taken
in case of strong winds, heavy rain, snow fall and extreme local temperature conditions.
• Information to crew. The commander shall be informed about the transportation.
14.19 Other Special Cargo

When requested, Titan Airways will transport special cargo listed below in the manner
described:
14.19.1 Perishable Cargo

Any perishable cargo should be referred by the agent to Titan Airways for further instruction
unless advised in advance. Carriage shall only be in accordance with the IATA PCR and the
state regulations of the origin and destination.
Perishable cargo shall be accepted for carriage only if properly packed in order to avoid
damage and/or contamination to other loads, ULDs or compartments.
In the event of any delay to perishable goods Titan Airways will liaise with the shipper to
determine appropriate action.
14.19.2 Human Remains

Requests for transportation shall be directed to Titan Airways operations and the contents of
the requests shall include the following information:
• Passenger’s name, date of birth and death;
• Reason for death;
• Flight number, date and routing for the transportation requested;
• The undertaker’s address and telephone number at the destination;
Human remains shall be contained in a coffin with a hermetically sealed inner container of
bronze, lead or zinc. In case of cremated remains, the casket must be packed in a sealed outer
box or case.
The handling agent must obtain a certificate of death issued by the Civil Registrar (or
equivalent depending on jurisdiction/State). In case of cremated remains, an official Certificate
of Cremation must be obtained. Certificates should be legalised where necessary, by the local
notary/consul of the country of destination.

14‑‑11
REVISION 1.7
CARGO
21SEP15
All certificates and the passport shall be attached to a cargo manifest.

The coffin shall be loaded on the aircraft and secured to prevent any in-flight movement.
The Commander of the aircraft shall be notified of the weight and location of the coffin.
14.19.3 Outsize and Heavy Cargo

Any outsize or heavy (HEA) cargo should be referred by the agent to Titan Airways for further
instruction unless advised in advance.
14.19.4 Fragile Cargo

Any fragile cargo should be referred y the agent to Titan Airways for further instruction unless
advised in advance.
14.19.5 High Value Cargo

Any high value cargo should be referred by the agent to Titan Airways for further instruction
unless advised in advance. It is important that details of high value shipments are always kept
confidential between those directly involved.
Titan Airways will, where necessary, provide information on suitable handling and security
measures to be applied in respect of such shipments.
14.20 Contingency and Emergency
14.20.1 Bomb Threat

In the event the cargo facility is targeted by a bomb threat of whatever nature then local
evacuation procedures should be implemented immediately and law enforcement/emergency
agencies contacted for response.
Should a threat be directed to Titan Airways then the company will invokes its contingency
response including contacting the affected agent to invoke procedures as above.
14.20.2 Suspected Bomb/Explosives

In the event the screening process reveals the presence of either a suspect bomb or
undeclared explosive material then local evacuation procedures should be implemented
immediately and law enforcement / emergency agencies contacted for response.
14.20.3 Other Emergencies

Agents shall use the appropriate local procedures or information from the IATA AHM in
response to other emergencies. Law enforcement / emergency agencies should be contacted
for response where appropriate.

INTENTIONALLY BLANK
15‑‑I
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 15 - MAIL ....................................15‑i

INTENTIONALLY BLANK
15‑‑1
REVISION 1.2
MAIL
30JUL14
SECTION 15 - MAIL
Mail is carried under sole use charter arrangements with the UK Royal Mail.
All mail shall be security screened by Royal Mail prior to being loaded into ULDs or prepared
for hold loading. This screening process shall also identify any prohibited articles or dangerous
goods which should be removed from carriage when found.
Specific turn-round plans exist for each aircraft type involved in mail operations. Details on
these are found in the appendix to this manual.

INTENTIONALLY BLANK
16‑‑I
REVISION 1.8
TABLE OF CONTENTS
24FEB16
TABLE OF CONTENTS
SECTION 16 - DANGEROUS GOODS – CARGO ..............16‑i
16 INTRODUCTION ................................16‑1
16.1 Acceptance ..................................16‑1
16.2 Loading / Unloading ............................16‑2
16.3 Notice to Commander ...........................16‑2
16.4 Undeclared Goods .............................16‑3
16.5 Incidents ....................................16‑4
16.6 Signage ....................................16‑4
16.7 Undeclared/Mis-Declared/Mis-Loaded Dangerous Goods ....16‑4
16.8 Spillage or leakage of dangerous goods in holds .........16‑5
16.9 Documentation ................................16‑5

INTENTIONALLY BLANK
16‑‑1
REVISION 1.4
DANGEROUS GOODS – CARGO
25SEP14
SECTION 16 - DANGEROUS GOODS – CARGO
16 INTRODUCTION
Titan Airways carriage of Dangerous Goods requires that handling agents adhere to the
following procedures. All Dangerous Goods are handled in accordance with IATA Dangerous
Goods Regulations (current edition).
Staff must be suitably trained in IATA Dangerous Goods Regulations and training records shall
be subject to inspection/audit by Titan Airways at any time.
Dangerous Goods notices must be prominently displayed at check-in and cargo acceptance
points
Staff involved in the acceptance and/or loading of Dangerous Goods shall receive such initial
and recurrent training in the following (minimum) areas:
1. General Philosophy
2. Limitations
3. General requirements for shippers (acceptance staff
4. Classification (acceptance staff
5. List of Dangerous Goods (acceptance staff
6. General packing requirements (acceptance staff
7. Packing instructions (acceptance staff
8. Labelling and marking
9. Shippers declaration and other relevant documentation (acceptance staff
10. Acceptance procedures (acceptance staff
11. Recognition of undeclared dangerous goods
12. Storage and loading procedures
13. Flight Crew notification (NOTOC
14. Provisions for passengers and/or Crew
15. Emergency procedures
16.1 Acceptance
Dangerous Goods warning signage shall be displayed at all cargo acceptance points.
Before dangerous goods are accepted for air transport an acceptance check must be carried
out using a dedicated check list, to ensure as far as is possible that packages, overpacks and
freight containers are not damaged or leaking, they are correctly marked and labelled and
dangerous goods transport documents have been completed correctly, according to the
Dangerous Goods Regulations. IATA Dangerous Goods Acceptance Checklist shall be used
for acceptance procedures. All completed checklists (including those for rejected shipments)
should be retained for not less than three months and must be available for inspection by Titan
Airways on request.

PAGE 16
REVISION 1.8
24FEB16
16.2 Loading / Unloading

Loading and Unloading of dangerous goods shall only be completed by DGR trained personnel
under the supervision of an appropriately qualified person.
Before dangerous goods are loaded on an aeroplane and after unloading from an aeroplane,
packages, overpacks and freight containers must be inspected for evidence of damage or
leakage, as required by the Dangerous Goods Regulations. Leaking or damaged packages,
overpacks or freight containers must not be loaded onto an aeroplane. If there is evidence of
damage or leakage or contamination, the procedures set down in the Dangerous Goods
Regulations must be followed. Titan Airways must be informed without delay by SITA or fax of
any such incidents.
When dangerous goods hazard and handling labels are discovered to be lost, illegible or
detached from shipments after formal acceptance by the handling/cargo agent, such labels
shall be replaced in accordance with the information provided on the Shippers Declaration for
Dangerous Goods. Replacement of labels does NOT apply where labels are found to be
missing or illegible at the time of acceptance.
Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers or
on the flight deck, except as provided for in the Dangerous Goods Regulations.
Dangerous goods which are being shipped as Cargo Aircraft Only shall be subject to meeting
the following loading restrictions unless otherwise notified by Titan Airways:
• Loaded in a Class C compartment; or
• In a ULD container equipped with a fire detection/suppression system equivalent to that
required by the certification requirements of a Class C compartment as determined by the
relevant authority; or
• In such a manner that in the event of an emergency involving such packages or
overpacks, a Crew Member or other authorized person can access those packages or
overpacks and can handle – and where size or weight permit – separate such items from
other cargo.
Dangerous goods identified as suitable for transport only on a cargo aircraft must not be carried
on an aeroplane on which passengers are being carried. In this context ‘passenger’ excludes a
crew member, an operator’s employee, an authorised representative of an Authority and a
person with duties in respect of a particular shipment of dangerous goods or other cargo on
board.
Dangerous goods must be loaded, stowed and secured on an aeroplane as required by the
Dangerous Goods Regulations. This includes segregating packages from each other when they
contain incompatible dangerous goods, securing packages to ensure their orientation or
position does not change to the extent that they may be damaged or affect passengers and, on
a cargo aircraft, loading certain packages so they are accessible in flight.
Radioactive materials will be prepared and loaded in accordance with section 10 of the IATA
Dangerous Goods Regulations.
16.3 Notice to Commander

The commander of the aeroplane on which dangerous goods are to be carried must be
informed before the flight of those dangerous goods, as provided for in the Dangerous Goods
Regulations.

16‑‑3
REVISION 1.8
24FEB16
To ensure that the NOTOC is correctly prepared the contracted cargo handling agent is
responsible for the production of the NOTAC and ensuring that it is passed to the Commander.
If the cargo agent is different to the aircraft handling agent then the NOTOC must be passed to
the dispatcher who is then responsible for ensuring it is passed to the Commander.
This information must be presented on the attached Notice to Commander (NOTOC) form and
include:
1. If applicable, Air Waybill number.
2. Proper shipping name and/or UN/ID number, and where required, technical name(s).
3. Class or division, and subsidiary risk(s) corresponding to the label(s) applied, and for
Class 1, the compatibility group.
4. Packing group. For non-radioactive material, number of packages, exact loading location
and, as required, net quantity or, if applicable, gross weight of each package, except:
(a) For UN 1845: carbon dioxide, solid (dry ice), UN number, proper shipping name,
classification, total quantity in each aircraft hold and offload airport;
(b) For UN 3480 (Lithium ion batteries) and UN 3090 (lithium metal batteries), only
the UN number, proper shipping name, class, total quantity at each loading
location, and whether the package must be carried on a cargo only aircraft need
be provided. UN 3480 (Lithium ion batteries) and UN 3090 (lithium metal
batteries) carried under a State exemption must meet all of the requirements of iv)
and v).
5. For radioactive material, number and category of packages, overpacks or freight
containers, exact loading location and, as applicable, transport index for each package.
6. Any restriction for transport on cargo aircraft only.
7. Offload airport.
8. If applicable, dangerous goods transported under a state exemption.
9. If applicable, ULD identification number(s);
10. An indication that aircraft loading personnel observed no evidence of damage to or
leakage from packages, or leakage from ULDs, loaded onto the aircraft
The NOTOC shall be signed by the Commander and one copy retained on the ground as
below.
Copies of both documents shall be readily available on the ground at point of departure and
destination for the duration of the flight. In the event that departure station agent (including
Cargo department) is not staffed 24H then these documents must be sent by fax or email to
Titan Ops on +44 1279 680110 ops@titan-airways.co.uk or to ensure that they are
accessible for the duration of the flight.
16.4 Undeclared Goods

In the event of an agent discovering undeclared dangerous goods prior to loading then the
goods shall not be loaded and this shall be reported to Titan Airways by SITA without delay
giving the following information:
• Shipper
• Consignee
• Nature of Goods (UN number / proper shipping name if avail)
• Action taken
Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110

PAGE 16
REVISION 1.8
24FEB16
In the event of an agent discovering undeclared dangerous goods during off load the reporting
requirements detailed above shall be applied.
16.5 Incidents
Initial response to a dangerous goods incident shall be to ensure the safety of passengers and
all staff.
Any incidents involving dangerous good either shipped on, or due to be shipped on a Titan
Airways aircraft shall be reportable to Titan Airways (SITA or Fax) and to the State of
occurrence.
Flight No.
From
To
Nature of incident
Shipper
Consignee
Nature of Goods (UN number / proper shipping name if avail)
Action taken
Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110
16.6 Signage
The required Dangerous Good signage shall be in position at all cargo acceptance points
Agents should be aware of and be alert to the presence of dangerous goods in baggage as
covered by latest edition of the IATA Dangerous Goods Regulations.
16.7 Undeclared/Mis-Declared/Mis-Loaded Dangerous Goods

In the event that undeclared, mis-declared, mis-loaded or not recorded on the NOTOC
dangerous goods are discovered at either; check-in, security search, cargo reception gate or
post flight, a report detailing the following information is to be submitted to Titan Airways the
appropriate authority of the point of origin state of occurrence and state of operator within 24
hours of the incident.
• Name and address of passenger
• Route
• Description of goods carried
• Narrative report from witnesses

16‑‑5
REVISION 1.8
24FEB16
16.8 Spillage or leakage of dangerous goods in holds

Should any spillage or leakage of hazardous contamination and/or dangerous goods occur, the
following actions, as applicable, should be taken:
• Remove items from aircraft and immediate zone as soon as practicable.
• Prevent item from being loaded and remove from vicinity of aircraft.
• Contact emergency services as appropriate.
• Assess contamination to other baggage/cargo or ULDs and remove/prevent loading such
items as applicable.
For hazardous materials and dangerous goods (except Class 7) spillage or leakage,
engineering staff involvement should be sought in the cleanup process.
In the event of Class 7 Radioactive contamination, the aircraft will be removed from service
pending evaluation by appropriately qualified personnel.
A report shall be sent to Titan Airways within 24 hours of any such incident and to the
appropriate authority of the State of the occurrence, if required.
16.9 Documentation
The handling agent shall retain the following dangerous goods documentation for 3 months
from flight date. This documentation shall be available for inspection by Titan Airways on
request.
• Shippers Declaration
• Acceptance Checklist
• Notice to Commander (NOTOC)
A copy of the Notice to Commander MUST also be sent by fax or email to the destination
airport handling agent and Titan Airways Operations on +44 1279 680110 / ops@titan-
airways.co.uk

PAGE 16
REVISION 1.3
18AUG14
Figure 16-1 Form17-1 Dangerous Goods - Notice to Commander

17‑‑I
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17‑i
17 INTRODUCTION ................................17‑1
17.1 Check-in ....................................17‑1
17.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteries or with
Batteries which Comply with IATA DGR Special Provision A123
..........................................17‑1
17.3 Wheelchairs/Mobility Aids with Spillable Batteries .........17‑2
17.4 Wheelchairs/Mobility Aids with Lithium Batteries ..........17‑3
17.5 Aircraft Loading ...............................17‑4
17.5.1 Notification to Crew ............................17‑5

INTENTIONALLY BLANK
17‑‑1
REVISION 1.2
CARRIAGE OF ELECTRIC MOBILITY AIDS
30JUL14
SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY

AIDS
17 INTRODUCTION
17.1 Check-in
Where an Electrical Mobility Aid is presented for carriage at check-in the handling agent will
verify if notification and approval has been received from Titan Airways. If this approval has
been given then the passenger should be checked-in as normal and then directed to the PRM
provider at the airport for preparation of the aid and further assistance.
In the event that no pre-notification has been received then the agent should contact Titan
Airways with details of the aid being presented for carriage. Titan Airways staff should complete
the normal acceptance procedure detailed above and confirm acceptance using the Carriage of
Electrical Mobility Aid form to the agent as soon as practical.
In the event that a non-notified aid cannot be carried due to lack of space of failure to supply
the required information, the passenger should be informed as soon as possible and a record
maintained of the passenger name and reasons for refusal of carriage.
Table 17-1 Check In Process
Check-in Process
Pre-notified pax at check-in
• Check mobility aid same as notified (if no take details of mobility aid make/model and refer to Titan Airways for
assessment and approval for carriage)
• Attach Mobility Aid Tag
• Direct pax to PRM service provider
Non-notified passenger
• Take details of mobility aid make/model and refer to Titan Airways for assessment and approval for carriage
If carriage approved;
• Attach Mobility Aid Tag

• Direct pax to PRM service provider
17.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteries

or with Batteries which Comply with IATA DGR Special
Provision A123
CAUTION
DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable battery

is fitted) IS GENERALLY NOT REQUIRED AND WHEN NOT COMPLETED CORRECTLY
INCREASES CHANCE OF FIRE

PAGE 17
REVISION 1.2
30JUL14
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent
operation of the device has been prevented. This can be achieved by placing the device into
drive mode (i.e. not freewheel mode), seeing if the mobility aid will power up and whether use
of the joystick results in the mobility aid moving. A check should also be made that batteries
are securely attached to the mobility aid and battery terminals are protected from short circuit. If
it is evident that the mobility aid has not been made safe, consult the passenger for advice on
how to inhibit circuits or refer the matter to staff tasked by the airport with making devices safe
for carriage (if this company is known). Ultimately, if the device cannot be made safe, advise
the passenger that the device cannot be carried.
1. Non-spillable batteries must comply with IATA DGR Special Provision A67 or the
vibration and pressure differential tests of Packing Instruction 872;
2. It must be verified by Titan Airways or its appointed agent that:
• Battery terminals are protected from short circuits, e.g. by being enclosed within a
battery container;
• The battery is securely attached to the wheelchair or mobility aid;
• Electrical circuits have been isolated by removal of key, separation of power cable
connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)
3. The wheelchair/mobility aid must be carried such that it is protected from being damaged
by the movement of baggage, mail, stores or cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its
battery(ies) to be removed by the user (e.g. collapsible):
• The battery(ies) must be removed. The wheelchair/mobility aid may then be carried as
checked baggage without restriction;
• The removed battery(ies) must be carried in strong, rigid packagings which must be
carried in the cargo compartment;
• The battery(ies) must be protected from short circuit; and
• The Pilot-In-Command must be informed of the location of the packed battery.
17.3 Wheelchairs/Mobility Aids with Spillable Batteries
CAUTION


17‑‑3
REVISION 1.2
30JUL14
Battery-powered wheelchairs or other similar mobility aids for use by passengers whose
mobility is restricted by either a disability, their health or age, or a temporary mobility problem
(e.g. broken leg), with spillable batteries:
1. (a) provided that the wheelchair or mobility aid can be loaded, stowed, secured and
unloaded always in an upright position then the battery may remain installed in the
wheelchair. It must be verified that:
• The battery terminals are protected from short circuits, e.g. by being enclosed
within a battery container;
• The battery is securely attached to the wheelchair or mobility aid;
connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)
• Wheelchairs or other battery-powered mobility aids must be carried in a manner
such that they are protected from being damaged by the movement of baggage,
mail or cargo.
2. if the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always
in an upright position, the battery must be removed. The wheelchair or mobility aid may
then be carried as checked baggage without restriction;
3. the removed battery must be carried in strong, rigid packagings as follows:
• Packagings must be leak-tight, impervious to battery fluid and be protected against
upset by securing to pallets or by securing them in cargo compartments using
appropriate means of securement (other than by bracing with freight or baggage)
such as by use of restraining straps, brackets or holders;
• Batteries must be protected against short circuits, secured upright in these
packagings and surrounded by compatible absorbent material sufficient to absorb
their total liquid contents; and
• These packagings must be marked "BATTERY, WET, WITH WHEELCHAIR" or
"BATTERY, WET, WITH MOBILITY AID" and be labelled with the "Corrosive" label
(see Figure 7.3.U) and with the "Package Orientation" label (see IATA DGR
Figures 7.4.E and 7.4.F).
The Pilot-In-Command must be informed of the location AND weight of a wheelchair or
mobility aid with an installed battery or the location of a packed battery. Batteries which
are spillable should be fitted with spill-resistant vent caps when feasible (see IATA DGR
9.3.16.4 and Figure 9.3.H).
17.4 Wheelchairs/Mobility Aids with Lithium Batteries
CAUTION


PAGE 17
REVISION 1.2
30JUL14
Lithium-ion battery powered wheelchairs or other similar mobility aids for use by passengers
whose mobility is restricted by either a disability, their health or age, or a temporary mobility
problem (e.g. broken leg), subject to the following conditions:
1. the batteries must be of a type which meets the requirements of each test in the UN
Manual of Tests and Criteria, Part III, subsection 38.3;
2. It must be verified by Titan Airways or its appointed agent that:
• The battery terminals are protected from short circuits, e.g. by being enclosed
within a battery container;
• The battery is securely attached to the wheelchair or mobility aid. (see IATA DGR
9.3.16.4 and Figure 9.3.H);
connectors, insertion of Airsafe™ plug etc. (guidance from user may be required).
3. the mobility aids must be carried in a manner such that they are protected from being
damaged by the movement of baggage, mail or other cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its
battery(ies) to be removed by the user (e.g. collapsible):
• The battery(ies) must be removed. The wheelchair / mobility aid may then be
carried as checked baggage without restriction;
• The battery(ies) must be protected from short circuit by insulating the terminals
(e.g. by taping over exposed terminals);
• The removed battery(ies) must be protected from damage (e.g.) by placing each
battery in a protective pouch. The battery(ies) must be carried in the passenger
cabin;
• Removal of the battery from the device must be performed by following the
instructions of the manufacturer or device owner;
• The battery must not exceed 300 Wh;
• A maximum of one spare battery not exceeding 300 Wh or two spares each not
exceeding 160 Wh may be carried.
4. The Pilot-In-Command must be informed of the location AND WEIGHT of the mobility aid
with an installed battery or the location of the lithium battery when removed and carried
in the cabin;
17.5 Aircraft Loading
CAUTION


17‑‑5
REVISION 1.3
18AUG14
Handling agents and airport companies should use the Electric Mobility Aid tag (or similar label)
shown on next page. This provides a check procedure to cover those areas vital to the
preparation for carriage. The Electric Mobility Aid must be loaded in accordance with
instructions from Titan Airways including the requirement for spreader boards. Once in position
the aid shall be secured to approved tie down points to ensure that vertical and lateral
movement is prevented.
Table 17-2 Loading Procedure
Loading Procedure
• On receipt of an electric mobility aid check:

○ Mobility Aid Label attached
○ Immobilisation signed as complete
○ Check unit is immobilised (operate control/key removed/Airsafe™ plug installed etc)
• Ensure spreaders are installed if required – if spreaders are not available then the item should NOT be loaded and
further instruction obtained from Titan Airways.
• Load onto aircraft in accordance with instructions from Titan Airways
• Load away from baggage/cargo – separate hold area or ULD (to prevent damage)
• Secure to hold floor with tie down equipment
• Advise crew of :
○ Weight/location of mobility aid
○ Location of batteries removed from collapsible mobility aids
☼ ANY OCCURRENCE INCLUDING INSECURE STOWAGE, DAMAGE OR

UNCOMMANDED OPERATION ARE REPORTABLE INCIDENTS.
17.5.1 Notification to Crew

Handling agents should ensure that a record is maintained of the Electric Mobility Aids that
actually are presented for carriage and that the data from these is properly communicated to
the flight crew for weight and balance purpose. Crew are required to be advised of the
presence of Electric Mobility Aids on-board under dangerous goods regulations.

PAGE 17
REVISION 1.2
30JUL14
Figure 17-1 Electric Mobility Aid Tag
NON-SPILLABLE BATTERIES – TECHNICAL SPECIFICATION

Batteries can be considered as non-spillable provided that:
• At a temperature of 55°C, the electrolyte will not flow from a ruptured or cracked case.
• The battery contains no free or unabsorbed liquid.

17‑‑7
REVISION 1.2
30JUL14
• When packaged for transport, the terminals are protected from short circuit such as by the
use of non-conductive caps that entirely cover the terminals.
• They are capable of withstanding the vibration and pressure differential tests specified
within the IATA Dangerous Goods Regulations.
NOTE
Non-spillable type batteries which are an integral part of and necessary for the operation of
mechanical or electronic equipment must be securely fastened in the battery holder on the
equipment and protected in such a manner as to prevent damage and short circuits.

INTENTIONALLY BLANK
18‑‑I
REVISION 1.4
TABLE OF CONTENTS
25SEP14
TABLE OF CONTENTS
SECTION 18 - EMERGENCY RESPONSE ....................18‑i
18 INTRODUCTION ................................18‑1
18.1 Departure Handling Agent ........................18‑1
18.2 Contact Details ...............................18‑1
18.3 Support Functions Required from both Departure and Arrival
Handling Agents ...............................18‑2
18.3.1 Airport Friends and relatives reception Centre (FRRC). ......18‑2
18.3.2 Airport Survivors Reception Centre (SRC) ..............18‑2
18.3.3 Providing support ..............................18‑2
18.4 Media attention ...............................18‑3

INTENTIONALLY BLANK
18‑‑1
REVISION 1.3
EMERGENCY RESPONSE
18AUG14
SECTION 18 - EMERGENCY RESPONSE
18 INTRODUCTION
TITAN AIRWAYS EXPECTATIONS IN ANY EMERGENCY SITUATION
Whilst no employee of any airport, airline or handling agent would like to consider the worst
happening, incident and accidents can and will happen the world over and it is vital that all staff
whatever their usual role in their normal working life have a knowledge of what may be required
of them and their colleagues in an emergency situation.
18.1 Departure Handling Agent

In the event of any aircraft incident or accident involving a Titan Airways Aircraft, the handling
agent at the station of departure shall immediately secure all flight documentation for that
particular flight that they may hold. It is a legal requirement that no information is divulged to
anyone but authorized emergency services personnel and Titan Airways.
Please secure the following documentation immediately and make arrangements for it to be
passed to Titan Airways Operations or Crisis Management Centre securely as soon as
possible.-
• Passenger ticket coupons and manifest as available
• Special load notification
• Cargo manifest / AWBs/ shippers declaration
• AV.7 mail documents
• Weight and balance documentation (load plan / load sheet / trim charts)
• Flights and weather reports
• Passenger names and seat allocation details
18.2 Contact Details

It is inevitable that in the event of a full scale emergency most of Titan Airways telephone lines
will become so frantic that you may be unable to contact to our staff on our usual numbers. If
this is the case please try any of the following forms of communication. Please remember these
must not under any circumstances be given to the general public
SITA: - STNTACR
EMAIL:- crisis@titan-airways.co.uk,ops@titan-airways.co.uk
BAA line: STN - 3249
MOBILE:- 07881 922140
OPS DIRECT LINE :- 01279 680357 / Pre ops direct lines 01279 669737 / 01279 669613

PAGE 18
REVISION 1.4
EMERGENCY RESPONSE
25SEP14
18.3 Support Functions Required from both Departure and

Arrival Handling Agents
Another role of the handling agent in any emergency situation, is to provide support staff and
assistance in the following areas:
18.3.1 Airport Friends and relatives reception Centre (FRRC).

The Friends and Relatives reception centre is a large area where friends and relatives are
gathered to have their details collated and passed on to the Survivors reception centre. Once
the data has been reconciled, friends and relatives will either be reunited with their loved ones
at the airport / hotel or be taken to local hospitals etc as required. This facility is usually set up
by the airport Authorities and preferably airside to protect them from media and other outside
intrusion, but if the accident is at a remote site, it may have to be established in a nearby hotel
and suitable security arranged as well. Members of Titan Airways Special Assistance Team will
be dispatched there
Items that may be required in the FRRC by your staff
Pens / Paper / Telephones / Refreshments
Seating / Toilet and wash facilities
18.3.2 Airport Survivors Reception Centre (SRC)

The Survivors reception centre is another large area where survivors and the walking wounded
will be taken for processing. Usually set up by the Airport Authorities, but may be established in
a hotel if the accident site is off airport. The aircraft crew may be taken here briefly.
Items that may be required in the SRC and your supported by your staff.
Pens / Paper / Telephones
Refreshments / Seating / Toilet and wash facilities
Local hotel details / taxi details
18.3.3 Providing support

Every staff member engaged in dealing with anyone involved in any kind of emergency should
be aware of the importance of:-
• Always listening patiently and with empathy
• Perceiving actual needs of the affected person
• Enduring together periods of uncertainty
• Encouraging people to voice their own personal needs
• Gathering and communicating information in a clear and concise way.
• Never to be overwhelmingly attentive or intrusive
The handling agent is to provide a sole contact name and number to Titan Airways Crisis
Management centre so as they are able to liaise effectively and can stay abreast of the current
situation at all times.

18‑‑3
REVISION 1.3
EMERGENCY RESPONSE
18AUG14
18.4 Media attention

The handling agent is expressly forbidden to give any type of information on the emergency
situation to the Media or any other outside organizations unless authorized to do so by a Titan
Airways Director.
Staff are also advised not to:-
• Hide or run away from the media
• Speculate about the accident and the circumstances
• Give any statement
• Give any ‘off the record information’
• Describe the wreckage or accident site
• Inform anyone except authorised emergency services about the identities of the
passengers or staff involved.
A standard reply to any media questions would be
‘I am not authorized to give any information. Please contact ……..’
In the event of any emergency we will give you all the contact number of the persons currently
in our Crisis Management team who will be in charge.
NOTE
A handling agent is bound by the rules laid out in IATA Standard Ground Handling Agreement
2008.
Please ensure you and all your staff are aware of their potential roles and possible responsibilities
in any emergency situation, and such procedures are exercised on and ongoing basis.
IATA Standard Ground Handling Agreement 2008

Main Agreement Article 1 Provision of Services 1.6 Emergency Assistance
It is the responsibility of the Handling Company to participate in local emergency response
plan(s) in order to provide support to the Carrier in event of an emergency including but not
limited to, forced landings, accidents or acts of violence. Carrier will contact the Handling
Company to establish the carrier’s needs in an emergency and provide the Handling Company
its current emergency procedures. In the absence of Carrier instructions , in part or whole, the
Handling Company shall follow its own emergency response plan(s)
In case of an emergency, the Handling Company shall without delay activate its local
emergency plan(s) which includes the immediate notification to the Carrier and establish open-
line communications with the Carrier. The Handling Company shall take all reasonable
measures to assist passengers, crew and family members and to safeguard and protect
baggage, cargo and mail carried in the aircraft from loss or damage in co-operation with the
relevant local authorities. All documentation and information pertaining to the emergency is the
property of the Carrier and shall be held confidential by the Handling Company, unless such
documentation and information is specifically required by applicable law or by governmental or
local authorities regulations. The Carrier shall reimburse the Handling Company for expenses
and disbursements incurred in rendering such assistance

INTENTIONALLY BLANK
19‑‑I
REVISION 1.2
TABLE OF CONTENTS
30JUL14
TABLE OF CONTENTS
SECTION 19 - CONTINGENCY PLANNING ..................19‑i
19 INTRODUCTION ................................19‑1
19.1 Disruption Procedures ...........................19‑1
19.2 Denied Boarding ..............................19‑1
19.3 Delay Notice .................................19‑2
19.4 Lost Baggage ................................19‑3
19.5 Contingency Guidance ..........................19‑4

INTENTIONALLY BLANK
19‑‑1
REVISION 1.2
CONTINGENCY PLANNING
30JUL14
SECTION 19 - CONTINGENCY PLANNING
19 INTRODUCTION
19.1 Disruption Procedures

In the event of weather or technical delays, Titan Airways operations should be contacted for
instructions as to their requirements for passenger amenities and comfort.
Meal vouchers are not to be used until authorisation is received in writing from Titan Airways
operations. Similarly, in overnight delay situations, hotac should not be arranged without
consultation with Titan Operations.
For operations involving EU countries the requirements of EC Regulation 261/2004 will apply.
Signage or information should be available at check-in points to advise passengers of their
rights under this regulation. Agents should assist Titan Airways in meeting its obligations under
these regulations as set out below.
19.2 Denied Boarding

Applicability
The following rules shall apply:
• In respect of flights departing from an airport in the EU, and flights operated by a
Community air carrier departing from an airport in a third country to an airport in the EU
(unless you received benefits or compensation and were given assistance in that third
country);
• On condition that a passengers has a confirmed reservation on the flight concerned and
presents themselves for check-in as stipulated and at the time indicated in advance and in
writing or electronically, or, if no time is indicated, no later than 45 minutes before the
published departure time;
• Only to passengers travelling at a fare available directly or indirectly to the public, or on
tickets issued under a frequent flyer programme or other commercial programme;
• Where Titan Airways are the operating carrier of the flight.
• The denied boarding has not been a result of extraordinary circumstances
Rules for Compensation & Assistance
Denied boarding is a refusal by an airline to carry a passenger on a flight, even though the
passenger has presented him or herself for boarding under the conditions mentioned above
under the heading 'Applicability', except when there are reasonable grounds to deny boarding,
such as reasons of health, safety, security or inadequate travel documentation.
Before we deny boarding for a flight we should call for volunteers to surrender their
reservations, in return for benefits under conditions to be agreed, and also assistance as
described in paragraph I as appropriate.
If an insufficient number of volunteers come forward, and we deny boarding to you against the
passengers will, we will immediately compensate:
• EUR 250 for all flights of 1500 kilometres or less;

PAGE 19
REVISION 1.2
30JUL14
• EUR 400 for all intra-Community flights of more than 1500 kilometres, and for all other
flights between 1500 and 3500 kilometres;
• EUR 600 for all flights not falling under (a) or (b) of this paragraph.
When passengers are offered re-routing to your final destination on an alternative flight as
described at paragraph I. (b) or (c), and the arrival time of the re-routed flight does not exceed
the scheduled arrival time of the flight originally booked:
• By two hours, in respect of all flights of 1500 kilometres or less; or
• By three hours, in respect of all intra-Community flights of more than 1500 kilometres and
for all other flights between 1500 and 3500 kilometres; or
• By four hours, in respect of all flights not falling under (a) or (b) of this paragraph, we may
reduce the compensation described above by 50%.
In determining the distance, the basis shall be the last destination at which the denial of
boarding will delay arrival after the scheduled time. The distances shall be measured by the
great circle route method.
In addition, we will offer passengers the following:
• A choice between:
Reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bank
cheques or, with your signed agreement, travel vouchers and/or other services) of the full cost
of the ticket, at the price at which it was bought, for the part or parts of the journey not made,
and for the part or parts already made if the flight is no longer serving any purpose in relation to
the original travel plan, together with, when relevant, a return flight to the first point of
departure, at the earliest opportunity; or
Re-routing, under comparable transport conditions, to your final destination, at the earliest
opportunity; or
Re-routing, under comparable transport conditions, to your final destination at a later date at
your convenience, subject to availability of seats.
• And we will offer, free of charge:
1. Meals and refreshments in a reasonable relation to the waiting time;
2. Hotel accommodation in cases:
• Where a stay of one or more nights becomes necessary, or
• Where a stay additional to that intended by you becomes necessary;
3. Transport between the airport and place of accommodation (hotel or other); and
4. Two telephone calls, telex or fax messages or e-mails.
19.3 Delay Notice

The following rules shall apply:
• In respect of flights departing from an airport in the EU and flights operated by a
Community air carrier departing from an airport in a third country to an airport in the EU
(unless you received benefits or compensation and were given assistance in that third
country);
• On condition that the passenger has a confirmed reservation on the flight concerned and
present themselves for check-in as stipulated and at the time indicated in advance and in

19‑‑3
REVISION 1.2
30JUL14
writing or electronically, or, if no time is indicated, no later than 45 minutes before the
published departure time;
• Only to passengers travelling at a fare available directly or indirectly to the public, or on
tickets issued under a frequent flyer programme or other commercial programme;
• Where Titan Airways is the operating carrier of the flight.
• The delay has not been a result of extraordinary circumstances.
Rules for Assistance
When we reasonably expect a flight to be delayed beyond its scheduled time of departure:
• For two hours or more in the case of flights of 1500 kilometres or less; or
• For three hours or more in the case or all intra-Community flights of more than 1500
kilometres and of all other flights between 1500 and 3500 kilometres; or
• For four hours or more in the case of all flights not falling under (a) or (b).
We will offer free of charge:
• Meals and refreshments in a reasonable relation to the waiting time; and
• Two telephone calls, telex or fax messages, or e-mails. When the time of departure
reasonably expected is at least the day after the time of departure previously announced,
in addition to the assistance described above, we will offer:
• Hotel accommodation in cases: where a stay of one or more nights becomes necessary,
or where a stay additional to that intended by you becomes necessary; and
• Transport between the airport and place of accommodation (hotel or other).
When the delay is at least five hours and you decide not to travel on the delayed flight, in
addition to the meals and communications assistance described above, we will offer you:
reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bank
cheques or, with your signed agreement, travel vouchers and/or other services) of the full cost
of your ticket, at the price at which it was bought, for the part or parts of the journey not made,
and for the part or parts already made if the flight is no longer serving any purpose in relation to
your original travel plan, together with, when relevant, a return flight to the first point of
departure, at the earliest opportunity.
We will offer you the assistance described above within the time limits set out in paragraphs
(a)-(c) with respect to each distance bracket.
The assistance described above will apply without prejudice to any rights you may have under
applicable law (including EU Directive 90/314 on package travel) to further compensation,
although any such assistance granted may be deducted from any such further compensation.
19.4 Lost Baggage

All AHM/OHD/DMG baggage must be notified to STNTACR and PIR completed. Trace signals
are to be sent to relevant addresses. Titan Airways are not members of World Tracer or Bag
Trax and handling agents should access these systems directly in baggage traces.
Titan Airways will be given details of the PIR and will assume responsibility after 72 hours.
Pax should be advised to contact the following company who process all claims on behalf of
Titan Airways:
G.A.B. Robins Aviation Ltd., Global House Manor Court, Manor Royal Crawley, West Sussex
RH10 9PY

PAGE 19
REVISION 1.8
24FEB16
Telephone: 0870 950 6920

Fax: 01293 464101
19.5 Contingency Guidance

In the event of incidents affecting the operation the agent should provide assistance to both
passenger and Titan Airways in resolving the situation. The issues below are provided for
guidance and no two incidents will be alike.
Aircraft Evacuation
• Any staff on or near the aircraft should move to a safe disrance of the aircraft, once safe
they should assist in ensuring evacuated passengers move and stay a safe distance away
from aircraft.
• Advise Titan Airways operations without delay.
• Liaise with airport authority for set up of a reception centre to account for all passengers
• Follow guidance detailed in section ‘Emergency Procedures’ of this manual
Illness on-board
• Notify health authorities as required by situation / national regulation
• Liaise with crew in advance of arrival for the arrangement of medical service on stand
• Provide support for any special requirements from health authorities
Civil Unrest
• Agents should seek a safe place for passengers / crew and own personnel
• Communicate situation to Titan Airways operations
Terminal Evacuation
• Contact Titan Airways operations to liaise on plans for reinstatement of operation
(generally this will be acceptance of the required delay)
• When possible, use PA announcements to regroup the passengers at the boarding area
• Liaise with Titan / Charter rep regarding any missing passengers
• Baggage belonging to missing passengers shall be removed prior to departure.
Fuel Spill
• If the presence of fuel vapour is detected inside the aeroplane, any fuel spill occurs or any
other hazard arises refuelling/de-fuelling must be stopped immediately; Ground agents
should be aware of any hazards and advise crew and refueller immediately;
• In the event of a fuel spill the Airport Fire Services should be summoned immediately
(unless already present). Crew should be notified without delay and agents should assist
in any subsequent instructions given by the Crew.
Leakage, Spillage - Dangerous Goods
Should any spillage or leakage of suspected hazardous contamination and/or dangerous goods
occur, the following actions, as applicable, should be taken:

19‑‑5
REVISION 1.8
24FEB16

A report shall be sent to Titan Airways within 24 hours of any such incident and to them
Bomb / Explosives
In the event of a bomb warning being received by the agent the following should be completed:
Try to get information on at least the following:
• Where is it?
• What is it
• Why are you doing this?
Where a threat is directed against a Titan Airways flight or related to a route being served by
Titan Airways then Operations should be contacted immediately on +44 1279 680357. Titan
Airways Threat Assessors will speak with handling agent staff to determine classification and
follow up action.
All bomb warnings MUST be advised to local law enforcement.
In the event of explosion the handling agent shall take all appropriate measures to ensure
safety of persons and property. Any such incident will be lead by local emergency service
response and their instructions should be followed accordingly. Depending on circumstance
Titan Airways may open its crisis management centre and the agent should then aid this
process using the procedures in Section 18 of this manual.
Damage of leaking items bag / cargo
Should any spillage or leakage occur from baggage or cargo, the following actions, as
applicable, should be taken:
A report shall be sent to Titan Airways within 24 hours of any such incident and to them

INTENTIONALLY BLANK
20‑‑I
REVISION 1.4
TABLE OF CONTENTS
25SEP14
TABLE OF CONTENTS
SECTION 20 - COMPLIANCE .............................20‑i
20 INTRODUCTION ................................20‑1
20.1 Inspection ...................................20‑1
20.2 Compliance Audit ..............................20‑1

INTENTIONALLY BLANK
20‑‑1
REVISION 1.4
COMPLIANCE
25SEP14
SECTION 20 - COMPLIANCE
20 INTRODUCTION
Titan Airways maintains oversight of handling and cargo operations through both inspections
and audit. Full information on the Compliance Audit programs is located in the Corporate
Manual and inspections are detailed in the Operations Control Manual.
20.1 Inspection
Inspection of handling agent, cargo agent, fuel and other ancillary services may be undertaken
by Titan Airways staff at any point in time. This may involve ground staff monitoring, check-in,
cargo acceptance, and/or ramp operations but may also be by way of Flight Deck Crew
monitoring services provided.
Any findings from such inspections will be reported back in writing to the agent without delay
and timescales agreed for rectification.
20.2 Compliance Audit

All agents and their activity may be subject to audit under the Titan Airways compliance
system. Any such audit will be arranged in advance and the audit scope made available to the
agent.
Audit scope is based on the Titan Airways audit checklist and AHM612 and will be defined by
the auditor or audit team. The following key areas will be covered:
• Staff Training
• Equipment maintenance (servicing and calibration)
• Operations Manual / Local Procedures
• Library
Any non-conformity will be discussed at the time of finding and will also be raised at a closing
meeting.
Rectification action will be required to be notified to the Titan Airways quality department within
an agreed timescale.
Non-conformities should be subject to the following actions
1. Root cause analysis
The general principals of root cause analysis are:
• Aiming performance improvement measures at root causes is more effective than
merely treating the symptoms of the problem.
• To be effective, root cause analysis must be systematically performed, with
conclusions and causes supported by documentary evidence.
• There is often more than one root cause for any single non-compliance.
• To be effective, the analysis needs to identify as many casual relationships
between the root cause and the identified non-compliance.
2. Planned corrective action

PAGE 20
REVISION 1.6
COMPLIANCE
20NOV14
3. Implementation plan for corrective action

Evaluation of the implementation and effectiveness of corrective action may require follow up
audit or inspection by Titan Airways.
Where significant issues are raised as a result of audit or inspection then these will be
managed by the Operations Director and referred to either a Safety Action Group or the Safety
& Compliance Review Board for management level review.
Findings and corrective action periods will normally be as shown in Table 20-1
Table 20-1 Findings and Corrective Action Periods
Level Description Effect Action

Level 1 An extremely serious audit Immediate cessation of affected
finding, the effect of which could • Death or Serious Injury; or
activity; and/or
reasonably be expected to • Serious Injury; or
cause the Effects listed in the Corrective action plan before
• Serious Financial Loss; or resuming activity
adjacent column.
• Serious damage to
reputation.
Level 2 Non-compliance with Procedural Investigation required and
Requirements which could lower • Personal Inury; or corrective action implemented
the safety or operating standard • Damage to property; or within 90 days.
and possibly hazard flight safety.
• Unnecessary cost or
An audit finding, the effects of
significant inefficiencies; or
which could reasonably be
significant deviation from
expected to cause the effects
statutory, regulatory,
listed in the adjacent column.
procedural or other
applicable higher level
standard; or
• Significant deterioration in
employees’ working
environment.
Level 3 Observation, which in the Comments required from
opinion of the auditor and based • Can – if not addressed – organisation under audit prior to
on the sample audited is not have the potential to become closure.
considered serious but could a Level 2 finding.
have the effect listed in the
adjacent column.

21‑‑I
REVISION 1.6
TABLE OF CONTENTS
20NOV14
TABLE OF CONTENTS
SECTION 21 - APPENDICES..............................21‑i
Appendix A - Airbus A320 .....................................21‑3
Appendix B – Boeing 737-300 .................................21‑19
Appendix C – Boeing 757-200 .................................21‑35
Appendix D – Boeing 767-300ER ...............................21‑55
Appendix E- Despatch from Stansted ..............................21‑79
Appendix F- Royal Mail Turnaround Plan - B737-F_QC ...................21‑81
20.3 Introduction .................................21‑81
20.4 Taxi ......................................21‑81
20.5 Shutdown ..................................21‑81
20.6 Chocks/Cones ...............................21‑81
20.7 Sill Protector ................................21‑81
20.7.1 Sill Protectors ...............................21‑81
20.8 Forward Steps ...............................21‑82
20.9 GPU ......................................21‑82
20.10 Operation of Freight Door ........................21‑82
20.11 HiLo Positioning ..............................21‑82
20.12 Unloading ..................................21‑82
20.13 Bear Clamp Release ...........................21‑83
20.14 Securing of Straps .............................21‑84
20.15 On Load ...................................21‑86
20.15.1 Load Form and Loading Instruction ..................21‑88
20.15.2 Manoeuvring of ULDs (Loading) ....................21‑90
20.16 Securing of Load ..............................21‑91
20.16.1 To Secure .................................21‑91
20.17 Belly Loading ................................21‑91
20.18 Removal of Sill Protectors ........................21‑91
20.18.1 Departure Procedure (Remove after ULD position E has been
loaded) ...................................21‑91
20.19 Pre Departure ...............................21‑91

INTENTIONALLY BLANK
21‑‑1
REVISION 1.3
APPENDICES
18AUG14
SECTION 21 - APPENDICES

INTENTIONALLY BLANK
21‑‑3
REVISION 1.4
APPENDICES
25SEP14
APPENDIX A - AIRBUS A320

A320
Manufacturer Airbus Industrie
Toulouse
France
Fleet Aircraft G-POWI MSN2791
Passenger Capacity 168Y
Crew Complement Normal 2 + 4
Engines 2 x IAE V2527-EA5
Range 3600nm
Speed M0.78 TAS 440kts
MTOW 77,000kg
Policies
The following applies to operation of the Titan Airways Airbus A320 aircraft:
AVI Animals may be carried with prior notification in either FWD or AFT hold. Preference is for the use of Hold 1.
DRY Max DRY is 25kg per hold (FWD/AFT)
HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically
sealed inner container of lead, zinc or bronze. Caskets containing cremated remains must be
packed in a sealed outer box or case.

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
General Arrangement
Figure 21-1 General Arrangement and Dimensions

21‑‑5
REVISION 1.4
APPENDICES
25SEP14
FORWARD Hold Compartments:
Floor Loading Limit: 732 kg/m2 (68 kg/ft2)
Limitations Compartment 1
Section Maximum Load Capacity
11 1,045 kg
12 1,225 kg
13 1,132 kg
TOTAL (FWD HOLD) 3,403 kg
Figure 21-2 FORWARD Hold

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
AFT Hold Compartments:
Floor Loading Limit: 732 kg/m2 (68 kg/ft2)
Limitations Compartment 3 Limitations Compartment 4

Section Maximum Load Capacity Section Maximum Load Capacity
31 1,301 kg 41 928 kg
32 1,125 kg 42 1,182 kg
Compartment Total 2,426 kg Compartment Total 2,110 kg
TOTAL ( AFT HOLDS) 4,536 kg
Figure 21-3 AFT Holds

21‑‑7
REVISION 1.4
APPENDICES
25SEP14
FORWARD Hold Door Sizes:
Figure 21-4 FWD Hold Door Sizes and Stations

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
AFT Hold Door Sizes:
Figure 21-5 AFT Hold Door Sizes and Stations

21‑‑9
REVISION 1.4
APPENDICES
25SEP14
REAR (BULK) Hold Door Sizes:
Figure 21-6 REAR (Bulk) Cargo Hold Door Sizes and Stations

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
FORWARD Hold Max Package Size:
Figure 21-7 FWD Hold Max. Package Size

21‑‑11
REVISION 1.8
APPENDICES
24FEB16
AFT Holds Max Package Size tables:
Figure 21-8 AFT Holds Max. Package Size
Hold Loading Guidance
The Loading Instruction Form example may be used to communicate loading instructions. Captain retains ultimate
authority over load distribution.
Forward Hold Aft Hold

1/3 by weight 2/3 by weight
Loadsheet
Captains shall complete a manual Loadsheet for each flight. AHM560 material is not supplied by Titan Airways for DCS
systems.
Standard Seating Plan (SSP) : None
A320 Loading Form and Certificate

With the introduction of an onboard electronic flight bag (EFB) weight and balance solution,
Titan Airways have introduced a new process for ground handling agents to notify flight crew of
passenger load, baggage/cargo payload.
Where regular operations are conducted, pads are available on request from Titan Airways.
Where ad-hoc operations are conducted forms will be available from the crew.
The form pictured below is divided into 5 sections:-

PAGE 21
REVISION 1.8
APPENDICES
24FEB16
Figure 21-9 A320 Loading Instruction Form
Sections 1 and 2 contain:

• Flight details identification.
• Load information data input required for an EFB Weight and Balance Computation.
It shall normally be filled in by the ground handling dispatcher and presented to the flight crew.
Once the final reconciliation has taken place, the dispatcher will sign the form to confirm that
the aircraft has been loaded in accordance with the given figures and policy.

21‑‑13
REVISION 1.8
APPENDICES
24FEB16
Sections 3, 4 and 5 contain:

• Weight & balance computation main results.
• Last Minute Changes information (LMC).
• Weight & balance computation revised results in the case of LMC.
The lower section contains:
• Signature block.
The signature of the commander will confirm:
• Acceptance of the aircraft load and its distribution, the Captain must be confident that the
load is accurate, has been distributed correctly and properly secured.
• Mass and balance figures are a true copy of the output results of the EFB Weight &
Balance module before LMC.
• Last Minute Changes within allowed limits.
Dealing with LMC’s

PAGE 21
REVISION 1.8
APPENDICES
24FEB16
On receipt of LMC’s, the dispatcher will annotate the new box on the form with the changes in
the form of +/- pax or weight in the appropriate zone.
GSE Location Diagram:
Figure 21-10 GSE Location / Servicing Plan

21‑‑15
REVISION 1.7
APPENDICES
21SEP15
GSE Servicing Diagram:
Figure 21-11

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
168Y Seating Configuration

21‑‑17
REVISION 1.7
APPENDICES
21SEP15
Ground Manoeuvring
Figure 21-12 Jet Blast

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Ground De-Icing
Figure 21-13 De-Icing Sensitive Areas

21‑‑19
REVISION 1.4
APPENDICES
25SEP14
APPENDIX B – BOEING 737-300

Table 21-1 Basic Data
Manufacturer Boeing Company

P.O.Box 3707,Seattle
Washington 98124, USA
Fleet Aircraft G-ZAPW / B737-300QC
G-ZAPZ / B737-300QC
G-POWC / B737-300QC
G-ZAPV / B737-300 Freighter
Passenger Various (See LOPA)
capacity
Crew Normal 2 + 3
Complement
Engines CFM56 (Various)
Range 2500nm
Speed 430kts
MTOW 63,276kg (QC)
56,472kg (Freighter)
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 737-300
aircraft.
Table 21-2 Policies – B737-300
AVI Animals may be carried with prior notification in FWD hold 1 only
sealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must be
packed in a sealed outer box or case

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Dimensions
Figure 21-14 Aircraft Layout/Dimensions

21‑‑21
REVISION 1.4
APPENDICES
25SEP14
Hold Compartments

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Hold Compartments
Max Load : 2203kg
Max Load : 3469kg

21‑‑23
REVISION 1.4
APPENDICES
25SEP14
Hold Door Sizes

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Max Package Size tables FWD Hold

21‑‑25
REVISION 1.4
APPENDICES
25SEP14

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
GSE Charts

21‑‑27
REVISION 1.4
APPENDICES
25SEP14
GSE Charts

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Load Planning Hold Loading Guidance

Captain retains ultimate authority on load distribution. The following is a guide only
Forward Hold: 1/3 by weight
Aft Hold: 2/3 by weight
Loadsheet
Captain will complete manual loadsheet at all times. AHM560 material is not supplied by Titan
Airways for DCS systems.
Standard Seating Plan

The following standard seating plan may be used:
Standard Seating Plan 3 High Masses 45,000 kgs - 61,234 kgs
Baggage mass in FWD never exceeds Baggage mass in REAR
Baggage mass in REAR never more than 1200 kgs more than Baggage mass in FWD
Passengers in A never more than in C
Passengers in C are between 6 and 16 more than in A
Standard Seating Plan 2 Mid Masses 42,000 kgs - 53,000 kgs
Baggage mass in FWD never exceeds Baggage mass in REAR
Passengers in A never more than 4 more than in C
Passengers in C never more than 12 more than in A
Standard Seating Plan 1 Low Masses 34,000 kgs -
50,000 kgs
Baggage mass in FWD never more than 500 kgs more than Baggage mass in REAR
Passengers in A never more than 6 more than in C
Passengers in C never more than 6 more than in A
61,234
53,000 kgs
50,000 kgs
45,000
42,000

21‑‑29
REVISION 1.7
APPENDICES
21SEP15
Figure 21-15 B737 Loading Instruction Form

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Ground
Manoeuvring

21‑‑31
REVISION 1.6
APPENDICES
20NOV14
Ground
Manoeuvring

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Ground De-icing

21‑‑33
REVISION 1.6
APPENDICES
20NOV14

PAGE 21
REVISION 1.6
APPENDICES
20NOV14

21‑‑35
REVISION 1.4
APPENDICES
25SEP14
APPENDIX C – BOEING 757-200

Table 21-3 Basic Data

Fleet Aircraft G-ZAPX MSN29309
GPOWH MSN29308
Passenger Various (See LOPA)
capacity
Crew Normal 2 + 5
Complement
Engines Rolls Royce RB211-535E4
Range 4000nm
MTOW G-ZAPX 113,398kg
G-POWH 115,666kg
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 757-200
aircraft:
AVI Animals may be carried with prior notification in either FWD or AFT hold. Preference is for use of
Hold 1

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Dimensions

21‑‑37
REVISION 1.8
APPENDICES
24FEB16
Hold Compartments
Forward Hold
Capacity 699 Cu Ft
Max Weight 4427kg
Aft Hold
Capacity 1095 Cu Ft
Max Weight 7199 kg
☼ Note:
Grey ‘sections’ are purely for demonstration of the balance arm positions and are not physical items within the holds

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Hold Door Sizes

21‑‑39
REVISION 1.4
APPENDICES
25SEP14

PAGE 21
REVISION 1.4
APPENDICES
25SEP14
Max Package Size tables AFT HOLD

21‑‑41
REVISION 1.7
APPENDICES
21SEP15

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
GSE Location / Servicing Diagrams

21‑‑43
REVISION 1.6
APPENDICES
20NOV14
GSE Location / Servicing Diagrams

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Load Planning Hold Loading Guideline

Captain retains ultimate authority on load distribution. The following is a guide only
Forward Hold: 1/3 by weight
Aft Hold: 2/3 by weight
Loadsheet
Standard Seating Plan (SSP)

The SSP can be used anytime the SSP trim conditions are met. It allows the cabin and flight crew
to coordinate the seating / loading to ensure correct trim without having to complete a trim sheet.
During passenger boarding the No1 Cabin attendant will observe and inform the Captain of the
number of passengers in bays A and C, thus ensuring the SSP conditions have been met.
When completing an SSP the following distribution of passengers and baggage will result in an
aircraft being within a greatly restricted C of G envelope.
Passenger Distribution
Bay A Bay B Bay C
Note 3 No restriction Note 3
SSP1 (up to 3000 kg baggage)
Baggage Distribution
Hold 3 Hold 4
Fill Overflow
SSP2
Baggage Distribution
FWD Holds AFT Holds
Less than Aft More than FWD
Notes:
1. This SSP can only be employed for Actual take-Off Masses below 102,000 k
2. The preference is for SSP
3. Total number of passengers seated in bays A and C should not differ by more than 1
4. Up to 500kg of catering/crew bags are permitted in Hold A for both SSP’s.

21‑‑45
REVISION 1.6
APPENDICES
20NOV14
Loading System Telair Loading System (All aircraft)

In order to assist loading and unloading a ‘sliding carpet’ system is installed and controlled using
the control box mounted in the hold ceiling adjacent to the door. The control box is illustrated
below:

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
LOADING INSTRUCTIONS
1. When starting to load, the moveable bulkhead should be positioned as close to the door as
possible.
2. Cargo or luggage is stacked on the carpet in front of the moveable bulkhead. Baggage
with sharp edges should be placed in the flat area of the carpet.
Note: Do not throw bags nor cargo at any time.
Note: DO NOT PRESS CARGO AGAINST THE CEILING/ SIDEWALL LINING DURING
LOADING. IT MAY GET JAMMED, CAUSING DAMAGE TO THE AIRCRAFT OR THE
LOADING SYSTEM.
3. When the first stack is loaded, the carpet is moved in the LOAD direction to provide space
for another stack to be loaded. This process is continued until loading is complete.
4. When the final stack of cargo/luggage has been loaded, the system is moved to the end
position furthest away from the door.
Note: Flashing amber lights in the control box indicate that the current control system
(adaptive fuse) has engaged and the system needs to be reset. Refer to crew
UNLOADING INSTRUCTIONS
Note: MAKE SURE THAT DOOR BARRIER NETS ARE REMOVED BEFORE UNLOADING ANY
LUGGAGE, OTHERWISE SEVERE DAMAGE MAY OCCUR TO THE MOVEABLE BULKHEAD.
1. Start unloading the first stack of baggage.

2. Run the system in the UNLOAD direction to reach the next layer of cargo/luggage. This
process is continued until unloading is complete.
Note: Do not push any luggage beyond the end of the system.
Flashing amber lights in the control box indicate that the current control system (adaptive fuse) has
engaged and the system needs to be reset. Refer to crew

21‑‑47
REVISION 1.6
APPENDICES
20NOV14
Ground The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway
Manoeuvring power.

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Ground
Manoeuvring

21‑‑49
REVISION 1.6
APPENDICES
20NOV14
Ground De-icing

PAGE 21
REVISION 1.6
APPENDICES
20NOV14

21‑‑51
REVISION 1.6
APPENDICES
20NOV14

PAGE 21
REVISION 1.6
APPENDICES
20NOV14

21‑‑53
REVISION 1.6
APPENDICES
20NOV14

INTENTIONALLY BLANK
21‑‑55
REVISION 1.6
APPENDICES
20NOV14
APPENDIX D – BOEING 767-300ER

Basic Data

Fleet Aircraft G-POWD MSN30847
Passenger 265Y
capacity
Crew Normal 2 + 6
Complement
Engines General Electric CO CF6-80C2B7F
Range 5990nm
MTOW 186,880kg
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 767-300ER
aircraft:
AVI Animals may be carried with prior notification in the bulk hold (5).
PASSENGER Titan Airways B767 aircraft does not have an L2 door. All passenger boarding is through L1 and
LOADING allowances must be made for aircraft positioning on stand to allow jetbridge use.

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Dimensions

21‑‑57
REVISION 1.6
APPENDICES
20NOV14
Hold Compartments
Max Load : 20411kg (cumulative loading restrictions apply)

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Hold Compartments
Max Load : 17574kg (cumulative loading restrictions apply)

21‑‑59
REVISION 1.6
APPENDICES
20NOV14
Hold Door Sizes FWD Hold

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Hold Door Sizes AFT Hold

21‑‑61
REVISION 1.6
APPENDICES
20NOV14

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Max Package Size tables AFT HOLD

21‑‑63
REVISION 1.7
APPENDICES
21SEP15
ULD Capability / Arrangement
The Boeing 767 fleet is designed to carry Unit Load Devices (ULD) and Pallets. This section gives staff information on
the differing Unit Load Devices and Pallets the Boeing 767 can carry.
Types of ULD
Titan Airways hold stock of the following Unit Load Devices for the Boeing 767 type:-
LD-2
IATA Code: DPE / DPN
Tare Weight: 80kgs*
Number of required positions: 1
Approx bag capacity: 40 bags
LD-3
IATA Code: AKE / AKN
Tare Weight: 78kgs (AKE – Lightweight)*
135kgs (AKN – Heavyweight)*

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
ULD Capability / Arrangement
LD-8
IATA Code: DQF
Tare Weight: 130kgs*
LD-7
IATA Code: PDP / PAG
Tare Weight: 150kgs*
Approx bag capacity: Normally used for freight only.
Notes: Must be loaded in forward hold only. Due to the size of the
pallets specialist equipment will be required and it should be checked
to ensure the stations are capable of providing handling.
*Assumed tare weights are listed in Ops Manual Part B, section 7.

Note the tare weights are an average assumed weight and actual weights of ULD’s vary. The approx bag capacity is
based on an assumed average and will vary by size and shape actual baggage.
Additionally other types of ULD’s and Pallets can be used, but Titan does not hold a stock of these. If we are flying for
another airline, they will possibly wish to load their own ULD’s or Pallets.
Other compatible ULD’s are:-
All Holds LD-1 / LD-2 / LD-3 / LD-4 / LD-8
Forward Hold Only P1 / LD-7 / LD-9 / LD-5 / LD-10 / LD-11 / Half Pallet / P6
Boeing 767 Holds and ULD’s

The 767 has five holds under belly holds. Holds 1 and 2 will often be known as the forward holds and 3 and 4 the rear
holds.
The following chart shows the various positions:-
The first number of the position refers to the hold and the second number and the letter are the sub position. For
example 42L means the second left position within hold 4.
Holds 1 and 2 are accessible via the forward door, holds 3 and 4 are accessible via the rear
door. Only holds 1, 2, 3 and 4 are equipped to carry ULD’s, and only holds 1 and 2 can carry
Pallets. Hold 5 is a bulk hold and should be loose loaded. The door to hold 5 is on the left hand
side of the aircraft; whereas the other doors are on the right.
Holds 1-3 have 8 positions each and hold four has 6 positions. In total there are 30 positions
and a bulk hold on the 767. The above information on ULD types details how many positions
are required for each ULD type. Our pallets take up 4 positions each and must be loaded in the
forward holds.

21‑‑65
REVISION 1.7
APPENDICES
21SEP15
LD2 are half the full hold width and two can go side by side in the 767 belly. LD3’s are three
quarter width, but occupy 2 positions and LD8’s are full width and occupy two positions.
When operating with TITAN ULD’s, agents MUST offload and returned to the aircraft prior to
departure unless the aircraft is on a long term contract and Pre-Ops have directed this. The
agent must pay close attention to ensure no ULD’s are left behind or misplaced.
Hold 5 is accessible from the left hand side of the aircraft and is a bulk hold only.
Hold Floor - CAUTION

The hold area in the Titan Airways Boeing 767 aircraft is not a full solid floor (See picture). It is essential that to avoid
damage to other aircraft systems handling staff use the solid floor and tracked areas only.
Operation of B767 Loading System

The Boeing 767 main holds utilise an electrical loading system. It is essential that loading staff
are familiar with the operation of this system to ensure the correct loading of the aircraft and to
avoid damage either to the system or the loading devices used (ULD/Pallets). Guidance on this
is shown below.
Lower Hold Operations and Inboard Systems
The front and rear holds are used for aircraft palletised or containerised freight or baggage.
Ground power or APU power must be available before the doors or inboard system will work.
Figure 21-18 Fwd hold door control panel

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Figure 21-19 Rear hold door control panel
The hold doors are opened via the switch in the control panel; they must be fully opened to
activate the hold lights and inboard systems.
The fwd hold can take 16 LD2s bins side by side or 8 LD3s bins or 4 large pallets OR 8 LD4s,
or a combination of all 3.
The rear hold can take 13 LD2s or 7 LD3s or 6 LD3s, this hold cannot take pallets.
The 767 fly away kit (when carried) is stored in an LD3 in the rear position.
Figure 21-20 Rear Hold

21‑‑67
REVISION 1.7
APPENDICES
21SEP15
Figure 21-21 Forward Hold
Figure 21-22 Fwd Inboard Control Panel
Figure 21-23 Rear Inboard Control Panel

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Figure 21-24 Entrance Pallet Locks
Figure 21-25 Hold Floor (stay on the walkways)

21‑‑69
REVISION 1.7
APPENDICES
21SEP15
Figure 21-26 Fwd Hold Drive Control Panel
Figure 21-27 Forward Pallet Loading Lock Switch

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Figure 21-28 Fwd Hold Pallet Lateral & Horizontal Restraint Bar
Figure 21-29 LD2 Dividing Lock
Step loading and unloading, unless the bins are empty always off load the rear hold first then
the FWD hold.
When loading the FWD hold must be loaded first then the rear hold. Before loading the lower
hold check the locks are in the correct positions for the bins or pallets being loaded.
If loading containers LD2s or LD3s check they are round the right way before loading. Once the
bin is in position and locked in turn of that positions drive motor. Figure 21-26
When the loading is complete check all locks are up and the bin centre control locks are set on
the control panel Figure 21-22
Raise the entrance locks, manually in the rear hold and by switch in the FWD hold. Figure 21-
22
When loading or off loading pallets in the FWD hold the pallet loading switch must be activated
to raise and lock the entrance locks. Figure 21-27
Check the lateral and horizontal bar is up and in place. Figure 21-28
When working in the lower hold watch your footing and stay on the walk way at all times, parts
of the floor are open, this is a potential risk for trips and falls.

21‑‑71
REVISION 1.7
APPENDICES
21SEP15
Once the loading or off loading is complete check all locks are in position and any bins or
pallets are locked in place.
Make sure the entrance locks are up and locked in place Figure 21-24
Turn the inboard controls power off and shut the door pic Figure 21-22to Figure 21-23
Once the Hilo is clear shut the hold doors making sure they are fully shut and flush with the
fuselage, the vent doors are shut and the white light (door lock indicator) has come on.
Load Planning Hold Loading Instructions

Captain retains ultimate authority on load distribution.
Even distribution between the FWD and AFT holds is the preferred loading for high cargo/baggage
loads. For lower loads where only passenger baggage is being carried it is likely that only the AFT
holds will be used.
• Step loading and unloading: unless the ULDs are empty always off load the rear hold first then
the FWD hold. When loading, the FWD hold must be loaded first then the rear hold.
• Before loading the lower hold check the locks are in the correct positions for the ULDs or pallets
being loaded.
• If loading containers LD2s or LD3s check they are round the right way before loading.
• Once the ULD is in position and locked in turn of that position’s drive motor.
• When the loading is complete check all locks are up and the bin centre control locks are set on
the control panel.
• Raise the entrance locks, manually in the rear hold and by switch in the FWD hold.
• When loading or off loading pallets in the FWD hold the pallet loading switch must be activated
to raise and lock the entrance locks.
• Check the lateral and horizontal bar is up and in place.
• When working in the lower hold watch your footing and stay on the walk way at all times, parts
of the floor are open; this is a potential risk for trips and falls.
• Once the loading or off loading is complete check all locks are in position and any bins or pallets
are locked in place.
• Make sure the entrance locks are up and locked in place in
• Turn the inboard controls power off and shut the door.
• Once the Hilo is clear shut the hold doors making sure they are fully shut and flush with the
fuselage, the vent doors are shut and the white light (door lock indicator) has come on.
Loadsheet
Standard Seating Plan

All passenger bags/cargo (spares kit in the position 43L) is to be loaded in the aft hold with the
heaviest furthest aft.
There must not be a difference of more than 30 passengers between Bays A and C.
Crew baggage in hold 5 has been accounted for.

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
GSE Charts

21‑‑73
REVISION 1.7
APPENDICES
21SEP15
GSE Charts

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Ground The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway
Manoeuvring power.

21‑‑75
REVISION 1.7
APPENDICES
21SEP15
Ground
Manoeuvring

PAGE 21
REVISION 1.7
APPENDICES
21SEP15
Ground De-icing

21‑‑77
REVISION 1.7
APPENDICES
21SEP15

INTENTIONALLY BLANK
21‑‑79
REVISION 1.6
APPENDICES
20NOV14
APPENDIX E- DESPATCH FROM STANSTED

INTENTIONALLY BLANK
21‑‑81
REVISION 1.6
APPENDICES
20NOV14
APPENDIX F- ROYAL MAIL TURNAROUND PLAN - B737-F_QC
20.3 Introduction
This document contains details of Titan Airways requirements and expectations of handling
agents when providing turnarounds on the Boeing 737 Freighter aircraft whilst operating flights
on behalf of the Royal Mail. These instructions are designed to ensure a safe and efficient
turnround for all staff (Titan and 3rd party). Individual handling company procedures may be
more restrictive and in this case such procedures should take precedence.
20.4 Taxi
Aircraft should where possible be parked on a self manoeuvring stand. Marshallers where
available may be used to assist in guiding the aircraft into position.
20.5 Shutdown
All ground crew and equipment must be available in good time prior to the aircraft arriving on
stand.
One ground crew member may approach the aircraft from the front ONLY to chock nose-wheel
once the aircraft has come to a standstill. All other ground crew MUST remain completely clear
of the aircraft until such time as the anti-collision beacon has been turned off. Caution must
always be exercised when approaching the aircraft. Vehicles must be driven at low speed and
a banksman MUST be used when reversing towards the aircraft,
Where the agent has been notified of an unserviceable APU then a GPU should also be
connected at this time provided the approach is ONLY from in front of the aircraft. At airports
where use of APU is not permitted then the FEGP should be connected for the turnround.
20.6 Chocks/Cones
Chocks should be placed under the nose or main wheels where available.
Where cones are available they should be place at the wingtips /aft of tailplane and forward of
engines. GSE should remain clear until such protection is in place.
20.7 Sill Protector

Ground staff members should collect the sill protectors from the hold and install. These must be
carried from the hold (NOT dragged) and be fitted to the aircraft prior to any unloading/loading
operation.
20.7.1 Sill Protectors

Sill protectors are available and are stowed
GZAPV Forward hold stowage

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
GZAPW Forward hold stowage

GZAPZ Forward hold stowage
GPOWC Forward hold stowage
These are to be used for all turnarounds. Protectors should be fitted after door opening and
prior to the Hi-Loader ‘contacting’ the aircraft. Once all ULD’s are loaded protectors shall be
removed prior to door closure and re-stowed. Dispatcher shall confirm to Captain that both sill
protectors stowed prior to door closure.
20.8 Forward Steps

Passengers steps should be placed at the forward passenger door on arrival or at the forward
passenger door. Crew require these to access a release panel prior to opening the cargo door.
20.9 GPU
Aircraft will normally use APU during turnround. In the event of airport not permitting APU use
or a u/s APU the following spec GPU will be required.
DC / 175 amp AC 115/200V / 60 kVA
In the event of an unserviceable APU aircraft type requires an airstart.
20.10 Operation of Freight Door

The freight door is controlled from the forward entry door vestibule. The flight deck crew will
operate the freight door at all times.
20.11 HiLo Positioning

Once the freight door is opened and the sill protectors are put in position, the Hi Loader should
be carefully positioned at the aircraft side.
20.12 Unloading
A ‘step’ procedure should be used for unloading the cargo.
Unload the rear hold first, then ULDs, then forward hold
When unloading cargo, it is important to shuffle the load to the front of the aircraft in a
sequential manner in order to prevent the aircraft from tipping onto its tail. This is completed in
the following steps
Unload Load A – move load B to bay A, move load C to bay B
Unload Load B – move load C to bay A, move load D to bay B
Unload Load C – move load D to bay A, move load E to bay B
Unload Load D – move load E to bay A, move load F to bay B

21‑‑83
REVISION 1.6
APPENDICES
20NOV14
Unload Load E – move load F to bay A, move load G to bay B

Unload Load F – move load G to bay A, move load H to bay B
Unload Load G – move load H to bay A
Unload Load H
20.13 Bear Clamp Release

To Release, press clamp to un-secure.
Figure 21-30 Bear Clamp (Locked)

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
Figure 21-31 Bear Clamp (Unlocked)
20.14 Securing of Straps

Securing straps on ALL ULDs MUST be secured to the floor tracking prior to being loaded onto
the aircraft.
FAILURE TO COMPLETE THIS ACTION CAN RESULT IN SUBSTANTIAL STRUCTURAL
DAMAGE TO THE AIRCRAFT

21‑‑85
REVISION 1.6
APPENDICES
20NOV14
Figure 21-32 Ensure All Straps are Secured

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
20.15 On Load
Order of loading ULDs must be agreed with the Captain.
The diagram in Figure 21-33 may be used as a planning aid only and the final authority on
loading order remains with the aircraft captain. Loading is not to be commenced until such
times as a positive loading instruction has been agreed with the crew.
Figure 21-33 On Load
The B737 cargo aircraft is nose heavy due to the mass of the door added to the front of the
aircraft and the strengthening that is added to the forward structure. As a result of this, we have
to carry 400 kgs of ballast in the rear lower baggage hold, H4, of the QC aircraft and 600 kgs in
the fixed bin in bay J of the pure freight aircraft, ZAPV.
When loading the Mail bins, in order to ensure correct "Centre of Gravity" (C of G) of the
aircraft, we load the heavier bins at the rear, (loaded first), and the lighter ones to the front,
(loaded last).
Bay A forward balances bay H rearward. These bays have the most influence on C of G
Bay B forward balances bay G rearward.
Bay C forward balances bay F rearward.
Bay D forward balances bay E rearward. These bays have the least influence on C of G
Mail bags are quite bulky and full bins usually weigh a maximum load of about 1800 kgs. Most
bins weigh on average between 400kgs and 1300 kgs.
The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, start
loading in H3 and H4, followed by H2 and H1.
It could happen that four bins are quite heavy and the other four are empty or nearly empty. In
this case if all the heavy ones are at the rear of the plane and the light ones at the front, we

21‑‑87
REVISION 1.6
APPENDICES
20NOV14
could get the C of G too far aft, especially if the lower holds H3 and H4 are loaded as well. This
is unlikely to happen but worth bearing in mind.
NOTE
Unfortunately an empty or lightly loaded bin loaded last in position A by the cargo door is
sometimes difficult to lock down because the floor of the bins is sometimes warped. For this reason
we have found it best to load a bin with 750 kgs – 1000 kgs in position A. This shouldn’t affect the
C of G too much if the heavy bins are at the rear of the plane.
The Titan Airways B737-3 Freighter Loading Instruction Form should be filled in showing which
bin numbers are loaded where and what, if any, is loaded in the lower holds. The appropriate
bin weights should be listed next to the appropriate bin number. The flight crew will then
calculate the index and total load, including any ballast, leaving the blue copy for the loaders to
use as a loading plan.

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
20.15.1 Load Form and Loading Instruction

The Load Form will be provided on carbonated paper to allow pages to be copied through

21‑‑89
REVISION 1.6
APPENDICES
20NOV14
The table below explains how each part should be completed:-

Part A
• Enter the flight details of the aircraft as follows:
(to be completed by
Load Supervisor) ○ Date.
○ Departure Airfield in IATA 3 letter code.
○ Arrival Airfield in IATA 3 letter code.
○ Aircraft Registration. o Flight number.
○ Standard Time of Departure (UTC).
• Mass Statement - ULD or pallet numbers and the corresponding mass in KG should be
written here in the exact order they are received. From here the position of the loads can
then be planned and the position recorded in the column provided.
• Belly Holds - This area is the belly hold section of the mass statement. Record the trolley
mass in kg and then record the hold load accordingly.
Part B
• Payload Mass Certificate - This must be signed by the person responsible for ensuring
(to be completed by all)
that an accurate mass is recorded against the ULD or pallet.
• Load Supervisors Signature - This area must be signed by the person responsible for the
actual loading of the ULDs/pallets onto the aircraft only when he is satisfied that it
accurately reflects the LIR and that any deviations are noted and all restraining locks are
all in place.
• Dispatcher/Crew Signature - The person who has calculated the load form and mass
distribution should sign here to confirm the aircraft has been loaded in accordance with
the distribution shown on the load form and that cumulative limits have been checked and
all nets have been secured.
Part C
• This provides written loading instruction to the loading staff. The aircraft must be loaded in
(to be completed by
accordance with these instructions. The ULD/Pallet number for a particular bay or hold
Airline)
should be written in the column provided.
• Check boxes must be used by the Load Supervisor and Crew/Dispatcher to check off
each ULD/Pallet is loaded as per the instruction.
Part D
• Load Form - This area shows the distribution of the load being placed on the aircraft. The
(to be completed by
mass in KG should be placed in the chosen position. The mass must then be checked
Airline as required)
against the maximums for each bay/hold. Once all the masses of the individual bays have
been entered, add them together and enter the total in the PAYLOAD MASS column.
• Index Effect - This area is used to calculate the centre of gravity change for the load being
placed onto the aircraft in any given position.
○ The Data Tables will show an index any given mass in each bay/hold of the
aircraft. Find the appropriate mass, work along to the appropriate bay and the table
will give an index which should be written in the column provided.
○ Once all the masses have been given the corresponding index, then total all the
indices to give you the PAYLOAD INDEX.
○ Add the Payload Index to the Dry Operating Index to give the Zero Fuel Index
(does not need to be completed in the case of Titan Airways as this is calculated
on the loadsheet).
• Cumulative Mass - If there is no belly load and the main deck bay limits have not been
exceeded then there is no requirement to check the cumulative limits. If there is belly load
then a check is required to ensure limits have not been broken.
• Deviations - Any deviations from the LIR should be noted here.
The Load Supervisor will always be the party physically loading the aircraft. This is the Royal
Mail itself or a designated Handling Agent.
In the case of Titan Airways the Airline Representative will always be the Operating Crew and
in the case of Jet2.com the Airline Representative will be the designated Handling Agent or a
Company employee.

PAGE 21
REVISION 1.6
APPENDICES
20NOV14
The table below defines the designated organisations at the different airports.
Designated Load Designated Airline Designated Airline
Supervisor Representative - Titan Representative - Jet2.com
BFS Servisair Crew Servisair
BOH Jet2.com Crew N/A
EDI Royal Mail Crew Menzies
EMA Royal Mail Crew Menzies
EXT Airport Authority Crew Airport Authority
NCL Swissport Crew Swissport
STN Servisair Crew Jet2.com Loadmaster
Document Flow
The following table describes the document flow and tasks associated with the form
Step Completed by Work flow
Load Supervisor Completes Part A and Signs Payload Mass Certificate
1 on Part B. → Hands 3xCopies to Airline
Representative.
Airline Representative Completes Part C to confirm loading order. → Hands
2
1xCopy to Load Supervisor.
Load Supervisor Loading carried out in accordance with Part C. ↔
3 After loading is completed signs Load Supervisor on
Part B and retains copy.
Airline Representative Monitors loading against Part C. ↔ Completes Part D
(where appropriate). ↔ After loading is completed
4
signs Dispatcher/Crew on Part B. → Hands 1x Copy
to Load Supervisor with load sheet.
5 Load Supervisor Retains both copies of the form on file.
Airline Representative Completes the load sheet from data on form and
6
retains in flight envelope.
20.15.2 Manoeuvring of ULDs (Loading)

ULD should be loaded one at a time.
There should be a ‘step loading process. ULDs loaded into positions E – H should not be put
into position all at once.
Load forward hold first, then ULDs, then aft hold.
When loading the cargo a reverse of the unloading procedure detailed previously must be
accomplished. That is, on-load the load for H first, but leaving in bay B until the load for G is in
the doorway. Then position load H into bay H and secure. Move load G into Bay B and load F
into the doorway. Move load G into bay G and secure. Repeat to fill the aircraft.
Since the aircraft has a roller floor the ULD should move easily within the cabin area. If
additional effort is required to move a particular ULD then the loading process should be
STOPPED. Check for any obstructions at both floor and locker levels before proceeding. Check
appropriate bear clamps are down and all guide rails are in the UP position.

21‑‑91
REVISION 1.6
APPENDICES
20NOV14
20.16 Securing of Load

Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It is essential
that before the next ULD is moved rearwards, the first unit is secured.
It is allowable that 2 bear clamps per row do not clamp, but only if they are not the outermost
ones. Any not fully clamped must be advised to the Captain before doors are closed.
20.16.1 To Secure
Pull up in rear of clamp.
20.17 Belly Loading

The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, start
loading in H3 and H4, followed by H2 and H1.
20.18 Removal of Sill Protectors

One the last ULD has been loaded and secured in position all ground crew should exit the
aircraft and the HiLo should be removed.
20.18.1 Departure Procedure (Remove after ULD position E has been

loaded)
One ground crew member should remove the sill protector before the HiLo has been removed.
This should carried (NOT dragged) to the hold and be secured in its correct stowage.
Despatcher shall confirm to Captain that both sill protectors are stowed stowed prior to door
closure and that all 6 side latches in the doorway are up and secure.
20.19 Pre Departure

On instructions from the crew member operating the freight door, the steps should be removed.
A ground crew member must be on hand ready to carry out this task once the loading has
been completed. GSE should be removed from the aircraft footprint prior to the removal of
cones.

INTENTIONALLY BLANK

Ground Handling Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ground Handling Manual

Uploaded by

Copyright:

Available Formats

Ground Handling Manual

This document is copyright Titan Airways Limited and

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

SECTION 0 - ADMINISTRATION AND CONTROL

0.3 Format (FLT 3.1.1)

©TITAN AIRWAYS LIMITED

0.3.6 Other Associated Manuals

0.3.7 Crew Notices

0.3.8 Terms, Definitions and Abbreviations

0.3.10 Commercial Air Transportation Operation

©TITAN AIRWAYS LIMITED

0.3.11 Non-Commercial Operation of aircraft listed in the operations

0.4 Amendment and Revision

©TITAN AIRWAYS LIMITED

0.4.2 Carriage of Manual

0.4.3 Urgent Revisions Where Flight Safety Could be Affected

0.4.4 Approval of the Authority

0.4.5 Access to Manuals

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

Figure 0-1 Amendment Proposal Form

©TITAN AIRWAYS LIMITED

Figure 0-2 Reverse Side of Amendment Proposal Form

©TITAN AIRWAYS LIMITED

0.5 Definitions, Abbreviations and Common Terminology

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

0.5.2 Common Terminology

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

• Crew and crew baggage; and

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

0.6 Manual Description

0.6.1 Page Header

©TITAN AIRWAYS LIMITED

0.6.2 Explanation of Header Elements

©TITAN AIRWAYS LIMITED

0.7 List of Effective Pages

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

0.8 Revision Status

©TITAN AIRWAYS LIMITED

©TITAN AIRWAYS LIMITED

1.1 Contact Details

Managing Director Gene Willson +44 1279 680616

Technical Director Paul Woodman +44 1279 680402

Operations Manager Greg Holland +44 1279 680616

ERP Nicky Folwell +44 1279 669613