FLIGHT OPERATIONS MANUAL (FOM)

Revision: A 01-Apr-2021

CONFIDENTIAL/SECURITY SENSITIVE

Use of this document is restricted to conveyance of information to government agencies as well as employees, customers, and/or vendors of Avatar Airlines. The information shall not be released, disclosed, or used for any purpose without express written consent of Avatar Airlines. Avatar Airlines | Technical Publications THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL SCL.1 SAFETY COMMITMENT LETTER ARevision: A avatar airlines 01-Apr-2021

Record of RevisonsSAFETY COMMITMENT LETTER

To: The Employees of Avatar Airlines We regularly review our commitment to Safety and Security in order to keep it front and center in our business. As Avatar leaders we commit to maintaining the highest level of safety and security for our customers and providing a safe work environment for all Avatar employees, We are committed to continuous improvement in the Avatar operation by evaluating, investigating, analyzing, assessing and mitigating hazards on a continuous basis. Safety and Security of the Avatar operation are priority #1. To ensure this happens, we recognize that an effective Safety Management System (SMS) is vital to the success of Avatar Airlines. We are committed to providing the necessary resources for the continual implementation of our SMS; 14 CFR 5.21(a)(3). This will allow us to continue to improve the level of safety and security throughout Avatar Airlines. The Avatar Director of Safety has authority to facilitate and manage the Avatar Safety Management System. Safety objectives will be established, published and made available to all Avatar employees. The safety objectives will be posted on the Avatar Intranet, accessible to all employees. Safety objectives will be a continuous focus as they are monitored, measured, and tracked to ensure that we meet these objectives. We believe responding to an emergency is the highest priority of management and employees. The Emergency Response Plan (ERP) serves as an overall policy and set of procedures to ensure that the airline's response to a catastrophic event is expeditious, intelligent and compassionate. We periodically exercise the plan to ensure the plan continues to provide a safe transition from normal to emergency operations, 14 CFR 5.21(a)(6). We will not tolerate intentional at-risk actions or behaviors at Avatar Airlines. All employees are personally responsible and accountable for performing their duties safely and in compliance with laws, regulations and company policy. Activities involving disregard of these items will be subject to disciplinary action. We believe this is a necessary element of a Just Culture, 14 CFR 5.21(a)(5). Every employee must continuously be aware of hazards that have the potential to degrade the level of safety and security for our employees and our passengers. It is the duty of all employees to report hazards either directly to management or through reporting tools available to Avatar employees, 14 CFR 5.21(a)(4). FLIGHT OPERATIONS MANUAL SCL.2 SAFETY COMMITMENT LETTER ARevision: A avatar airlines 01-Apr-2021

At Avatar, no one will allow any operation to proceed unless he or she is certain it can be carried out with Safety and Security. To support every Avatar employee in making the hard personal decisions that this may require, no penalty or disciplinary action will be imposed on any employee who stops an operation and brings what he or she genuinely views to be a safety or security concern to management or a fellow employee. .

Barry Michaels Dan Eikleberry CEO, Avatar Airlines COO, Avatar Airlines FLIGHT OPERATIONS MANUAL MTOC.1 MASTER TABLE OF CONTENTS ARevision: A avatar airlines 01-Apr-2021

Master Table of ContentsMASTER TABLE OF CONTENTS

Safety Commitment Letter ...... SCL Master Table of Contents ...... MTOC List of Effective Pages ...... LEP Record of Revisions ...... ROR Record of Bulletins ...... ROB List of Forms ...... LOF Preface ...... PR

CHAPTER 1 - INTRODUCTION...... 1

CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY...... 2

CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ...... 3

CHAPTER 4 - GENERAL OPERATING PROCEDURES ...... 4

CHAPTER 5 - FLIGHT PLANNING...... 5

CHAPTER 6 - PREFLIGHT ...... 6

CHAPTER 7 - TAKEOFF...... 7

CHAPTER 8 - ENROUTE...... 8

CHAPTER 9 - APPROACH AND LANDING...... 9

CHAPTER 10 - COMMUNICATIONS...... 10

CHAPTER 11 - WEATHER ...... 11

CHAPTER 12 - PASSENGERS AND CARGO ...... 12

CHAPTER 13 - FERRY, TRAINING AND CHARTER...... 13

CHAPTER 14 - AIRCRAFT SECURITY...... 14

CHAPTER 15 - REPORTS AND FORMS ...... 15

CHAPTER 16 - ABNORMAL AND EMERGENCY...... 16 Index of References ...... ROI FLIGHT OPERATIONS MANUAL MTOC.2 MASTER TABLE OF CONTENTS ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL LEP.1 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

List of Effective PagesLIST OF EFFECTIVE PAGES * Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date

Safety Commitment Letter Preface SCL.1 A ...... 01-Apr-2021 PR.1 A ...... 01-Apr-2021 SCL.2 A ...... 01-Apr-2021 PR.2 A ...... 01-Apr-2021 PR.3 A ...... 01-Apr-2021 Master Table of Contents PR.4 A ...... 01-Apr-2021 MTOC.1 A ...... 01-Apr-2021 Chapter 1 TOC MTOC.2 A ...... 01-Apr-2021 1.1 A ...... 01-Apr-2021 List of Effective Pages 1.2 A ...... 01-Apr-2021 LEP.1 A ...... 01-Apr-2021 Chapter 1 LEP.2 A ...... 01-Apr-2021 LEP.3 A ...... 01-Apr-2021 1.1 A ...... 01-Apr-2021 LEP.4 A ...... 01-Apr-2021 1.2 A ...... 01-Apr-2021 LEP.5 A ...... 01-Apr-2021 1.3 A ...... 01-Apr-2021 LEP.6 A ...... 01-Apr-2021 1.4 A ...... 01-Apr-2021 LEP.7 A ...... 01-Apr-2021 1.5 A ...... 01-Apr-2021 LEP.8 A ...... 01-Apr-2021 1.6 A ...... 01-Apr-2021 LEP.9 A ...... 01-Apr-2021 1.7 A ...... 01-Apr-2021 LEP.10 A ...... 01-Apr-2021 1.8 A ...... 01-Apr-2021 Record of Revisions Chapter 2 TOC ROR.1 A ...... 01-Apr-2021 2.1 A ...... 01-Apr-2021 ROR.2 A ...... 01-Apr-2021 2.2 A ...... 01-Apr-2021 2.3 A ...... 01-Apr-2021 Record of Bulletins 2.4 A ...... 01-Apr-2021 ROB.1 A ...... 01-Apr-2021 Chapter 2 ROB.2 A ...... 01-Apr-2021 2.1 A ...... 01-Apr-2021 List of Forms 2.2 A ...... 01-Apr-2021 LOF.1 A ...... 01-Apr-2021 2.3 A ...... 01-Apr-2021 LOF.2 A ...... 01-Apr-2021 2.4 A ...... 01-Apr-2021 2.5 A ...... 01-Apr-2021 2.6 A ...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.2 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 2.7 A ...... 01-Apr-2021 2.40 A...... 01-Apr-2021 2.8 A ...... 01-Apr-2021 2.41 A...... 01-Apr-2021 2.9 A ...... 01-Apr-2021 2.42 A...... 01-Apr-2021 2.10 A ...... 01-Apr-2021 2.43 A...... 01-Apr-2021 2.11 A ...... 01-Apr-2021 2.44 A...... 01-Apr-2021 2.12 A ...... 01-Apr-2021 2.45 A...... 01-Apr-2021 2.13 A ...... 01-Apr-2021 2.46 A...... 01-Apr-2021 2.14 A ...... 01-Apr-2021 Chapter 3 TOC 2.15 A ...... 01-Apr-2021 2.16 A ...... 01-Apr-2021 3.1 A...... 01-Apr-2021 2.17 A ...... 01-Apr-2021 3.2 A...... 01-Apr-2021 2.18 A ...... 01-Apr-2021 Chapter 3 2.19 A ...... 01-Apr-2021 3.1 A...... 01-Apr-2021 2.20 A ...... 01-Apr-2021 3.2 A...... 01-Apr-2021 2.21 A ...... 01-Apr-2021 3.3 A...... 01-Apr-2021 2.22 A ...... 01-Apr-2021 3.4 A...... 01-Apr-2021 2.23 A ...... 01-Apr-2021 3.5 A...... 01-Apr-2021 2.24 A ...... 01-Apr-2021 3.6 A...... 01-Apr-2021 2.25 A ...... 01-Apr-2021 2.26 A ...... 01-Apr-2021 Chapter 4 TOC 2.27 A ...... 01-Apr-2021 4.1 A...... 01-Apr-2021 2.28 A ...... 01-Apr-2021 4.2 A...... 01-Apr-2021 2.29 A ...... 01-Apr-2021 Chapter 4 2.30 A ...... 01-Apr-2021 2.31 A ...... 01-Apr-2021 4.1 A...... 01-Apr-2021 2.32 A ...... 01-Apr-2021 4.2 A...... 01-Apr-2021 2.33 A ...... 01-Apr-2021 4.3 A...... 01-Apr-2021 2.34 A ...... 01-Apr-2021 4.4 A...... 01-Apr-2021 2.35 A ...... 01-Apr-2021 4.5 A...... 01-Apr-2021 2.36 A ...... 01-Apr-2021 4.6 A...... 01-Apr-2021 2.37 A ...... 01-Apr-2021 4.7 A...... 01-Apr-2021 2.38 A ...... 01-Apr-2021 4.8 A...... 01-Apr-2021 2.39 A ...... 01-Apr-2021 4.9 A...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.3 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 4.10 A...... 01-Apr-2021 5.11 A ...... 01-Apr-2021 4.11 A...... 01-Apr-2021 5.12 A ...... 01-Apr-2021 4.12 A...... 01-Apr-2021 5.13 A ...... 01-Apr-2021 4.13 A...... 01-Apr-2021 5.14 A ...... 01-Apr-2021 4.14 A...... 01-Apr-2021 5.15 A ...... 01-Apr-2021 4.15 A...... 01-Apr-2021 5.16 A ...... 01-Apr-2021 4.16 A...... 01-Apr-2021 5.17 A ...... 01-Apr-2021 4.17 A...... 01-Apr-2021 5.18 A ...... 01-Apr-2021 4.18 A...... 01-Apr-2021 5.19 A ...... 01-Apr-2021 4.19 A...... 01-Apr-2021 5.20 A ...... 01-Apr-2021 4.20 A...... 01-Apr-2021 5.21 A ...... 01-Apr-2021 4.21 A...... 01-Apr-2021 5.22 A ...... 01-Apr-2021 4.22 A...... 01-Apr-2021 5.23 A ...... 01-Apr-2021 4.23 A...... 01-Apr-2021 5.24 A ...... 01-Apr-2021 4.24 A...... 01-Apr-2021 5.25 A ...... 01-Apr-2021 4.25 A...... 01-Apr-2021 5.26 A ...... 01-Apr-2021 4.26 A...... 01-Apr-2021 5.27 A ...... 01-Apr-2021 4.27 A...... 01-Apr-2021 5.28 A ...... 01-Apr-2021 4.28 A...... 01-Apr-2021 5.29 A ...... 01-Apr-2021 Chapter 5 TOC 5.30 A ...... 01-Apr-2021 5.31 A ...... 01-Apr-2021 5.1 A...... 01-Apr-2021 5.32 A ...... 01-Apr-2021 5.2 A...... 01-Apr-2021 5.33 A ...... 01-Apr-2021 Chapter 5 5.34 A ...... 01-Apr-2021 5.1 A...... 01-Apr-2021 5.35 A ...... 01-Apr-2021 5.2 A...... 01-Apr-2021 5.36 A ...... 01-Apr-2021 5.3 A...... 01-Apr-2021 5.37 A ...... 01-Apr-2021 5.4 A...... 01-Apr-2021 5.38 A ...... 01-Apr-2021 5.5 A...... 01-Apr-2021 5.39 A ...... 01-Apr-2021 5.6 A...... 01-Apr-2021 5.40 A ...... 01-Apr-2021 5.7 A...... 01-Apr-2021 5.41 A ...... 01-Apr-2021 5.8 A...... 01-Apr-2021 5.42 A ...... 01-Apr-2021 5.9 A...... 01-Apr-2021 5.43 A ...... 01-Apr-2021 5.10 A...... 01-Apr-2021 5.44 A ...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.4 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 5.45 A ...... 01-Apr-2021 7.7 A...... 01-Apr-2021 5.46 A ...... 01-Apr-2021 7.8 A...... 01-Apr-2021 5.47 A ...... 01-Apr-2021 7.9 A...... 01-Apr-2021 5.48 A ...... 01-Apr-2021 7.10 A...... 01-Apr-2021 5.49 A ...... 01-Apr-2021 7.11 A...... 01-Apr-2021 5.50 A ...... 01-Apr-2021 7.12 A...... 01-Apr-2021 Chapter 6 TOC 7.13 A...... 01-Apr-2021 7.14 A...... 01-Apr-2021 6.1 A ...... 01-Apr-2021 7.15 A...... 01-Apr-2021 6.2 A ...... 01-Apr-2021 7.16 A...... 01-Apr-2021 Chapter 6 Chapter 8 TOC 6.1 A ...... 01-Apr-2021 8.1 A...... 01-Apr-2021 6.2 A ...... 01-Apr-2021 8.2 A...... 01-Apr-2021 6.3 A ...... 01-Apr-2021 6.4 A ...... 01-Apr-2021 Chapter 8 6.5 A ...... 01-Apr-2021 8.1 A...... 01-Apr-2021 6.6 A ...... 01-Apr-2021 8.2 A...... 01-Apr-2021 6.7 A ...... 01-Apr-2021 8.3 A...... 01-Apr-2021 6.8 A ...... 01-Apr-2021 8.4 A...... 01-Apr-2021 6.9 A ...... 01-Apr-2021 8.5 A...... 01-Apr-2021 6.10 A ...... 01-Apr-2021 8.6 A...... 01-Apr-2021 Chapter 7 TOC 8.7 A...... 01-Apr-2021 8.8 A...... 01-Apr-2021 7.1 A ...... 01-Apr-2021 8.9 A...... 01-Apr-2021 7.2 A ...... 01-Apr-2021 8.10 A...... 01-Apr-2021 Chapter 7 8.11 A...... 01-Apr-2021 7.1 A ...... 01-Apr-2021 8.12 A...... 01-Apr-2021 7.2 A ...... 01-Apr-2021 8.13 A...... 01-Apr-2021 7.3 A ...... 01-Apr-2021 8.14 A...... 01-Apr-2021 7.4 A ...... 01-Apr-2021 8.15 A...... 01-Apr-2021 7.5 A ...... 01-Apr-2021 8.16 A...... 01-Apr-2021 7.6 A ...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.5 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date

Chapter 9 TOC 9.29 A ...... 01-Apr-2021 9.30 A ...... 01-Apr-2021 9.1 A...... 01-Apr-2021 9.31 A ...... 01-Apr-2021 9.2 A...... 01-Apr-2021 9.32 A ...... 01-Apr-2021 Chapter 9 Chapter 10 TOC 9.1 A...... 01-Apr-2021 10.1 A ...... 01-Apr-2021 9.2 A...... 01-Apr-2021 10.2 A ...... 01-Apr-2021 9.3 A...... 01-Apr-2021 9.4 A...... 01-Apr-2021 Chapter 10 9.5 A...... 01-Apr-2021 10.1 A ...... 01-Apr-2021 9.6 A...... 01-Apr-2021 10.2 A ...... 01-Apr-2021 9.7 A...... 01-Apr-2021 10.3 A ...... 01-Apr-2021 9.8 A...... 01-Apr-2021 10.4 A ...... 01-Apr-2021 9.9 A...... 01-Apr-2021 10.5 A ...... 01-Apr-2021 9.10 A...... 01-Apr-2021 10.6 A ...... 01-Apr-2021 9.11 A...... 01-Apr-2021 10.7 A ...... 01-Apr-2021 9.12 A...... 01-Apr-2021 10.8 A ...... 01-Apr-2021 9.13 A...... 01-Apr-2021 10.9 A ...... 01-Apr-2021 9.14 A...... 01-Apr-2021 10.10 A ...... 01-Apr-2021 9.15 A...... 01-Apr-2021 10.11 A ...... 01-Apr-2021 9.16 A...... 01-Apr-2021 10.12 A ...... 01-Apr-2021 9.17 A...... 01-Apr-2021 10.13 A ...... 01-Apr-2021 9.18 A...... 01-Apr-2021 10.14 A ...... 01-Apr-2021 9.19 A...... 01-Apr-2021 10.15 A ...... 01-Apr-2021 9.20 A...... 01-Apr-2021 10.16 A ...... 01-Apr-2021 9.21 A...... 01-Apr-2021 10.17 A ...... 01-Apr-2021 9.22 A...... 01-Apr-2021 10.18 A ...... 01-Apr-2021 9.23 A...... 01-Apr-2021 10.19 A ...... 01-Apr-2021 9.24 A...... 01-Apr-2021 10.20 A ...... 01-Apr-2021 9.25 A...... 01-Apr-2021 10.21 A ...... 01-Apr-2021 9.26 A...... 01-Apr-2021 10.22 A ...... 01-Apr-2021 9.27 A...... 01-Apr-2021 10.23 A ...... 01-Apr-2021 9.28 A...... 01-Apr-2021 10.24 A ...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.6 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 10.25 A ...... 01-Apr-2021 11.20 A...... 01-Apr-2021 10.26 A ...... 01-Apr-2021 11.21 A...... 01-Apr-2021 10.27 A ...... 01-Apr-2021 11.22 A...... 01-Apr-2021 10.28 A ...... 01-Apr-2021 11.23 A...... 01-Apr-2021 10.29 A ...... 01-Apr-2021 11.24 A...... 01-Apr-2021 10.30 A ...... 01-Apr-2021 11.25 A...... 01-Apr-2021 Chapter 11 TOC 11.26 A...... 01-Apr-2021 11.27 A...... 01-Apr-2021 11.1 A ...... 01-Apr-2021 11.28 A...... 01-Apr-2021 11.2 A ...... 01-Apr-2021 11.29 A...... 01-Apr-2021 11.3 A ...... 01-Apr-2021 11.30 A...... 01-Apr-2021 11.4 A ...... 01-Apr-2021 11.31 A...... 01-Apr-2021 Chapter 11 11.32 A...... 01-Apr-2021 11.1 A ...... 01-Apr-2021 11.33 A...... 01-Apr-2021 11.2 A ...... 01-Apr-2021 11.34 A...... 01-Apr-2021 11.3 A ...... 01-Apr-2021 11.35 A...... 01-Apr-2021 11.4 A ...... 01-Apr-2021 11.36 A...... 01-Apr-2021 11.5 A ...... 01-Apr-2021 11.37 A...... 01-Apr-2021 11.6 A ...... 01-Apr-2021 11.38 A...... 01-Apr-2021 11.7 A ...... 01-Apr-2021 11.39 A...... 01-Apr-2021 11.8 A ...... 01-Apr-2021 11.40 A...... 01-Apr-2021 11.9 A ...... 01-Apr-2021 11.41 A...... 01-Apr-2021 11.10 A ...... 01-Apr-2021 11.42 A...... 01-Apr-2021 11.11 A ...... 01-Apr-2021 11.43 A...... 01-Apr-2021 11.12 A ...... 01-Apr-2021 11.44 A...... 01-Apr-2021 11.13 A ...... 01-Apr-2021 11.45 A...... 01-Apr-2021 11.14 A ...... 01-Apr-2021 11.46 A...... 01-Apr-2021 11.15 A ...... 01-Apr-2021 11.47 A...... 01-Apr-2021 11.16 A ...... 01-Apr-2021 11.48 A...... 01-Apr-2021 11.17 A ...... 01-Apr-2021 11.49 A...... 01-Apr-2021 11.18 A ...... 01-Apr-2021 11.50 A...... 01-Apr-2021 11.19 A ...... 01-Apr-2021 11.51 A...... 01-Apr-2021 11.52 A...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.7 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 11.53 A...... 01-Apr-2021 Chapter 12 11.54 A...... 01-Apr-2021 11.55 A...... 01-Apr-2021 12.1 A ...... 01-Apr-2021 11.56 A...... 01-Apr-2021 12.2 A ...... 01-Apr-2021 11.57 A...... 01-Apr-2021 12.3 A ...... 01-Apr-2021 11.58 A...... 01-Apr-2021 12.4 A ...... 01-Apr-2021 11.59 A...... 01-Apr-2021 12.5 A ...... 01-Apr-2021 11.60 A...... 01-Apr-2021 12.6 A ...... 01-Apr-2021 11.61 A...... 01-Apr-2021 12.7 A ...... 01-Apr-2021 11.62 A...... 01-Apr-2021 12.8 A ...... 01-Apr-2021 11.63 A...... 01-Apr-2021 12.9 A ...... 01-Apr-2021 11.64 A...... 01-Apr-2021 12.10 A ...... 01-Apr-2021 11.65 A...... 01-Apr-2021 12.11 A ...... 01-Apr-2021 11.66 A...... 01-Apr-2021 12.12 A ...... 01-Apr-2021 11.67 A...... 01-Apr-2021 12.13 A ...... 01-Apr-2021 11.68 A...... 01-Apr-2021 12.14 A ...... 01-Apr-2021 11.69 A...... 01-Apr-2021 12.15 A ...... 01-Apr-2021 11.70 A...... 01-Apr-2021 12.16 A ...... 01-Apr-2021 11.71 A...... 01-Apr-2021 12.17 A ...... 01-Apr-2021 11.72 A...... 01-Apr-2021 12.18 A ...... 01-Apr-2021 11.73 A...... 01-Apr-2021 12.19 A ...... 01-Apr-2021 11.74 A...... 01-Apr-2021 12.20 A ...... 01-Apr-2021 11.75 A...... 01-Apr-2021 12.21 A ...... 01-Apr-2021 11.76 A...... 01-Apr-2021 12.22 A ...... 01-Apr-2021 11.77 A...... 01-Apr-2021 12.23 A ...... 01-Apr-2021 11.78 A...... 01-Apr-2021 12.24 A ...... 01-Apr-2021 11.79 A...... 01-Apr-2021 12.25 A ...... 01-Apr-2021 11.80 A...... 01-Apr-2021 12.26 A ...... 01-Apr-2021 11.81 A...... 01-Apr-2021 12.27 A ...... 01-Apr-2021 11.82 A...... 01-Apr-2021 12.28 A ...... 01-Apr-2021 12.29 A ...... 01-Apr-2021 Chapter 12 TOC 12.30 A ...... 01-Apr-2021 12.1 A...... 01-Apr-2021 12.31 A ...... 01-Apr-2021 12.2 A...... 01-Apr-2021 12.32 A ...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.8 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 12.33 A ...... 01-Apr-2021 13.21 A...... 01-Apr-2021 12.34 A ...... 01-Apr-2021 13.22 A...... 01-Apr-2021 12.35 A ...... 01-Apr-2021 13.23 A...... 01-Apr-2021 12.36 A ...... 01-Apr-2021 13.24 A...... 01-Apr-2021 12.37 A ...... 01-Apr-2021 13.25 A...... 01-Apr-2021 12.38 A ...... 01-Apr-2021 13.26 A...... 01-Apr-2021 Chapter 13 TOC Chapter 14 TOC 13.1 A ...... 01-Apr-2021 14.1 A...... 01-Apr-2021 13.2 A ...... 01-Apr-2021 14.2 A...... 01-Apr-2021 Chapter 13 Chapter 14 13.1 A ...... 01-Apr-2021 14.1 A...... 01-Apr-2021 13.2 A ...... 01-Apr-2021 14.2 A...... 01-Apr-2021 13.3 A ...... 01-Apr-2021 14.3 A...... 01-Apr-2021 13.4 A ...... 01-Apr-2021 14.4 A...... 01-Apr-2021 13.5 A ...... 01-Apr-2021 14.5 A...... 01-Apr-2021 13.6 A ...... 01-Apr-2021 14.6 A...... 01-Apr-2021 13.7 A ...... 01-Apr-2021 14.7 A...... 01-Apr-2021 13.8 A ...... 01-Apr-2021 14.8 A...... 01-Apr-2021 13.9 A ...... 01-Apr-2021 Chapter 15 TOC 13.10 A ...... 01-Apr-2021 13.11 A ...... 01-Apr-2021 15.1 A...... 01-Apr-2021 13.12 A ...... 01-Apr-2021 15.2 A...... 01-Apr-2021 13.13 A ...... 01-Apr-2021 Chapter 15 13.14 A ...... 01-Apr-2021 15.1 A...... 01-Apr-2021 13.15 A ...... 01-Apr-2021 15.2 A...... 01-Apr-2021 13.16 A ...... 01-Apr-2021 15.3 A...... 01-Apr-2021 13.17 A ...... 01-Apr-2021 15.4 A...... 01-Apr-2021 13.18 A ...... 01-Apr-2021 15.5 A...... 01-Apr-2021 13.19 A ...... 01-Apr-2021 15.6 A...... 01-Apr-2021 13.20 A ...... 01-Apr-2021 15.7 A...... 01-Apr-2021 15.8 A...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.9 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

* Asterisk shows pages revised, deleted, or added by current revision. Page Rev Date Page Rev Date 15.9 A...... 01-Apr-2021 16.16 A ...... 01-Apr-2021 15.10 A...... 01-Apr-2021 16.17 A ...... 01-Apr-2021 15.11 A...... 01-Apr-2021 16.18 A ...... 01-Apr-2021 15.12 A...... 01-Apr-2021 16.19 A ...... 01-Apr-2021 15.13 A...... 01-Apr-2021 16.20 A ...... 01-Apr-2021 15.14 A...... 01-Apr-2021 16.21 A ...... 01-Apr-2021 15.15 A...... 01-Apr-2021 16.22 A ...... 01-Apr-2021 15.16 A...... 01-Apr-2021 16.23 A ...... 01-Apr-2021 15.17 A...... 01-Apr-2021 16.24 A ...... 01-Apr-2021 15.18 A...... 01-Apr-2021 Appendix A 15.19 A...... 01-Apr-2021 A.1 A ...... 01-Apr-2021 15.20 A...... 01-Apr-2021 A.2 A ...... 01-Apr-2021 15.21 A...... 01-Apr-2021 A.3 A ...... 01-Apr-2021 15.22 A...... 01-Apr-2021 A.4 A ...... 01-Apr-2021 Chapter 16 TOC A.5 A ...... 01-Apr-2021 16.1 A...... 01-Apr-2021 A.6 A ...... 01-Apr-2021 16.2 A...... 01-Apr-2021 A.7 A ...... 01-Apr-2021 Chapter 16 A.8 A ...... 01-Apr-2021 A.9 A ...... 01-Apr-2021 16.1 A...... 01-Apr-2021 A.10 A ...... 01-Apr-2021 16.2 A...... 01-Apr-2021 Index of References 16.3 A...... 01-Apr-2021 16.4 A...... 01-Apr-2021 ROI.1 A ...... 01-Apr-2021 16.5 A...... 01-Apr-2021 ROI.2 A ...... 01-Apr-2021 16.6 A...... 01-Apr-2021 ROI.3 A ...... 01-Apr-2021 16.7 A...... 01-Apr-2021 ROI.4 A ...... 01-Apr-2021 16.8 A...... 01-Apr-2021 ROI.5 A ...... 01-Apr-2021 16.9 A...... 01-Apr-2021 ROI.6 A ...... 01-Apr-2021 16.10 A...... 01-Apr-2021 ROI.7 A ...... 01-Apr-2021 16.11 A...... 01-Apr-2021 ROI.8 A ...... 01-Apr-2021 16.12 A...... 01-Apr-2021 16.13 A...... 01-Apr-2021 16.14 A...... 01-Apr-2021 16.15 A...... 01-Apr-2021

PUT IN LATEST REVISED PAGES; DISCARD SUPERSEDED OR DELETED PAGES. FLIGHT OPERATIONS MANUAL LEP.10 LIST OF EFFECTIVE PAGES ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL ROR.1 RECORD OF REVISIONS ARevision: A avatar airlines 01-Apr-2021

Record of RevsonsRECORD OF REVISIONS

As revisions are received and inserted into this manual, complete the boxes below. Specify the date the revision is inserted in the manual, and enter the name of the person updating the manual. Manual holders can confirm revision status against the electronic version of this manual by logging into the Company Website (cms.avatarairlines.com), or by contacting the Manager of Technical Publications [email protected].

REV DATE INSERTED BY REV DATE INSERTED BY NBR INSERTED (PRINT NAME) NBR INSERTED (PRINT NAME)

11

23

45 67

89

10 11 12 13

14 15

16 17 18 19

20 21

22 23 24 25

26 27

28 29 30 31

32 33

34 35

36 37

38 39

40 41

42 43 FLIGHT OPERATIONS MANUAL ROR.2 RECORD OF REVISIONS ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL ROB.1 RECORD OF BULLETINS ARevision: A avatar airlines 01-Apr-2021

Record of BulletinsRECORD OF BULLETINS

Bulletins are issued to augment the information that is contained within this manual. They contain time critical information and are issued to provide new information or to clarify, standardize, or modify existing procedures or policies. Compliance with bulletins is mandatory. Bulletins may be in effect for up to six months, or other period as specified in a bulletin. Bulletins may or may not be extended. Bulletins may or may not be converted into subsequent revisions. As Bulletins are received and inserted into this manual, complete the boxes below. Specify the bulletin number, date the bulletin is added to the manual, name of the person entering the bulletin, and date bulletin is removed. To maintain an accurate history of bulletins, keep this sheet in this manual. Manual holders can confirm revision status against the electronic version of this manual by logging into the Company Website (cms.avatarairlines.com), or by contacting the Manager of Technical Publications ([email protected]).

BUL DATE INSERTED BY B U L PA G E DATE NBR INSERTED (PRINT NAME) LOCATION REMOVED FLIGHT OPERATIONS MANUAL ROB.2 RECORD OF BULLETINS ARevision: A avatar airlines 01-Apr-2021

Record of Bulletins (Cont)

BUL DATE INSERTED BY B U L PA G E DATE NBR INSERTED (PRINT NAME) LOCATION REMOVED FLIGHT OPERATIONS MANUAL LOF.1 LIST OF FORMS ARevision: A avatar airlines 01-Apr-2021

List of FormsLIST OF FORMS

Form access is available on Avatar Airlines website at: cms.avatarairlines.com

Aircraft Maintenance Log (Form OMC-100) ...... 4.4 Special Flight Permit (OMC-800) ...... 13.17 Irregularity Report Form OMX-109 ...... 15.5 Injury/Damage/Accident/Incident Report (Form OFE-500) .... 15.15 FLIGHT OPERATIONS MANUAL LOF.2 LIST OF FORMS ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL PR.1 PREFACE ARevision: A avatar airlines 01-Apr-2021

PREFACE Preface

1 MANUAL COMPLIANCE

Avatar Airlines (the “Company”, “Company’s, “Avatar”) Flight Operations Manual (FOM) has been prepared in accordance with, and in reference to, 14 CFR 119.65(e)(2), 121.133(a), 121.135(a)(1), 121.135(a)(2), 121.135(a)(3), 121.135(a)(4), 121.135(b)(1), 121.135(b)(2), 121.135(b)(3), 121.135(b)(4), 121.135(b)(6), 121.135(b)(13), 121.135(b)(14), 121.135(b)(22), 121.135(b)(25)(i), 121.135(b)(26), 121.135(c) and will include other information or instructions as necessary relating to Flight Operations It should be noted that additional CFRs are referenced throughout this manual to satisfy the primary regulatory requirements, including applicable interfacing with Avatar Airlines policies and procedures. Although the goal of Avatar Airlines is to define specific policies and procedures within a certain Chapter or Section of our Manual, it should be understood that there may be other Chapters, Sections and/or manuals that interface with a specific policy or procedure that need to be referenced to ensure the regulatory requirements are satisfied. Avatar Airlines will conduct all operations as a direct carrier, only in common carriage per 14 CFR 119.5(g), 119.5(h). Avatar Airlines will only use the business names that appear in its Operations Specifications. 14 CFR 119.9(a)(2), OpSpec A001 Avatar Airlines Principal Base of Operations Avatar Airlines, Inc. 20283 State Road 7, Suite 400, Boca Raton, FL 33498. Avatar Airlines will maintain at least one complete copy of this manual at its principle base of operations. The FOM details Avatar Airlinespolicy and procedures and the applicable regulatory requirements for the flight safety of Company aircraft, crew and passengers.

The FOM has been prepared for the use of Company personnel in the performance of their duties. 14 CFR 121.133(a), 121.135(a)(1) Revisions to the FOM will be issued in a timely manner to ensure all information therein is current and correct. Communication with respect to this Flight Operations Manual should be e-mailed to: Operations Control [email protected]

2 ORGANIZATION

2.1 Organizational Structure 14 CFR 121.365(a), 121.365(b), 121.369(a) Position titles are assigned to divisions, which are the departments where their primary duties and responsibilities are performed. Coordination and cooperation between all departments is required in order for the organization to operate in an effective and efficient manner. Actual duties and responsibilities can sometime cross these departmental boundaries. FLIGHT OPERATIONS MANUAL PR.2 PREFACE ARevision: A avatar airlines 01-Apr-2021

For further detail refer to COM Chapter 1 - Organization

2.2 Position Descriptions 14 CFR 119.65, 119.67, 121.133(a), 121.135(b)(2) The Position Descriptions are intended to define the qualifications, duties and responsibilities for each job title providing an understanding for the individual as well as for others. They will not cover every specific duty but generally outline the objective of the individual and their place within the organization. Individuals are responsible to perform all duties as defined throughout Avatar Airlines Manual System as they apply to their particular position. For further detail refer to COM Chapter 2 - Position Descriptions

3 DOCUMENTATION In accordance with regulation, Avatar Airlines maintains a Technical Documentation management system that controls both Company generated publications, and other controlled documents such as manufacturer manuals, government publications, drawings, etc. The system controls the approval, publication, distribution, revision and any associated processes to assure current and accurate information availability to the persons who need it. The system is detailed in Company Manual System (CMS). Avatar Airlines manuals as a collective group define an interrelated system of policies and procedures. So information required by any one individual may be found in various individual manuals.

3.1 Document Revisions

Manual revisions may be required due to regulatory changes, self-disclosures, technology changes, operational changes, organizational changes, or any of a multitude of factors. It is important that during the revision process all of the requirements of the Publication Procedures Manual (PPM) are followed to assure a coordinated outcome compliant with regulation and the Operations Specifications, that there are no unintended consequences, and that any interfaces are addressed. For further detail refer to PPM Chapter 5 - Document Revision

3.2 Document Distribution 14 CFR 121.133(a), 121.133(b) The Technical Publications department maintains a master copy of all company, aircraft, engine, manufacturer, and other manuals necessary to support the airline operation. All manuals are published in the English language. The system that controls the distribution, of controlled documentation is referred to as Company Manual System (CMS). It includes a database and tracking system to know the current approved manual holders; those provided sign-on and password electronic access; copies of the current manuals and all previously approved versions; the documentation supporting revisions to the manuals; a system to track revision distribution; and the Technical Publications web page. Avatar Airlines Web page is the preferred source of current publications as update is easily accomplished and there is no delay as In the case of hard copy distribution. For further detail refer to PPM Chapter 6 – Document Distribution For access to Company Manual website go to: cms.avatarairlines.com FLIGHT OPERATIONS MANUAL PR.3 PREFACE ARevision: A avatar airlines 01-Apr-2021

4FORMS Forms are effective in controlling a process, gathering information, documenting a record, or providing instruction. Avatar Airlines maintains forms on a company website with both active (fill in on line) and inactive copy's. Forms are accessed by department and are separated by active and inactive. A master list will show all of the forms available. For access to Forms go to: cms.avatarairlines.com 5 DEFINITIONS & ACRONYMS 14 CFR 1.1, 1.2 A comprehensive list of the most widely used Definitions or Acronyms used in Company Manual System (CMS) is located at: FLIGHT OPERATIONS MANUAL PR.4 PREFACE ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 1.1 CHAPTER 1 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 1 TOC Chapter 1 TOC

CHAPTER 1 - INTRODUCTION...... 1.1 1. Introduction ...... 1.1 1.1 Company Commitment to Safety and Security ...... 1.1 1.2 Principles ...... 1.2 1.3 Intent and Scope ...... 1.3 1.4 Compliance with Code of Federal Regulations (CFRs) ...... 1.3 1.5 Company Crew Resource Management (CRM) Statement ...... 1.3 1.6 Common Language ...... 1.4 1.7 Manual Requirements ...... 1.5 1.8 Flight Operations Manual ...... 1.5 1.9 Definitions ...... 1.5 1.10 Terms ...... 1.6 1.11 Use of Operations Specifications ...... 1.7 1.12 Certificate of Operations ...... 1.7 FLIGHT OPERATIONS MANUAL 1.2 CHAPTER 1 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 1.1 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

Chapter 1CHAPTER 1 - INTRODUCTION

1 INTRODUCTION

1.1 Company Commitment to Safety and Security

For all of us at Avatar Airlines our first - and top - priority is the safety and security of our co-workers and customers. We strive to be the world leader in safety and recognize running a safe operation is the key to our success. To reach this goal, we rely on our safety management system (SMS) and the sound judgment and experience of our employees. Safety must be the first and foremost consideration in every decision and in every facet of our company. We are committed to a culture of safety, security, and quality as fundamental priorities. We will meet this commitment by ensuring sufficient resources are available to develop, implement, maintain, and continually improve our level of safety through our safety management system and strategies and processes aimed at achieving the highest level of safety performance. Safety and Security are core values of our airline. For that reason: • Avatar Airlines is committed to the management of safety risk. • Avatar Airlines complies with all applicable regulatory requirements and standards. • Avatar Airlines encourages employees to use its Aviation Safety Action Programs (ASAP) and to call Avatar Airlines Hotline to report safety concerns. No disciplinary or punitive action will be taken against a reporter or other individuals for errors unless they involve criminal activity, substance abuse, reckless behavior, willful disregard of regulations or procedures, or knowingly providing false information. • Avatar Airlines establishes clear standards for acceptable operational behavior for all employees. • Avatar Airlines provides management guidance for setting and reviewing safety objectives. • Avatar Airlines Safety Policy will be documented. • Avatar Airlines Safety Policy will be communicated with visible management endorsement to all employees and responsible parties. • Avatar Airlines will review this Safety Policy periodically to ensure it remains relevant and appropriate. • The President and CEO has made the following assignments regarding the accountability and responsibilities of management and employees with respect to safety performance: • The President and CEO, Senior VP’s and VP’s are accountable for the overall safety performance of his or her department and employees. • Each Director is responsible for providing policies, procedures, and training to prevent accidents and injuries and for ensuring responsiveness to employee issues. • Each manager is accountable for delivering safety and compliance performance. FLIGHT OPERATIONS MANUAL 1.2 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

• Each employee group must help identify, define, and promote safe operating practices. • Each employee is responsible for complying with all safety policies and procedures to ensure his or her safety, and the safety of coworkers and our customers. Each employee will immediately and accurately report safety issues to his or her supervisor. The Safety Department’s role is to assist all employees in preventing accidents, injuries, and unlawful interference with airline operations. In supporting these responsibilities, the Safety Department is dedicated to facilitating Avatar Airlines Safety Management System using system safety principles and quality measurement processes. The Safety Department reports the results of its independent safety performance assessment, and any need for improvement to the President and CEO on a regular basis.

1.2 Principles

Avatar Airlines has established the reputation of delivering to its customers a quality product; a comfortable flight in well-maintained equipment, with courteous, cheerful and efficient treatment by all personnel. This reputation has resulted from the guiding principles of our companies, which include: 1) Integrity: To say what we mean, to deliver what we promise and to stand for what is right. 2) Responsibility: To accept responsibility for our actions and to repose a high level of responsibility in our employees. 3) Professionalism: To be safe, knowledgeable, proficient and skillful. To conduct oneself in a manner which promotes excellence, sound decision making and strong guiding principles. Continually attempts to improve his knowledge base and technical proficiency. 4) Vigor: To approach problems with a youthful, enthusiastic and fresh point of view, and to get things done instead of looking for reasons they cannot be done. 5) Desire for Business: To demonstrate that we want our customer's trade by going after it aggressively, and serving our customers cheerfully and thoughtfully. 6) Excellence: To be satisfied with no performance short of the best. 7) Efficiency: To attain our goals in the most efficient way. 8) Innovation: To be receptive to new ideas if they represent better ways of doing things. 9) Citizenship: To do our share in making the communities we serve, and the nation of which we are a part, a better place to live. FLIGHT OPERATIONS MANUAL 1.3 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

10) Style: To reflect in our manner and appearance the elements which comprise the character of Avatar Airlines.

NOTE These principles provide a general guideline for the conduct of all company personnel, at every level of the organization. In addition, we have more detailed rules and regulations. Some important ones have been listed on the following page. Your supervisors are acquainted with the policies of Avatar Airlines and with its rules and regulations. When in doubt, consult with them. Their purpose, as a Supervisor, is to aid you in your work.

1.3 Intent and Scope

“Aviation in itself is not inherently dangerous but, to an even greater extent than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.” In recognition of its significance, Safety is the primary consideration of the Flight Department. More specifically, the three precepts upon which we plan and conduct each flight are: • First – Safety • Second – Passenger comfort and convenience • Third – On-time departure and arrival

1.4 Compliance with Code of Federal Regulations (CFRs)

Avatar Airlines crew members shall comply with all applicable CFRs or as defined in Avatar Airlines manuals at all times.

NOTE This does not restrict the Captain’s authority in an emergency, to deviate from any regulation to the extent required to meet that emergency.

1.5 Company Crew Resource Management (CRM) Statement 1) It is Avatar Airlines’s philosophy that all crew members, including flight, cabin, dispatch and management personnel, will at all times, exercise good CRM skills in order to enhance overall safety. These skills shall include but are not limited to: • Effective Communication • Situational Awareness • Teamwork • Judgment (and adherence to SOP in the use of automation) • Crew Coordination in emergency and abnormal situations 2) To accomplish this, the flight crew must efficiently manage each flight operation. The safe operation of Company aircraft is too complex for one person and requires the flight crew to work as a team. Each crew member should be used to accomplish the tasks of giving the passenger a safe flight and Avatar Airlines an economical operation. FLIGHT OPERATIONS MANUAL 1.4 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

3) In addition to his skills as a pilot, the Captain’s duties require skills in communication, leadership, planning and problem solving. In communication, the Captains must ensure that the strict usage of Checklists is complied with in all operations, clearances are understood, and each crew member is kept informed of the other’s actions and desires. The Captain must show by action and words that any comments, suggestions or questions of the other crew members are desired. However, the final decision is his responsibility.

NOTE Although it is both pilots responsibility and duty to comply with Checklist Procedures, it is the Captain’s ultimate responsibility to assure Checklists are being used. Non-Compliance with proper Checklist usage has proven to have a negative impact on safety.

4) Leadership requires the Captain to set priorities for the accomplishment of the tasks. He must delegate to others and not try to do the whole job, to ensure that no one person is overloaded during a critical phase of flight, or that some task is overlooked. He must also see that the crew does not get so involved in a minor task it neglects the important ones. 1) Planning and problem solving covers all phases of the flight, which include flight planning, weather and other contingencies to unsafe situations throughout the flight. In an emergency, as well as all other times, the Captain must designate which person will fly the aircraft and that designee must devote their efforts solely to that purpose. The accomplishment of a checklist must not interfere with or take the attention of the Pilot-Flying. The remaining crew members can be used for problem solving. The Captain has available many resources for assistance when needed: the crew, ATC, manuals, Dispatch and many others. It is in the management of all these resources that the Captain focuses the efforts of all the employees of Avatar Airlines, for the destiny of our company lies in our flight operations. 5) Avatar Airlines recognizes fatigue and the serious consequences of its effects on crew performance. It is the responsibility of every crew member in fulfillment of their role and responsibility to the overall safety to self-determine their ability to operate safely and to remove themselves from duty if fatigue becomes a factor. It is also the responsibility of every crew member to prevent fatigue from becoming a factor and to properly utilize their scheduled rest prior to or during their assigned duty periods.

1.6 Common Language

Avatar Airlines has designated English as the common language for use by all flight crew members for communication 1) On the flight deck during line operations 2) Between flight crew and cabin crew during line operations 3) During flight crew training and evaluation activities. FLIGHT OPERATIONS MANUAL 1.5 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

1.7 Manual Requirements 14 CFR 121.133, 121.135, 121.137, 121.139, 121.141 Manual requirements are for the guidance of Air Carrier Flight and Ground Operations personnel, to be able to conduct their duties and responsibilities to a high degree of safety. The manuals listed below are developed and maintained by Avatar Airlines as its contribution toward that total manual requirement. 1) Flight Operations Manual – (FOM) - (General Operations Manual) 2) Jeppesen Manual – (Jeppesen Manual and Company Tailored Pages) 3) Aircraft Operating Manual Volumes 1 and 2 (AOM Volumes 1, 2) Aircraft Operating Manual, Systems Manual, Performance Manual 4) Flight Attendant Manual (FAM) 5) Approved Training Manual (ATM) 6) Ground Operating Manual (GOM) 7) General Maintenance Manual (GMM) 8) Minimum Equipment List/Configuration Deviation List (MEL/CDL) 9) FMS Unilink Operating Manual Table 1.1 Flight Operations Manual Structure

AOM Aystem Flight Operations JAM Manual Volume 1 Volume 2 General Operations (Jeppesens and Procedures Systems Company Descriptions Tailored Pages)

1.8 Flight Operations Manual

The following list of manuals interfaced with the Flight Operations Manual: • AOM Volume 1 and 2 • Jeppesen Airway Manual (JAM) • Flight Attendant Manual (FAM) • Ground Operating Manual (GOM) • General Maintenance Manual (GMM) • Operations Control Manual (OCM)

1.9 Definitions 1) “Crewmen” or “Crewman” are considered to be without gender and are used with reference to both male and female crew members. 2) “He” or “She” pertains to both genders. 3) “Shall” is used in an imperative sense. 4) “May” is used in a permissive sense to do the act prescribed and the words...“no person may...” or “a person may not...” means that no person is required, authorized, or permitted to do the act prescribed. FLIGHT OPERATIONS MANUAL 1.6 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

5) “Includes” means “includes but is not limited to...” 6) “Station Manager” or “General Manager” are both references to the Station General Manager. 7) “Dispatcher” in the context of this manual, for 14 CFR 121 operations, means the individual(s) at OCC are responsible for dispatching company aircraft. 8) “Reserve Pilot” is a pilot not at the airport who has been assigned a reserve availability period. During the “RAP” he is subject to be called to work and report within a specific time frame. 9) “Ready Reserve or Stand-by Pilot” is a pilot who is at the airport for a specific amount of time, during which he is subject to be called to work in immediate need situations.

1.10 Terms

The following is a glossary of terms found in this manual: Blanket Release – A release from Dispatch that covers more than one segment per flight. Certificate Holder, Company – These terms are synonymous, and when used, mean the certificate holder identified on the Title Page of this manual. Common Traffic Advisory Frequency – (CTAF) A designated frequency for the use as airport advisory while operating in the vicinity of an airport that does not have a control tower in operation. CTAF is identified in the frequency box of the airport approach plate.

Fueling Through – Term used to indicate a flight has been fueled beyond its first airport of arrival. Operational Control – Term used to describe the control of all Flight Department functions. Positive Contact – Term used to describe verbal communication between the pilot and the responsible party (i.e., Crew Scheduler, Dispatcher, etc.) Positive Threat – Any warning or threat of possible sabotage or harm against Company personnel, passengers, facilities or equipment which includes: • Mention of a specific flight number, or “this airplane...” • The statement indicates the intent of the action, (i.e. political statements which must be evaluated using available information of current political climate), or • The threat includes technical data regarding the sabotage device, its operations or location on the aircraft. Pilot Monitoring (PM) – Studies of crew performance, accident data, and pilots' own experiences all point to the vital role of the non-flying pilot as a monitor who is actively engaged in all phases of the flight. It is increasingly acknowledged that it makes better sense to characterize pilots by what they are doing rather than by what they are not doing. Provisional or Alternate Airport – An airport into which Avatar Airlines is authorized to operate when the regular airport normally serving the area is not usable. FLIGHT OPERATIONS MANUAL 1.7 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

Refueling Airport – An airport into which Avatar Airlines is authorized to operate for refueling purposes only. Regular Airport – An airport into which Avatar Airlines is authorized to operate on schedule.

1.11 Use of Operations Specifications 1) Each certificate holder shall keep each of its employees informed of the provisions of its operations specifications that apply to the employee's duties and responsibilities. 2) Each certificate holder shall maintain a complete and separate set of its operations specifications. In addition, each certificate holder shall insert pertinent excerpts of its operations specifications, or reference thereto, in its manual in such a manner that they retain their identity as operations specifications (Appendix A). Compliance with Operations Specifications is mandatory.

1.12 Certificate of Operations 1) The original Certificate of Operation will be displayed within Avatar Airlines's Principal Operations base. 2) Avatar Airlines shall make its Certificate of Operation and Operations Specifications available for inspection by the Administrator at Avatar Airlines Principal Operations base. FLIGHT OPERATIONS MANUAL 1.8 CHAPTER 1 - INTRODUCTION ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 2.1 CHAPTER 2 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 2 TOC Chapter 2 TOC

CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ...... 2.1 1. RESPONSIBILITY AND AUTHORITY ...... 2.1 1.1 Safety Mission Statement...... 2.1 1.2 Responsibility and Authority of the Pilot-in-Command...... 2.1 1.3 Duration of Command ...... 2.2 1.4 Flight Crew Reporting and Release...... 2.2 1.5 Crewmember E-mail...... 2.3 1.6 ACARS ...... 2.3 1.7 Joint Responsibility for Operations – Captains and Dispatchers... 2.3 1.8 Captain’s Authority – Deferral...... 2.4 1.9 First Officer Responsibility...... 2.4 1.10 Captain and Dispatcher Agreement...... 2.4 1.11 Early Departure ...... 2.5 1.12 Safety Awareness – OCC...... 2.5 1.13 Safety Awareness – Crew ...... 2.5 2. CERTIFICATES ...... 2.6 2.1 Qualifications – Personnel...... 2.6 2.2 Crewman Certificates ...... 2.6 2.3 Department of Homeland Security, Flight Training for Aliens and Other Designated Individuals...... 2.7 2.4 Passports...... 2.8 2.5 ATP Written Examination...... 2.8 2.6 Inspection of Certificates ...... 2.9 2.7 Crewmember Progress Reports ...... 2.9 2.8 Restricted Radiotelephone Operator Permit...... 2.9 2.9 Lost Airman/Medical Certificates ...... 2.9 2.10 Replacement Airman or Medical Certificate ...... 2.11 2.11 Lost Company Identification ...... 2.11 2.12 Change of Address...... 2.11 2.13 Suspension or Revocation of Airman's Certificates...... 2.12 2.14 Suspension or Held Out of Service Pending Investigation ...... 2.12 2.15 Failure to Maintain Certificate...... 2.12 3. CREWMEMBER MEDICAL INFORMATION ...... 2.13 3.1 Operations During Medical Emergency...... 2.13 3.2 Inoculations ...... 2.13 3.3 Crewmember Absence (Return to Service)...... 2.13 3.4 Maternity Policy – Flight Crewmembers ...... 2.13 3.5 Self-Clearing Medical...... 2.14 3.6 Crewmember Clearing Medical ...... 2.14 3.7 Injured Away From Base – Flight Deck Crewmember...... 2.14 FLIGHT OPERATIONS MANUAL 2.2 CHAPTER 2 TOC ARevision: A avatar airlines 01-Apr-2021

3.8 Medical Examination...... 2.15 3.9 Non-Revenue Travel While Absent ...... 2.16 4. QUALIFICATIONS ...... 2.16 4.1 Pilot Qualifications ...... 2.16 4.2 Currency and Pilot Route Qualification...... 2.17 4.3 Special Airport and Route Qualification...... 2.18 4.4 Qualification Requirements...... 2.18 4.5 Flaps 22 Qualification: Pilot qualification must be accomplished by: ...... 2.19 4.6 List of SARA Airports...... 2.20 4.7 Proficiency Checks – Pilots ...... 2.20 4.8 PIC Takeoff and Landing Requirements...... 2.21 4.9 Line Checks...... 2.22 4.10 Logbooks – General ...... 2.22 5. FLIGHT TIME/DUTY TIME LIMITATIONS ...... 2.22 5.1 Definitions...... 2.22 5.2 Fitness for Duty...... 2.23 5.3 Declaring Fit for Duty on the Dispatch Release...... 2.24 5.4 Flight Time Limitations Tracking Procedures...... 2.24 5.5 Flight Time Limits...... 2.25 5.6 Flight Duty Period ...... 2.25 5.7 Flight Duty Period - Split Duty...... 2.26 5.8 Flight Duty Period Extensions...... 2.27 5.9 Reserve Status ...... 2.28 5.10 Cumulative Limitations...... 2.28 5.11 Rest Period...... 2.29 5.12 Consecutive Nighttime Operations ...... 2.29 5.13 Flight Time and Duty Limits – Check Airmen and Management Pilots ...... 2.30 5.14 Mandatory Off Time (MOT) Program...... 2.30 6. MANUALS ...... 2.30 6.1 Manuals – General ...... 2.30 6.2 Missing Kit Bag Manuals (Paper or EFB) ...... 2.30 7. FLIGHT EQUIPMENT ...... 2.31 7.1 Flight Equipment – General...... 2.31 7.2 Flight Kit Bag Inspection...... 2.32 7.3 Revision Status of Flight Operations Manuals...... 2.32 7.4 Headsets and Boom Mike Use ...... 2.32 7.5 Personal Headsets ...... 2.32 7.6 Flight Equipment Requirements ...... 2.33 7.7 Pilots Logbooks ...... 2.33 7.8 Electronic Flight Bag...... 2.34 FLIGHT OPERATIONS MANUAL 2.3 CHAPTER 2 TOC ARevision: A avatar airlines 01-Apr-2021

8. CHECK AIRMEN/MANAGEMENT PILOTS ...... 2.34 8.1 Checks and Requirements – Check Airman...... 2.34 8.2 Checks and Requirements – Management Pilots...... 2.34 9. UNIFORMS AND APPEARANCE – GENERAL ...... 2.34 9.1 Uniforms ...... 2.35 9.2 Uniform or Company Approved Leather Jackets...... 2.35 9.3 Uniform Trousers...... 2.35 9.4 Shirts or Blouses...... 2.35 9.5 Safety Vests...... 2.35 9.6 Ties...... 2.36 9.7 Hats ...... 2.36 9.8 Topcoats and Sweaters...... 2.36 9.9 Mufflers or Scarfs...... 2.36 9.10 Gloves...... 2.37 9.11 Footwear and Belts...... 2.37 9.12 Ornaments and Insignia...... 2.37 9.13 Off Duty Dress ...... 2.37 9.14 Grooming and Hair ...... 2.37 10.CREW MEALS ...... 2.38 10.1 Flight Crewmember Meal Policy...... 2.38 11.PHYSIOLOGY ...... 2.38 11.1 Blood Donations ...... 2.38 11.2 Scuba Diving...... 2.39 12.ALCOHOL/DRUGS ...... 2.39 12.1 Alcohol/Drugs ...... 2.39 12.2 Refusal to Submit to an Alcohol Test or Furnish Test Results ...... 2.39 12.3 Suspension of Certificate for Drug Conviction ...... 2.40 12.4 Carriage of Narcotic Drugs, Marijuana and Depressant or Stimulant Drugs or Substances ...... 2.40 12.5 Use of Medication...... 2.40 12.6 Random Drug Testing...... 2.41 13.CREW MANNING ...... 2.42 13.1 Crew Manning Requirements ...... 2.42 13.2 Crew Schedules...... 2.43 14.FATIGUE RISK MANAGEMENT PROGRAM ...... 2.43 14.1 Avatar Airlines Commitment to Reducing Fatigue and Improving Flight Crew Alertness ...... 2.43 14.2 Intent and Scope...... 2.44 14.3 Fatigue Reporting Policy...... 2.44 14.4 Fatigue Incident Reporting Process...... 2.45 14.5 Third Party Fatigue Call...... 2.45 15.OUTSIDE FLYING ...... 2.45 FLIGHT OPERATIONS MANUAL 2.4 CHAPTER 2 TOC ARevision: A avatar airlines 01-Apr-2021

15.1 Military Leave...... 2.45 15.2 Outside Flying...... 2.45 16.TRAVEL RULES ...... 2.45 16.1 Travel Rules – Deadheading Crewmembers...... 2.45 16.2 The following specific rules of conduct must be observed:...... 2.46 FLIGHT OPERATIONS MANUAL 2.1 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

Chapter 2CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY

1 RESPONSIBILITY AND AUTHORITY

1.1 Safety Mission Statement

The conduct of the business of air transport imposes an extraordinary duty upon Avatar Airlines and its employees to ensure no harm comes to passengers while entrusted to our care. Both our inherent moral obligation and the success of our business enterprise depend upon the provision of safe transportation. Captains, First Officers, Flight Attendants and Dispatchers have a particular responsibility vested by the Code of Federal Regulations and Company policy for operational control and sound decision making. Every Company flight will be operated in compliance with regulations, procedures, policies, and prudent judgement so as to provide the highest degree of safety for our passengers.

1.2 Responsibility and Authority of the Pilot-in-Command 14 CFR 91.3 1) The Captain of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft. 2) In an emergency requiring immediate action, the Captain may deviate from any rule to the extent required to meet that emergency. 3) If a mechanical irregularity requires the flight crew to declare an emergency, the flight must proceed to and land at the nearest suitable airport. In some cases, this may include the destination airport. 4) Each crew who, due to an emergency, deviates from a CFR must send a written report of that deviation to the Domicile Chief Pilot. a) The report should be submitted via a Pilot Pipeline. Details on reporting procedures are contained in Section 18. b) Avatar Airlines shall be responsible for relaying of reports to the FAA, when necessary. c) If deviation is made for any reason, from company policies or procedures defined in this manual, or any other company-issued manual or publication, a Pilot Pipeline must be made to the Domicile Chief Pilot detailing the reasons and extent of the deviation. 5) The Captain’s responsibilities include, but are not limited to, the following: a) Safety of passengers, crew, cargo and equipment from boarding to deplaning. b) The overall safe conduct of the flight consistent with good judgment. c) Compliance with Federal Aviation and company regulations. d) Security of the aircraft, its passengers, and cargo, in accordance with Avatar Airlines approved security program and CFRs. e) Supervision of crew members during flight preparation, in flight and until an assigned flight terminates. FLIGHT OPERATIONS MANUAL 2.2 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

f) Training and development of crew members in techniques, methods and actual day-to-day flight activities. g) Discussion of crew activities with crew members, as necessary. h) Counseling of crew members, as necessary. i) During a mid-sequence crew change, ask the new crew members if they have properly checked in with Crew Scheduling.

1.3 Duration of Command

The Captain is in command of the crew from the time he reports, prior to departure, until leaving the aircraft at the termination of the flight. The Captain is in command of the aircraft from the time of arrival at the aircraft until leaving the aircraft at the end of the flight.

NOTE Notwithstanding the above specific periods of command responsibility, all crew members should be alert and observant of any abnormal, or potentially hazardous situations, including security risks, while in or around an aircraft operations area.

1.4 Flight Crew Reporting and Release 1) Flight crew members will report for duty in uniform by signing into DECS 45 minutes prior to their scheduled departure time at the beginning of their sequence. At a layover station, Crew Scheduling may reduce the pilots report time to less than 45 minutes, but never less than 20 minutes prior to their scheduled departure time. Flight crews should be at operations or the departure gate, depending on the airport, for normal and adjusted show times. This does not apply to pilots who are on a RAP since their duty day commenced at the time of their RAP. This also does not remove the crew’s responsibility to ensure the safety of the flight. Every effort will be made by all cockpit crew members to report to the Captain in Flight Operations. Deadheading crew members should report 30 minutes prior to scheduled departure. 2) When an adjusted show time is required to ensure receipt of a legal rest period (CFRs or Contractual), pilots will be advised by crew scheduling of the adjusted show time. This time will serve as indication of the completion of that legal rest period. Flight departure will be scheduled for no earlier than 45 minutes at domiciles or 20 minutes at layover stations, past that adjusted show time. Should there be any question regarding legal rest period, show time for the next assignment, or adjusted show time, the pilot must contact crew scheduling to resolve the issue. 3) Crewmembers shall verify that all required flight publications are current, using Crew Check In. 4) Crewmembers should cancel hotel reservations at layover stations if they do not intend to use them. FLIGHT OPERATIONS MANUAL 2.3 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5) Pilots whose flights have been canceled mid-sequence are still on duty. Pilots shall immediately contact Crew Scheduling upon notification of cancellation for possible reassignment. This includes both hubs and out stations. If the mid-sequence cancellation causes a lengthy break or overnight (i.e. off schedule operations), pilots shall immediately contact Crew Scheduling and thereafter maintain communication as directed by Crew Scheduling, until commencement of their rest. 6) Pilots will be released from duty 5 minutes after block in of a flight (30 minutes if required to clear customs), unless required to reposition an aircraft, in which case the release time will be extended as necessary to complete the repositioning.

NOTE The 15 minute debrief is a required part of duty and cannot be reduced for the purposes of determining required rest.

1.5 Crewmember E-mail 1) Each crew member shall check his/her personal E-mail, and flight sequence information, at the start of each sequence. 2) Each crew member shall check his personal E-mail at least once a day during a sequence. 3) Each reserve pilot shall review the E-mail for any changes and will contact Crew Scheduling via telephone before being released at the end of the sequence. 4) Each “Ready Reserve” pilot shall check his personal E-mail at sign-in of each “Ready Reserve” period.

1.6 ACARS 1) Crewmembers may be notified of a reassignment or schedule change via ACARS and shall acknowledge as soon as practical. 2) These notifications and acknowledgments will only be accomplished during non-critical phases of flight.

1.7 Joint Responsibility for Operations – Captains and Dispatchers 1) Captains and Dispatchers are representatives of the management in the conduct of all flight operations. They are jointly responsible for the preflight planning, delay and dispatch release of the flight, to provide safe operation for best possible service to our customers, and in accordance with company and Federal Aviation Regulations. 2) Before any flight (including charter flights) can be started, the Captain and Dispatcher responsible for the flight must agree the operation can be conducted safely and in accordance with regulations and policies. 3) At certain locations where Company operations facilities are not available, Avatar Airlines may make an agreement with another carrier to utilize its Dispatch or operations personnel. In such cases, that air carrier's personnel will only handle the flight forms, and relay all required information to Avatar Airlines Flight Dispatch Office. FLIGHT OPERATIONS MANUAL 2.4 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4) Captain and Dispatcher shall each independently analyze the following factors affecting the proposed operation: a) Latest pilot reports enroute. b) Weather sequence reports at or near the origination, destination and alternate airports. c) Current Weather Depiction, Surface Analysis, Radar Summary and Prog charts (if readily available). d) Latest winds aloft and forecasts. e) Weather forecasts for all stations concerned and for enroute conditions. f) Latest reports on airport and airway facilities and their conditions. g) MELs (i.e., Lav INOP) issued with potential lengthy delays possible.

NOTE Lavatory deferrals will normally be restricted to flights with block times of less than 90 minutes.

1.8 Captain’s Authority – Deferral 14 CFR 121.551, 121.553, 121.627 1) The Captain has the authority to defer a flight, when in his opinion, conditions are unsuitable for starting or continuing. (Due to economic considerations, authority to cancel rests with OCC.) 2) The Captain has the authority to request a change in release when, in his opinion, such change is desirable. (Authority to cancel rests with OCC.) 3) When a Certificate Holder, Dispatcher or PIC conducting domestic, flag or supplemental (charter) operations knows of conditions, including airport and runway conditions, that are a hazard to safe operation, it shall restrict or suspend operations until those conditions are corrected.

1.9 First Officer Responsibility

The pilot occupying the First Officer position is charged with the responsibility of assisting the Captain during all flight operations. He will advise the Captain of any and all information that comes to his attention that could possibly affect the flight, and of all noted deviations or irregularities. If the Captain should choose to ignore or disregard such information, without resolution or discussion with the First Officer, then the First Officer shall continue to offer that information, until resolved.

1.10 Captain and Dispatcher Agreement

On the basis of their analyses, the Captain and Dispatcher, before the flight is dispatched, shall agree upon: 1) Amount of fuel. 2) The route, station dispatched to, alternate(s) and route to alternate(s) (if more than one route is available). FLIGHT OPERATIONS MANUAL 2.5 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) The conditions, known and contemplated, which will permit safe operation of the flight in accordance with company and FAA regulations, policies and procedures. 4) A flight may begin only after both the Captain and Dispatcher agree the flight can be made safely. An authorized flight requires two signatures. These are: a) The Captain’s signature on the “station copy”. b) The electronic signature of the Dispatcher as shown on the Dispatch Release.

NOTE In the event the dispatch release is transmitted to the Captain verbally by the Dispatcher, the Dispatcher’s signature on the copy remaining in dispatch will meet this signature requirement.

1.11 Early Departure

A flight may depart the gate early if the departure station has ensured all passengers, baggage, and cargo are on board. Any departure greater than 15 minutes prior to scheduled departure time must have concurrence between the Captain and dispatch.

1.12 Safety Awareness – OCC 14 CFR 121.601 1) The Dispatcher shall coordinate all aspects for any irregular operation of a flight including holds, interruptions and cancellations. 2) The aircraft Dispatcher shall provide the Pilot-in-Command all available current reports or information on airport conditions and irregularities of navigation facilities that may effect the safety of flight. The aircraft Dispatcher will also provide, before the beginning of a flight, all available weather reports and forecasts of weather phenomena that may effect the safety of flight, including adverse weather phenomena such as clear air turbulence, thunderstorms and low altitude windshear, for each route to be flown and airport to be used. During flight, the aircraft Dispatcher shall provide the Pilot-in-Command with the above listed meteorological conditions, adverse weather phenomena and irregularities of facilities and services that may affect the safety of flight.

1.13 Safety Awareness – Crew 14 CFR 91.13, 121.535, 121.537 1) Upon receiving information requiring prompt action, the Captain shall take whatever action he deems advisable in view of the circumstances. Time permitting, he will coordinate his plan with the Dispatcher, via the most expedient method, prior to taking action under the Captains emergency authority. If time does not permit the Captain to advise the Dispatcher prior to taking the action, he shall advise him as soon as possible thereafter. 2) Captains are reminded that timely and detailed information to ground personnel will provide better subsequent trip planning and maximum passenger service. FLIGHT OPERATIONS MANUAL 2.6 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or property. 4) The simulation of in flight emergencies with passengers on board is prohibited. (IATA Standard) 5) Flight Crews are reminded that no person shall walk through the prop arc at any time. Pilots conducting preflight/postflight inspections will use caution when inspecting the engine/prop area. Ensure that the prop area is clear prior to starting engines and maintain constant surveillance for ground personnel after the engines have been started. 6) Safety Hot Line 1-800-477-3002.

2 CERTIFICATES

2.1 Qualifications – Personnel 14 CFR 121.433, 121.434, 121.383(c) 1) Each Captain and First Officer shall meet the appropriate qualifications and requirements prescribed by Avatar Airlines and the Code of Federal Regulations before serving as such in scheduled air transportation. 2) No flight crew member upon reaching his 65th birthday shall perform revenue pilot services provided by Avatar Airlines under 14 CFR 121. 3) Each crew member will notify his supervisor 10 days prior to any qualification expiration, unless appropriate training or other accommodation has already been scheduled. 4) Crewmembers who are required to acquire at least 100 hours of line operating flight time for consolidation within 120 days must contact Crew Scheduling when 50 hours have been flown. 5) Pilots who have completed requirement for consolidation of knowledge and skills while serving as Second-in-Command on a particular type airplane in operations under this part are not required to repeat the line operating flight time before serving as Pilot-in-Command on the same type airplane.

2.2 Crewman Certificates

14 CFR 61.3, 121.383 1) Captain must hold a current ATP Certificate with an appropriate type rating for the aircraft which he is to fly, and a current First Class Medical Certificate, in accordance with the “Medical Examination” paragraph in this section. 2) A First Officer must hold at least a current unrestricted ATP Certificate or restricted ATP Certificate and an appropriate type rating for the aircraft in which he is to fly, and current Medical Certificate in accordance with the “Medical Examination” paragraph in this section. 3) No person may act as Captain or in any other capacity as a required pilot flight crew member of a civil aircraft of United States registry unless he has in his personal possession a current Pilot Certificate and Medical Certificate issued to him. Flight crew members must also hold an FCC Radiotelephone Operator Permit. FLIGHT OPERATIONS MANUAL 2.7 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4) Name Change It is each crew member’s responsibility to obtain a new airman certificate that reflects a legal name change. The crew member must appear at a FAA Flight Standards District Office (FSDO) for positive identification. A photocopy of a marriage license, court order or other valid legal document, which legally verifies the name change, must be presented to an FAA inspector. The crew member will keep Avatar Airlines advised of such changes and provide a copy of this documentation to the Training Center and to his Domicile Chief Pilot. 5) Nationality/Citizenship change It is the crew member’s responsibility to obtain a new airman certificate that reflects a nationality/citizenship change. It is necessary that the crew member appears at a FAA Flight Standards District Office (FSDO) for positive identification. A naturalization document or other legal document that verifies the nationality/citizenship change must be presented to an FAA Inspector. The crew member will keep Avatar Airlines advised of such changes and provide a copy of this documentation to the Training Center and to the Chief Pilot. 6) Company crew members operating foreign-registered aircraft need only to hold the appropriate FAA Airman and Medical Certificates. 7) All crew members must have in their possession Airman and Current Medical Certificates (which do not expire for the duration of the training cycle) when attending any training event, flight or ground, conducted by Avatar Airlines Training Center. 8) All flight crew members must have a photo identification that is in that person’s physical possession or readily accessible in the aircraft when exercising the privileges of their Pilot Certificate or authorization, and it must be one of the following forms of photo identification: • A valid driver’s license issued by a U.S. state, the District of Columbia or a U.S. territory or possession. • A valid identification card issued by the Federal government, a state, the District of Columbia or a territory or possession of the United States. • A U.S. Armed Forces’ identification card. • Credentials that authorize access to airport secure areas. • An official passport. • Any other identification the FAA accepts.

2.3 Department of Homeland Security, Flight Training for Aliens and Other Designated Individuals. 49 CFR 1552 1) Section 113 of the Aviation and Transportation Security Act (ATSA) requires Avatar Airlines to provide notification to United States Attorney General, prior to providing any training to Aliens, to accomplish a risk assessment. 2) United States Citizens and Nationals of the United States are excluded from a risk assessment, if one of the following is provided: • Valid, un-expired United States passport. FLIGHT OPERATIONS MANUAL 2.8 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

• Original or government-issued certified birth certificate with raised seal documenting birth in the United States or one of its territories, together with a government-issued identification of the individual names in the birth certificate. • Original United States naturalization certificate with raised seal, Form N-550 or Form N-570. • Original certification of birth abroad with raised seal, Form FS- 545 or Form DS-1350, together with a government-issued picture identification of the individual named in the certificate. • Original certificate of United States citizenship with raised seal, Form N-560 or Form N-561, together with a government-issued picture identification of the individual named in the certificate. 3) The Attorney General has determined that certain aliens present minimal additional risk to aviation or national security because of the aviation training already possessed. Those Company Aliens are eligible for Expedited Processing of the risk assessment. 4) Aliens must provide to the training department, any necessary information to comply with TSA requirements for Expedited Processing. 5) The Alien must provide documentation to the training department and the Chief Pilot, when his citizenship has changed.

2.4 Passports 1) All pilots are required to have a valid passport in their possession, while on duty. If you lose your passport or are unable to have it in your possession during the renewal process contact the Chief Pilot. During this period you are not qualified for international operations. 2) An Alien must possess a valid foreign passport.

2.5 ATP Written Examination 1) Pilots not having an ATP Certificate must ensure they have taken the written examination and attained a passing grade prior to bidding, being eligible for, or awarded a training bid that would require an ATP Certificate. 2) Evidence of passing the ATP written will be required on the first day of training. The FAA original test results must be presented, copies will not be accepted. Lack of evidence will disqualify the individual from training. 3) Pilots not having an ATP Certificate must furnish a reliable log of pilot rom aeronautical flight experience that provides evidence of meeting the minimum requirements for the Airline Transport Pilot Certificate in accordance with 14 CFR Part 61. Pilot logbooks must be made available to the Manager of Flight Standards office for an in-depth audit of aeronautical flight experience for any pilot entering a course of training which will qualify that pilot for the ATP Certificate at the beginning of such training. Completion of the flight or oral test(s) cannot be accomplished unless this information is provided to the Examiner administering the test(s). FLIGHT OPERATIONS MANUAL 2.9 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2.6 Inspection of Certificates

Each person who holds a Pilot Certificate, Flight Instructor Certificate, Medical Certificate, authorization or license shall present it for inspection upon the request of the FAA, TSA, an authorized representative of the National Transportation Safety Board, any Federal, State or local Law Enforcement Officer, company Instructor or Check Airmen.

2.7 Crewmember Progress Reports

Captains shall complete a Probationary Crewmember Progress Report for all First Officers they are paired with. This report is automatically appended to the dispatch release and shall be completed for all First Officers with less than 12 months of service or when otherwise requested. The completed form shall be forwarded to the Chief Pilot for disposition. The Probationary Report may also be completed and submitted online.

2.8 Restricted Radiotelephone Operator Permit

All pilots are required to have at least a Restricted Radiotelephone Operator Permit in their possession, during international operations. If you lose your Restricted Radiotelephone Operator Permit or are unable to have it in your possession, contact the Chief Pilot. Once issued, lost or misplaced permits must be replaced. To replace a lost permit, obtain FCC Form 605 (Application for Restricted Radiotelephone Operator Permit) from the Chief Pilot or apply online at http://wireless.fcc.gov/uls.

2.9 Lost Airman/Medical Certificates 14 CFR 61.29, OpSpec A005. 1) To obtain a temporary Airman or Medical Certificate, contact OCC. Provide the Dispatcher with the following information when making your request: a) Your name, employee number and date of birth b) Social Security number c) Certificate number – if known d) Certificate(s) lost 2) In accordance with the terms of Exemption 5487, the Dispatcher will accomplish the following: a) He will request a Temporary Confirmation Document (TCD) from Human Resources. b) Human Resources.will return a TCD to the crew member’s electronic mailbox (E-mail). c) The crew member will retrieve the TCD from his E-mail and carry the TCD during flight operations in lieu of his required Airman or Medical Certificate. FLIGHT OPERATIONS MANUAL 2.10 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) The TCD fulfills all of the requirements of the exemptions and may be used for 60 days (14 CFR 61.29, OpSpec A005).

NOTE Closing a TCD may be accomplished by the Chief Pilot or Dispatcher, but shall be the primary responsibility of the Chief Pilot. An open TCD may not be closed until Flight Management has verified a crew member’s receipt of the Replacement Certificate.

4) Use of this exemption or issuance of a TCD is not valid outside the 48 contiguous states as required by exemption provision. 5) A permanent record of all segments flown by a crew member operating under the provisions of the exemption will be maintained as part of Avatar Airlines Record Keeping System for an indefinite period of time. 6) The TCD may not be used for verification of license or medical information, when in training, either initial, recurrent, upgrade, transition, transfer or requalification. Figure 2.1 Sample Temporary Confirmation Document (TCD) FLIGHT OPERATIONS MANUAL 2.11 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2.10 Replacement Airman or Medical Certificate

To obtain a Replacement Certificate (Permanent or Temporary) the crew member must go to the FAA website at http://www.faa.gov/, click on Licenses & Certificates, Airmen and Online Services. Follow the link to request a replacement certificate or to have a certificate emailed or faxed to you. You may call 1-866-878-2498 FAA Certificate Branch, during regular business hours to speak to someone at the FAA.

NOTE A Temporary Replacement Certificate obtained from the FAA may be used outside the 48 contiguous states.

An address is provided for requesting a replacement FCC Restricted Radiotelephone Operator Permit. You may also log-on to http://wireless.fcc.gov/uls/. Federal Communications Commission Wireless Bureau ELT P.O. Box 358130 Pittsburgh, PA 15251-5130

2.11 Lost Company Identification

A working or deadheading crew member who has lost their company ID, prior to the agent or flight crew member checking identification at the gate, will do the following: 1) Present a government issued photo ID to the agent or flight crew member checking ID’s for the flight. The star record N*Temp Validation will be printed (two copies). 2) If the crew member does not have a government issued photo ID, the Captain may validate the crew members identification. If the crew member is the Captain, the First Officer may validate the identification of the Captain. 3) In all cases, when the crew member has no government photo ID, it must be reported to OCC. 4) Both copies of the Temp Validation form must be filled out and signed. A copy will be kept with the trip paperwork at the station where the Temp Validation is completed. The crew member must carry the second copy of the ID Validation. The temp validation form is good for the trip sequence or 72 hours. 5) Either the crew member or the Domicile Chief Pilot must contact the Training Department to obtain a new company identification prior to their next trip.

2.12 Change of Address 14 CFR 61.60 The holder of a certificate who has made a change in his permanent mailing address may not after 30 days from the date he moved, exercise the privileges of his certificate unless he has notified the FAA of his new address. This may be done via the website www.faa.gov. FLIGHT OPERATIONS MANUAL 2.12 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2.13 Suspension or Revocation of Airman's Certificates

If a pilot receives an order of suspension or revocation of any Airman's Certificate, he shall notify his supervisor or OCC immediately following the receipt of the order.

2.14 Suspension or Held Out of Service Pending Investigation

An employee suspended for infraction of company rules or regulations, or held out of service pending investigation may not use pass or reduced rate travel while on such status, except for personal emergency travel. The same policy will apply to the employee's eligible family members. 1) Violation of travel privileges by an employee or family member will result in disciplinary action which may include loss of travel privileges, legal action including criminal prosecution and for the employee, dismissal from Avatar Airlines. 2) Employees share responsibility for the violation of travel privileges by family members regardless of whether the employee is traveling with the family member or not. Accordingly, violation of travel privileges by a family member will subject both the employee and family member to disciplinary action. 3) The following constitutes a violation of travel privileges: a) Willful misrepresentation in order to obtain transportation. b) Misuse of travel privileges. c) Failure to report promptly the loss of transportation forms and tickets. d) Misconduct while using travel privileges. 4) Any transportation obtained through misrepresentation will be charged to the employee at full tariff rates.

2.15 Failure to Maintain Certificate 1) It is each crew member's responsibility to maintain the currency of his certificates. Should any required certificate be allowed to lapse, the crew member is required to notify his supervisor or OCC immediately. The crew member is subject to suspension from the payroll until his certificates are reinstated. 2) Each crew member shall provide the current status of all Pilot Certificates (including temporary certificates) and his Medical Certificate to Avatar Airlines for inclusion in his pilot record. 3) Temporary Airman Certificates are normally valid for a period of 120 days from the date of issue, or until receipt of a permanent certificate. It is the crew member's responsibility to contact the appropriate FSDO prior to expiration of any temporary certificate if the permanent certificate has not yet been received. FLIGHT OPERATIONS MANUAL 2.13 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3 CREWMEMBER MEDICAL INFORMATION

3.1 Operations During Medical Emergency 14 CFR 61.53 No person may act as pilot while: 1) Having a known medical deficiency which would make them unable to meet the requirements for their current Medical Certificate, or 2) Taking medication or receiving other treatment for a medical condition which results in the person being unable to meet the requirements necessary for the operation.

3.2 Inoculations 1) Avatar Airlines recommends that crew members flying to the Caribbean and South America receive a Yellow Fever inoculation. The inoculation is available for a nominal fee at Company Medical locations at HDQ for pilots holding a South American or Caribbean bid status. 2) These immunizations are also available at minimal expense at local Public Health Department locations.

3.3 Crewmember Absence (Return to Service) 1) After a crew member has been absent due to leave, illness or injury, they must ensure that they have made contact with their supervisor concerning that absence. 2) A flight crew member returning from leave must meet company’s current crew member standards and qualifications before being permitted to return to line status.

3.4 Maternity Policy – Flight Crewmembers 1) Any flight crew member who becomes pregnant must immediately, upon becoming aware of such pregnancy, provide Avatar Airlines with written notification. Such notice shall include a written statement from her physician specifying the expected date of delivery and stating her ability or inability to continue flying, considering her medical condition. 2) A flight crew member may be permitted to continue flying duties until the end of the second trimester of her pregnancy so long as she satisfies the following flight safety requirements: a) She must provide Avatar Airlines with a written statement from her physician indicating that in his opinion the pilot's pregnancy is a normal, doctor supervised pregnancy and that she is capable of safely performing her job duties. b) She must remain under the continued care of a physician so long as she continues to fly while pregnant. c) She must notify Avatar Airlines immediately of any change in her medical condition which might affect her ability to perform her duties. FLIGHT OPERATIONS MANUAL 2.14 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) For reasons of safety, Avatar Airlines may at any time, require a pregnant flight crew member who continues to fly to submit to a medical examination by a approved Medical Department to determine her continued ability to perform her duties. In the event that the medical department (or her own personal physician) finds that she is unable to perform her duties, she shall be removed from flying status and placed on sick leave or sick leave of absence (maternity), whichever is applicable. 4) In no event will a pregnant flight crew member be permitted to continue flying duties after the first day of the commencement of the third trimester of her pregnancy. 5) Six weeks after birth, or prior to returning to duty after birth, whichever is sooner, the flight crew member is responsible for obtaining medical clearance for flight duties from an approved Medical Department.

3.5 Self-Clearing Medical

A pilot who has reported sick may declare himself medically fit to fly in person or by telephone without visiting a doctor provided: 1) That the illness was not for an injury on duty; nor was the pilot hospitalized during such illness. 2) B. That such self-clearance shall not apply to pilots with a previous medical history that demands a personal medical clearance, as determined by his physician.

3.6 Crewmember Clearing Medical 1) A crew member must clear through a Designated Medical Facility if they have: a) Been admitted to the hospital, had surgery (in or outpatient), or visited the emergency room. b) Suffered an injury on duty. c) A medical history that demands a personal medical clearance, as determined the designated medical facility. 2) Crewmembers shall call the Designated Medical Facility if there is a doubt regarding any treatment, illness or injury that might require medical clearance prior to flight duty. 3) Names, Telephone numbers and hours of operation of the Designated Medical facilities are as follows:

3.7 Injured Away From Base – Flight Deck Crewmember

A flight deck crew member, while away from base, who receives outside medical attention because of an injury, shall file a written report upon return to base. FLIGHT OPERATIONS MANUAL 2.15 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3.8 Medical Examination 14 CFR 61.23 1) Pilots shall be examined by an FAA approved medical examiner: a) Captains and reserve Captains • Once each six months if the Captain is age 40 or over on or before the date of the examination, or • Once each twelve months if the Captain has not reached age 40 on or before the date of the examination. b) First Officers, once a year.

NOTE If the pilot has reached his or her 60th birthday and serves as a pilot in 14 CFR 121 operations, the First-Class Medical Certificate expires, for 14 CFR 121 operations, at the end of the last day of the 6th month after the month of the date of examination shown on the medical certificate.

2) First Officers, other than those covered by the NOTE above, are required to have at least a Second Class Medical Certificate. It is the responsibility of each First Officer to have a current First Class Medical Certificate prior to the beginning of Captain Qualification Training. 3) All FAA medical examinations must be completed and the necessary data provided to Avatar Airlines before the 20th day of the due month. If by the 20th day of the due month the examination is not completed crew members must inform the Domicile Chief Pilot when the examination will be completed. Examinations not completed by the end of the due month will result in a crew member being removed from flight status without pay. 4) In cases where corrective eye lenses are a requirement of the individual's FAA Medical Certificate, flight deck crew members shall wear the required lenses (glasses or contact lenses) while serving as crew members.

NOTE Pilots are required to carry a spare set of corrective lenses and have them readily available while flying. This practice is above and beyond all FAA requirements and satisfies IATA requirements only (IATA Standard).

1) Eye glasses, either corrective or sunglasses, when worn by flight deck crew members during flight, shall be of a type frame that allows maximum peripheral vision. Wide-temple pieces are prohibited. 2) All crew members shall comply with any or all limitations established on their current medical certificate. FLIGHT OPERATIONS MANUAL 2.16 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) After a pilot receives their medical, he/she must provide a copy of the actual medical certificate to their Chief Pilot or other Flight Management Personnel. The Chief Pilot or Flight Manager will verify and forward the crew members FAA Medical Certificate information to Human Resources.

NOTE Crewmembers may provide a copy of the medical certificate via scanned e- mail, fax, or in person.

4) All crew members must inform Human Resources any items change on their medical.

3.9 Non-Revenue Travel While Absent

Travel policy states that if an employee is unable to come to work when scheduled, he or she is also unable to use personal travel privileges for the duration of the scheduled trip sequence. This policy applies in the event of any unscheduled absence, including: • Paid or unpaid sick • Paid or unpaid Injury On Duty or Medical Leave of Absence • Some FMLA Leave of Absences • Other unscheduled absences (jury duty, PO) Exception to this policy can only be addressed through your Chief Pilot and authorization must be obtained prior to any travel. If you do not receive authorization in advance, or if your travel is inconsistent with the reason for the exception, you will be considered to have abused your travel privileges. The policy is in affect for all AMR employees as defined by the Travel Department and applies to all travel privileges including pass, reduced rate, jumpseat and travel on a fellow employee’s passes or any other travel privileges on any other carrier.

NOTE Authorization requests prior to travel applies for the duration of the trip sequences for which you were scheduled to work. It is a requirement if you called off sick and need to commute to your home or if traveling back to base to continue your trip sequence or other assigned trips after a sick call.

4 QUALIFICATIONS

4.1 Pilot Qualifications 14 CFR 61.159 Aircraft Type Specific Before serving as a required flight crew member, each pilot must: 1) Be certified as qualified on that type of aircraft. 2) Be certified as competent to conduct the duties of Captain or First Officer, as appropriate. FLIGHT OPERATIONS MANUAL 2.17 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) Have completed all prescribed ground and flight training. 4) To qualify as a Captain, a pilot must have a total flight time of 3,000 hours of which 1,000 hours must be in a multi-engine aircraft, and meet the aeronautical experience of 14 CFR 61.159. If the pilot will not meet all requirements within 14 days of the start of training, then Crew Resources must be notified. Failure to meet requirements or notify Crew Resources may result in loss of bid status. 5) If serving as Captain, received a line check in accordance with the “Line Check” paragraph in this section. 6) Pilots conducting a carrier base transfer must have initiated the carrier base transfer drug test within 14 days of the start of training. If the pilot does not initiate the carrier base transfer drug test within 14 days of the start of training, then Crew Resources must be notified. Failure to meet requirements or notify Crew Resources may result in loss of bid status. 7) For a crew member to perform a CAT II approach, after completing CAT II Ground school and CAT II Initial Training, the following criteria must be met: a) Captain must: • Not be a Restricted Captain (refer to FOM Section 10), • Have at least 100 hours as PIC on their current equipment, and • Have at least 300 hours as PIC with Avatar Airlines. b) First Officers must have at least 100 hours with Avatar Airlines in any aircraft. After the above criteria is met for a crew flying together, the Flight Release will show “CREW CAT II YES”. Flight crew members will receive recurrent CAT II training within their normal recurrent training cycle.

4.2 Currency and Pilot Route Qualification 14 CFR 121.438, 121.439 1) No pilot may serve as a required flight crew member, unless within the preceding 90 days, he has made at least three takeoffs and landings in the same type of aircraft in which he is to serve. If any pilot fails to meet this requirement he must contact his supervisor prior to accepting any assignment for flight duty in revenue service to establish re-qualification. 2) Each Captain will certify by his signature on the Flight Release that he has studied and has adequate knowledge of weather, navigation facilities, communication procedures, ATC and Approach Procedures for the route and airports into which he is to operate. 3) Either the PIC or SIC of a revenue flight must have at least 75 hours in revenue service as either PIC or SIC, in aircraft type, unless a deviation is granted in the Operations Specifications. FLIGHT OPERATIONS MANUAL 2.18 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4.3 Special Airport and Route Qualification 14 CFR 121.445 A crew may not operate a flight into or from an airport, or over a route that has been designated by the FAA as requiring special qualification unless: 1) The reported ceiling at that airport is at least 1,000 feet above the lowest MEA or MOCA, or initial approach altitude for the IAP, and the visibility is at least three miles, or; 2) Within the preceding 12 calendar months either flight crew member has made a takeoff and a landing into that airport, while serving as a flight crew member, or; 3) Within the preceding 12 calendar months the Captain has qualified on that airport by use of an approved pictorial presentation. 4) In the case of a route requiring special navigation qualification, the Captain must have, in the preceding 12 calendar months, either flown over that route using the applicable Navigational System as Captain, or as Captain under the supervision of a Check Airman, or have completed an Approved Training Program on the route.

4.4 Qualification Requirements 14 CFR 121.445, OpSpec C050 1) 14 CFR 121.445, Ops Specs C050 and company policy provide that prior to landing or takeoff at one of these airports, the Captain must have reviewed the approved photo pages in the Jeppesen Airway Manual and if available, airport familiarization video. First Officer may never use photo pages for purpose of certification.

NOTE Airport familiarization videos are available at OCC.

2) Special airport qualification: Initial DCA Captain Qualification must be accomplished by any one of the following: • Operate to and from DCA, at a pilot station, under observation with a Line Check Airman, or • Satisfactory complete DCA Qualification LOFT scenario Q2, during Captain long term training, or • Satisfactory complete Captain Recurrent LOFT scenario R4, or • Satisfactory complete simulator event DCA, or • Captains who have previously flown into DCA as an Company Captain prior to January 27, 2006 may qualify under this part by submission of RF 121 DCA. • A Captain, who has previously flown into DCA as a First Officer, is not considered to be qualified until satisfactory completion of one of the first four methods listed. Initial qualification into DCA does not expire. Initial qualification into DCA is not aircraft specific. FLIGHT OPERATIONS MANUAL 2.19 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) Special Airport Qualification (SAQ): Captain Qualification must be accomplished by: a) 14 CFR 121.445, OpSpec C050 and company policy provide that prior to landing or takeoff at one of these airports, the Captain must have reviewed the approved photo pages in the Jeppesen Airway Manual and if available, airport familiarization video. and b) Satisfactory completion of a Captain simulator event during Special Airport Qualification simulator training.

NOTE 1 Pilots receiving IOE as a Captain Candidate, who have completed the special airport qualification described above, may perform the arrival and departure, including takeoff and landing, at the discretion of the Check Airman.

NOTE Airport familiarization videos are available at OCC.

4.5 Flaps 22 Qualification: Pilot qualification must be accomplished by:

Satisfactory completion of Flaps 22 simulator training event.

NOTE This qualification also qualifies pilots for Flaps 18 takeoffs. FLIGHT OPERATIONS MANUAL 2.20 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4.6 List of SARA Airports 14 CFR 121.445 The following airports have been designated by the FAA as requiring special qualifications for pilots in CFR Part 121 operations. No Company pilot shall operate a flight into these pgairports unless he has p met the requirements q specified p above. Unites States Airports (Lower 48 States) United States Airports (Alaska & Hawaii) Airport, ST ICAO Airport, ST ICAO Northeast Dutch Harbor, (Unalaska), AK PADU Binghamton, NY KBGM Hilo Int’l (General Lyman Field), HI PHTO Burlington, VT KBTV Juneau, AK PAJN Cumberland, MD KCBE Kahului, HI PHOG Keene/Dillant-Hopkins, NH KEEN Ketchikan, AK PAKT Elmira, (Chemung), NY KELM Kodiak, AK PADQ Lebanon Regional, (Lebanon), NH KLEB Kulik Lake Airport, AK PAKL Saranac Lake, NY KSLK Lihue, Kauai, HI PHLI Washington, (National), DC KDCA Petersburg, AK PAPG Southeast Red Dog, AK PARD Asheville, NC KAVL Sand Point, AK PASD Beckley, WV KBKW Seward, AK PAWD Bluefield, WV KBLF Sitka, AK PASI Charleston, (Kanawha), WV KCRW Valdez, AK PAVD Hot Springs, VA KHSP Wrangell, AK PAWG Huntington, WV KHTS US Military Airports Roanoke, VA KROA Airport, ST/Country ICAO Shenandoah Valley, (Stanton- KSHD Adak Island, AK PADK Waynesboro-Harrisonburg), VA Cape Lisburne LRRS, AK PALU Southwest/Mountains Cape Newenham LRRS, AK PAEH Aspen, CO KASE Thule, Greenland BGTL Bullhead City, AZ, Laughlin/Bullhead Int’l KIFP Cape Romanzof, AK PACZ Butte, MT KBTM Indian Mountain LRRS, AK PAIM Cody, WY KCOD Sparrevohn LRRS, AK PASV Durango, CO KDRO Tin City LRRS, AK PATC Eagle, CO KEGE Caribbean Airports Flagstaff, AZ KFLG Airport, Country ICAO Gunnison, CO KGUC Ft. De France, Martinique TFFF Hailey, (Friedman Memorial), ID KSUN Guantanamo Bay, Cuba MUGM Hayden, Yampa Valley, CO KHDN Pointe-A-Pitre, Guadeloupe TFFR Jackson Hole, WY KJAC Ponce, Puerto Rico TJPS Missoula, MT KMSO Santo Domingo, Dominican Rep. MDSD Pinal Airpark, (Marana), AZ KMJZ (Las Americas) Reno, NV KRNO St. Maarten I, Neth Antilles (Phillipsburg) TNCM Rifle/Garfield County Regional, CO KRIL St. Thomas I, Virgin Is. (Charlotte Amalie) TIST Telluride, CO KTEX E.T. Joshua, Lessor Antilles (St. Vincent) TVSV West Yellowstone, (Yellowstone), MT KWYS Gustavia III/St. Barthelemy, Guadelupe, TFFJ West Coast French West Indies Burbank, CA KBUR Central American Airports Klamath Falls, OR KLMT Airport, Country ICAO Mammoth Lakes, CA KMMH Guadalajara, Mexico MMGL Ontario, CA KONT Guatemala City, Guatemala MGGT Palm Springs, CA KPSP Loreto Int’l, Mexico MMLT San Diego, CA KSAN San Jose, Costa Rica MROC San Francisco, CA KSFO Tegucigalpa, Honduras MHTG South Lake Tahoe, CA KTVL

4.7 Proficiency Checks – Pilots 14 CFR 121.409, 121.441, 121 Appendix F, AC 120-35 1) Captains shall be given a proficiency check within the preceding 12 calendar months and, in addition, either a proficiency check or appropriate simulator course of training within the preceding six calendar months. FLIGHT OPERATIONS MANUAL 2.21 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2) First Officers shall be given a proficiency check within the preceding 24 calendar months and, in addition, either a proficiency check or appropriate simulator course of training within the preceding 12 calendar months. 3) Captains (management pilots) who maintain qualification on more than one type of aircraft must complete a proficiency check on each such type within the preceding 12 calendar months. 4) Proficiency checks will include Pilot Monitoring (PM) duties. 5) If applicable, First Officers who maintain qualification on more than one type of aircraft must complete a proficiency check on each type within the preceding 24 calendar months and within the preceding 12 calendar months, either a proficiency check or approved simulator course of training. 6) The above mentioned proficiency check requires the pilot being checked accomplish two landings in the appropriate aircraft. Credit for these landings may be awarded when a simulator approved for the takeoff and landing maneuver is used. In the case of the Captain, these landings must be observed by a Pilot Check Airman. 7) Details of the proficiency check requirements are contained in 14 CFR 121, Appendix F. 8) A Line Oriented Flight Training (LOFT) scenario will be scheduled and conducted at least once every calendar year (IATA Standard). The content of the LOFT scenarios will be approved by the FAA and comply with the requirements of AC 120-35. This practice is above and beyond all 14 CFR 121 regulatory requirements and satisfies IATA requirements only.

4.8 PIC Takeoff and Landing Requirements 14 CFR 121.438 1) The PIC shall determine the total flight time status of the SIC by one of the following methods: a) When the PIC makes an HIS entry for trip sign-in, the total flight time of both crew members will be individually displayed. The Captain shall determine total flight time status of the SIC utilizing this system, or; b) The PIC shall refer to the section of the release containing crew member names. When the SIC flight time is less than 100 hours, the total time in the aircraft being flown will be displayed. 2) If an SIC has less than 100 hours of flight time in the type aircraft being flown, and the PIC is not an appropriately qualified IOE Line Check Airman, the PIC shall make all takeoffs and landings if item one or two exists: a) At SARA airports designated by the FAA. b) If any of the following conditions exist: 1) The visibility value in the latest weather report is at or below 3/4 mile. 2) The RVR for the runway to be used is at or below 4,000 ft. 3) The runway to be used has water, snow, slush or similar conditions which may adversely affect aircraft performance. FLIGHT OPERATIONS MANUAL 2.22 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4) The braking action on the runway to be used is reported to be less than “good,” or equivalent. 5) The crosswind component for the runway to be used is in excess of 15 kts. 6) Windshear is reported in the vicinity of the airport. 7) Any other condition which the PIC determines to be prudent.

4.9 Line Checks 14 CFR 121.440 A pilot may not serve as a Captain unless, within the preceding 12 calendar months, that pilot has passed a line check in which he satisfactorily performs the duties and responsibilities of a Captain. The line check must be given by an appropriately qualified Line Check Airman consisting of at least one flight over a typical part of Avatar Airlines route structure.

4.10 Logbooks – General

The aeronautical training and experience used to meet the requirements for a certificate or rating, or the recent flight experience requirements must be shown by a reliable record. The logging of other flight time is not required. Pilot logbooks must be made available to the Manager of Flight Standards office for an in-depth audit of aeronautical flight experience for any pilot entering a course of training which will qualify that pilot for the ATP Certificate at the beginning of such training. Completion of the flight or oral test(s) cannot be accomplished unless this information is provided to the Examiner administering the test(s).

5 FLIGHT TIME/DUTY TIME LIMITATIONS

5.1 Definitions

The following definitions have been defined for use in Flight Time/Duty Time (14 CFR 117) section and apply through this chapter. 1) Acclimated - A condition in which a flight crew member has been in a theater for 72 hours or has been given at least 36 consecutive hours free from duty. 2) Deadhead Transportation - Transportation of a flight crew member as a passenger or non-operating flight crew member, by any mode of transportation, as required by a certificate holder, excluding transportation to or from a suitable accommodation. All time spent in deadhead transportation is duty and is not rest. For purpose of determining the maximum flight duty period in Table 3 - 3 of this section, deadhead transportation is not considered a flight segment. 3) Duty - Any task that a flight crew member performs as required by Avatar Airlines, including but not limited to flight duty period, flight duty, pre- and post-flight duties, administrative work, training, deadhead transportation, aircraft positioning on the ground, aircraft loading, and aircraft servicing. FLIGHT OPERATIONS MANUAL 2.23 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4) Fatigue - A physiological state of reduced mental or physical performance capability resulting from lack of sleep or increased physical activity that can reduce a flight crew members’ alertness and ability to safely operate an aircraft or perform safety related duties. 5) Fit for Duty - Physiologically and mentally prepared and capable of performing assigned duties at the highest degree of safety. 6) Flight Duty Period (FDP) - A period that begins when a flight crew member is required to report for duty with the intention of conducting a flight, a series of flights, or positioning or ferrying flight, or aircraft positioning and ends when the aircraft is parked after the last flight and there is no intention for further aircraft movement by the same flight crew member. A flight duty period includes the duties performed by the flight crew member on behalf of Avatar Airlines that occur before a flight segment or between flight segments without a required intervening rest period. a) Examples of tasks which are part of the flight duty period include deadhead transportation, training conducted in an aircraft or flight simulator, and airport/standby reserve, if the above tasks occur before a flight segment or between flight segments without an intervening required rest period. b) Post flight de-brief time is not considered part of the Flight Duty Period. 7) Theater - A geographical area in which the distance between the flight crew member’s departure points and arrival points differs by no more than 60 degrees longitude. Avatar Airlines does not operate routes separated by more than 60 degrees longitude. 8) Window of Circadian Low (WOCL) - Per 14 CFR 117, WOCL is a period of maximum sleepiness that occurs between 02:00 and 05:59 during a physiological night.

5.2 Fitness for Duty 14 CFR 117.5, 117.5(d) 1) Each flight crew member must report for any duty rested and prepared to perform assigned duties. 2) Avatar Airlines will not assign, and the flight crew member must not accept an assignment to a flight duty if the flight crew member is too fatigued to safely perform assigned duties.

NOTE If a crew member is not Fit for Duty (NOFIT), crew scheduling must be contacted.

3) Avatar Airlines will not permit a flight crew member to continue a flight duty period if the flight crew member has reported themselves too fatigued to continue the assigned flight duty period. FLIGHT OPERATIONS MANUAL 2.24 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

4) Fitness for Duty Declaration (14 CFR 117.5(D)) As part of the dispatch release, as applicable, each flight crew member must affirmatively state by signing the Station Copy of the release that he is fit for duty prior to commencing each flight segment. Para 5.3 highlights the method to declare Fitness for Duty on the Dispatch Release.

NOTE On all flights which require a new Dispatch Release (i.e, diversion, return to field, etc.), crew members must re-declare Fitness for Duty.

5.3 Declaring Fit for Duty on the Dispatch Release 14 CFR 117.5 Both flight crew members must sign next to their respective names on the Station Copy of the Dispatch Release, which acknowledges they are fit for duty for that particular flight segment.

NOTE A Special F-4 message will be posted to all dispatch releases highlighting this as a requirement to affirm Fitness for Duty per 14 CFR 117.5.

5.4 Flight Time Limitations Tracking Procedures 1) The following flight crew member activity is tracked in FOS for domestic and flag operations, and is entered into each crew member’s personal history: a) No flight crew member will be scheduled and/or accept an assignment if any of the following will be exceeded, unless it is under the post takeoff extension provision in 14 CFR 117.19. b) Flight Time Limits: 1) 100 hours in any 672 consecutive hours (28 days), 2) 1000 hours in any 365 consecutive calendar day period. c) Flight Duty Period Limits: 1) 60 Flight Duty Period hours in any 168 consecutive hours (7 days), b) 190 Flight Duty Period hours in any 672 consecutive hours (28 days), or c) less than 10 hours rest between required rest periods. 2) Sequenced (Scheduled) Operations a) As flight operations are conducted, times are entered into FOS via ACARS or manually. 1) If the aircraft and station are ACARS equipped, the times are entered automatically. 2) If either the aircraft or station are not ACARS equipped, the times are entered manually by station personnel. b) When crew bids are awarded for a particular month, that information is also entered into FOS. As a crew member actually flies awarded trips, the flight times are updated in the system. FLIGHT OPERATIONS MANUAL 2.25 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

c) Rest requirements are also examined on an individual trip basis. To assist with regulatory compliance, FOS generates an alert to crew scheduling whenever a potential illegal conflict is identified. 3) Non-Sequenced Operations (A/C Flight Training and Checking) Aircraft Flight Training When aircraft training flights are completed, the instructor pilot shall submit a RF 1000 Done message defining the specific training event and applicable aircraft times/cycles for record keeping purposes.

5.5 Flight Time Limits 14 CFR 117.11 No flight crew member may accept an assignment or continue an assigned flight duty period if the total flight time: 1) Will exceed the limits specified in Table 2.2 of this section’s paragraph. 2) If unforeseen operational circumstances arise after takeoff that are beyond Avatar Airlines control, a flight crew member may exceed the maximum flight time specified in paragraph A of this section and the cumulative flight time limits in paragraph 5.10 to the extent necessary to safely land the aircraft at the next destination airport or alternate, as appropriate. Table 2.1 Operations Flight Time Limitations

Time of Report Maximum Flight (Acclimated) Time 0000 – 0459 8 0500 – 1959 9 2000 – 2359 8

5.6 Flight Duty Period 14 CFR 117.13 1) Except as provided in paragraph 5.7 of this section, Avatar Airlines may not assign and no flight crew member may accept an assignment if the scheduled flight duty period will exceed the limits in Table 2.3 of this section. 2) The applicable flight duty period is based on the local time at the base in which the flight crew member is domiciled. 3) Deadheads after the last working segment do not counts toward the FDP. 4) If the flight crew member is not acclimated: a) The maximum flight duty period in Table 2.3 of this paragraph is reduced by 30 minutes. FLIGHT OPERATIONS MANUAL 2.26 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

Table 2.2 Maximum Flight Duty Period Limits for Operations

Scheduled Time of Start Maximum Flight Duty Period (hours) For (Acclimated Time) Lineholders Based on Number of Flight Segments 1 2 3 4 5 6 7 0000 – 0359 9 9 9 9 9 9 9 0400 – 0459 10 10 10 10 9 9 9 0500 – 0559 12 12 12 12 11.5 11 10.5 0600 – 0659 13 13 12 12 11.5 11 10.5 0700 – 1159 14 14 13 13 12.5 12 11.5 1200 – 1259 13 13 13 13 12.5 12 11.5 1300 – 1659 12 12 12 12 11.5 11 10.5 1700 – 2159 12 12 11 11 10 9 9 2200 – 2259 11 11 10 10 9 9 9 2300 – 2359 10 10 10 9 9 9 9

5.7 Flight Duty Period - Split Duty 14 CFR 117.15 1) If a flight crew member is provided with a rest opportunity (an opportunity to sleep) in a suitable accommodation during their flight duty period, the time that the flight crew member spends in the suitable accommodation is not part of that flight crew member’s flight duty period if all of the following conditions are met: a) The rest opportunity is provided between the hours of 2200 and 0500 local time. b) The time spent in the suitable accommodation is at least 3 hours, measured from the time the flight crew member reaches the suitable accommodation. c) The rest opportunity is scheduled before the beginning of the flight duty period in which rest opportunity is taken. d) The rest opportunity that the flight crew member is actually provided may not be less than the rest opportunity that was scheduled. e) The rest opportunity is not provided until the first segment of the flight duty period has been completed. f) The combined time of the flight duty period and the rest opportunity provided in this section does not exceed 14 hours. FLIGHT OPERATIONS MANUAL 2.27 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5.8 Flight Duty Period Extensions 14 CFR 117.19 1) If unforeseen operational circumstances arise prior to takeoff: a) The PIC and Avatar Airlines may extend the maximum flight duty period permitted in Table 2.2 of this section up to 2 hours. The PIC and/or Avatar Airlines may also extend the maximum combined flight duty period and reserve available period limits specified in paragraph 5.9 of this section up to 2 hours. b) An extension in the flight duty period under paragraph (1) above of more than 30 minutes may occur only once prior to receiving a 30 hour rest period. 1) If a 30 hour rest period has not been provided before the next extension, extensions will be limited to 30 minutes or less. c) A flight duty period cannot be extended under paragraph (1) above if it causes a flight crew member to exceed the cumulative flight duty period limits. 2) If unforeseen operational circumstances arise after takeoff: a) The PIC and Avatar Airlines may extend maximum flight duty periods specified in Table 2.2 of this section to the extent necessary to safely land the aircraft at the next destination airport or alternate airport, as appropriate. b) An extension in the flight duty period under sub paragraph (2(1)) of this paragraph of more than 30 minutes may occur only once prior to receiving a 30 hour rest period. 1) If a 30 hour rest period has not been provided before the next extension, extensions will be limited to 30 minutes or less. c) An extension taken under this paragraph may exceed the cumulative flight duty periods limits specified in paragraph 5.10. 3) Unscheduled Aircraft Movement a) Flight crews may be asked to move aircraft on the ground (i.e., for reposition purposes). b) In these cases, flight crews must notify crew scheduling prior to any unscheduled aircraft movement as this does count towards the flight duty period. FLIGHT OPERATIONS MANUAL 2.28 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5.9 Reserve Status 14 CFR 117.21 1) Unless specifically designated as airport/standby or short-call reserve by Avatar Airlines, all reserve is considered long-call reserve. 2) Any reserve that meets the definition of airport/standby reserve must be designated as airport standby reserve. For airport/standby reserve, all time spent in a reserve status is part of the flight crew member’s flight duty period. 3) For short call reserve, a) The reserve availability period (RAP) may not exceed 14 hours. b) For a flight crew member who has completed a RAP, Avatar Airlines will not schedule and no flight crew member may accept an assignment of a RAP unless the flight crew member receives the required rest, c) The total number of hours a flight crew member may spend in a flight duty period and a RAP may not exceed the lesser of the maximum applicable flight duty period in Table 2.2 of this section plus 4 hours, or 16 hours, as measured from the beginning of the RAP. 4) For long call reserve, if Avatar Airlines contacts a flight crew member to assign a flight duty period which will begin before and operate into the flight crew member’s window of circadian low, the flight crew member must receive a 12 hours notice of report time from Avatar Airlines. 5) Avatar Airlines may shift a reserve flight crew member’s reserve status from long call to short-call only if the fight crew member receives a rest period.

5.10 Cumulative Limitations 14 CFR 117.23 1) The limitations of this paragraph include all flying by flight crew members on behalf of Avatar Airlines during the applicable periods. 2) Avatar Airlines will not schedule and flight crew member must not accept an assignment if the flight crew member’s total flight time will exceed the following: a) 100 hours in any 672 consecutive hours (28 days), or b) 1,000 hours in any 365 consecutive calendar day period. 3) Avatar Airlines will not schedule and flight crew member must not accept an assignment if the flight crew member’s total Flight Duty Period will exceed: a) 60 Flight Duty Period hours in any 168 consecutive hours (7 days), or 2) 190 Flight Duty Period hours in any 672 consecutive hours (28 days). FLIGHT OPERATIONS MANUAL 2.29 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5.11 Rest Period 14 CFR 117.25 1) Avatar Airlines will not assign and a flight crew member must not accept an assignment during any required rest period. 2) Rest periods will begin 15 minutes after block in time for domestic flights and 30 minutes after block in time for international flights. This accounts for post flight debrief time and clearing of customs for international operations. 3) Before beginning any reserve or flight duty period a flight crew member must be given at least 30 consecutive hours free from all duty in any 168 consecutive hour period (7 days). 4) If a flight crew member operating in a new theater has received 36 consecutive hours of rest, that flight crew member is acclimated and the rest period meets the requirements of the paragraph (2) above. 5) Avatar Airlines will not schedule and no flight crew member may accept an assignment for any reserve or flight duty period unless the flight crew member is given a rest period of at least 10 consecutive hours immediately before beginning the reserve or flight duty period measured from the time the flight crew member is released from duty.

NOTE The 10 hour rest period must provide the flight crew member with a minimum of 8 uninterrupted hours of sleep opportunity.

6) If a flight crew member determines that a rest period under paragraph (E) of this section will not provide 8 uninterrupted hours of sleep opportunity, the flight crew member must notify Avatar Airlines. The flight crew member cannot report for the assigned flight duty period until he receives a rest period specified in paragraph (5) above. 7) If a flight crew member engaged in deadhead transportation exceeds the applicable flight duty period in Table 2.2 of this section, the flight crew member must be given a rest period equal to the length of the deadhead transportation but not less than the required rest in paragraph (5) above before beginning a flight duty period.

5.12 Consecutive Nighttime Operations

14 CFR 117.27 Avatar Airlines may schedule and a flight crew member may accept up to five consecutive flight duty periods which infringe on the window of circadian low if Avatar Airlines provides the flight crew member with an opportunity to rest in a suitable accommodation during each of the consecutive nighttime flight duty periods. The rest opportunity must be at least 2 hours, measured from the time that the flight crew members reaches the suitable accommodation, and must comply with the conditions specified in paragraph 5.7. Otherwise, Avatar Airlines will not schedule and flight crew members must not accept more than 3 consecutive flight duty periods that infringe on the window of circadian low. For purposes of this section, any split duty rest which is provided in accordance with paragraph 5.7 on this section counts as part of the flight duty period. FLIGHT OPERATIONS MANUAL 2.30 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5.13 Flight Time and Duty Limits – Check Airmen and Management Pilots

When performing the duties and responsibilities of a line pilot, a Check Airman or Management Pilot will advise scheduling, upon notification of known flying, of the following: 1) The pilot’s last calendar day free of all Company duties and responsibilities. 2) If off duty, the time at which said pilot’s rest period began, or if currently on duty (i.e. in the office) the time at which said pilot’s duty to Avatar Airlines began.

5.14 Mandatory Off Time (MOT) Program 14 CFR 117 1) Mandatory Off Time (MOT) is defined as the last possible wheels up time to complete the active legs based on flight time and flight duty period limitations. 2) Receipt of the MOT alerts Avatar Airlines to initiate action as required to maintain compliance with 14 CFR 117.

6 MANUALS

6.1 Manuals – General 14 CFR 121.137 1) Each individual issued a company manual(s) shall maintain that manual(s) in current status and condition. Each crew member is responsible for carefully checking the status of their respective manual(s), and having the manual or appropriate parts of it accessible when performing assigned duties. Each crew member is also responsible for requesting any missing material. All materials will normally be requested through the Domicile Chief Pilot. 2) All flight operations manuals are available online on Avatar Airlines website Electronic Flight Bag Link.

6.2 Missing Kit Bag Manuals (Paper or EFB) 1) EFB Manuals If all or part of the EFB documents become unusable while on a trip (i.e., lost, stolen, broken, corrupted, etc.) the crew member carrying the EFB must notify OCC and obtain the applicable paper sections as described below by any means possible. The required sections of the manuals may be faxed, copied, or downloaded and printed from Avatar Airlines Pilots Resources Page on CMS. a) AOM Volume 1 1) Emergency/Abnormals section. 2) Limitations section. 3) Performance section 4) Any additional sections or pages the crew deems necessary. FLIGHT OPERATIONS MANUAL 2.31 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

b) Flight Operations Manual 1) Section 15 2) Any additional sections or pages the crew deems necessary. c) Jeppesen Airway Manual 1) Any charts or pages affecting the flight. 2) Contact OCC for additional assistance.

NOTE If the other crew member has the sections above in paper, those documents may be used to conduct the flight. Any missing manual(s) must be obtained as soon as practicable.

2) Paper Manuals All of the replacement rules for the manuals covered by the Electronic Flight Bag above will apply to lost or stolen hardcopy manuals. Chief Pilots may have spare kit bags available in the event a crew member’s manuals are lost, stolen, or damaged.

7 FLIGHT EQUIPMENT

7.1 Flight Equipment – General 1) Each flight crew member shall provide themselves with the required flight equipment, which will be available at all times during flight. A separate, suitable, preferably black, kit bag of satisfactory appearance will be used to carry the flight equipment. Duffle bags, gym bags, tote bags, shopping bags or any similar type bag is not considered acceptable for flight kit use and must not be used by flight crew members. 2) It shall be the Captain’s responsibility to determine, prior to flight, that each flight crew member’s equipment meets company requirements. 3) Keep all items of flight equipment in their proper place on the flight deck.

Caution

DO NOT PUT FLASHLIGHTS, PAPER, MICROPHONES, ETC. WHERE THEY WILL INTERFERE WITH THE PROPER OPERATION OF AIRCRAFT OR ENGINE CONTROLS OR INSTRUMENTS. EXCEPT TO MASK A LIGHT IN ACCORDANCE WITH MEL INSTRUCTIONS, DO NOT OBSTRUCT WARNING, POSITION OR INDICATING LIGHTS IN ANY WAY.

4) At originating stations, immediately prior to boarding and at through stations prior to departure, each crew member will personally inspect their flight kits and personal luggage for foreign objects if they have been left unattended. Flight kits and personal luggage must not be left unattended in public areas. FLIGHT OPERATIONS MANUAL 2.32 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

5) All flight deck crew kit bags and personal luggage should be locked while on company premises and unattended. 6) Always have proper identification tags attached. 7) Crewmember baggage – When engaged in regular scheduled or charter flights, crew members will restrict their baggage to: a) Personal effects required, considering the period of time involved and the nature of the flying assignment, and; b) Authorized required flight equipment.

7.2 Flight Kit Bag Inspection 1) A routine Flight Kit Bag inspection for all crew members will be made at the time of the line and proficiency check. It will consist of: a) An inspection of the external appearance of the bag. b) A review of the contents referred to in this section to ascertain the required flight equipment is being carried. 2) A check of all licenses and FAA Medical Certificate to determine they are current. Supervisors may make additional inspections at any time.

7.3 Revision Status of Flight Operations Manuals

The current revision status of Company Flight Operations manuals can be determined by referring to: 1) Manual Information on the CMS website. All crew members shall review CMS after the trip sign-in process to ensure the manuals issued to them are up-to-date. If a revision has not been received, the crew member shall obtain the appropriate revision from CMS.

7.4 Headsets and Boom Mike Use 14 CFR 121.359 The use of headsets with boom microphones is mandatory during all operations conducted below 18,000’ MSL, including taxi. The flight can be dispatched without boom mics with the appropriate MEL.

7.5 Personal Headsets

Pilots may use FAA approved personal headsets, if the headset is manufactured in accordance with TSO-C139, TSO-C57 and TSO-C58. In order to validate compliance with the applicable CFRs, a TSO certification stamp or marking must be affixed to the headset. Contact a Chief Pilot office, if any question arises concerning the suitability of a particular headset type. FLIGHT OPERATIONS MANUAL 2.33 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

7.6 Flight Equipment Requirements

All pilots must carry the following equipment and manuals when reporting for any Flight, Ground or Simulator Event.

R = Required P = Paper E = Electronic N/A = Not Applicable Item NON-EFB EFB Type A EFB Type B CA/FO CA/FO CA/FO Company ID, certificates and REQUIRED Cockpit and jetbridge key Paper Checklist (Normal) P P P Aircraft Operating Manual Volume P E(*) E(*) 1 (Refer to NOTE 1) (Refer to NOTE 1) Flight Operations Manual P E E Jeppesen Manual P P E EFB Spare Battery and N/A R R connection/ EFB Securing Device N/A N/A R

NOTE 1 The asterisk (*) in the EFB columns denotes the AOM Volume 1 Title page up to the NORMALS PRE-FLIGHT tab must continue to be carried in paper format. Material aft of these sections may be carried on the EFB. EFB FO’s must always carry the front matter of the AOM Volume 1. EFB CA’s must carry the front matter of the AOM Volume 1 during Ground Checking and Training and all Simulator Checking and Training.

NOTE 2 EFB pilots participating in the Jeppesen (Type B) program must have all of the Jeppesen Airway Manual on the EFB during Ground Checking and Training and all Simulator Checking and Training. Pilots not using Jeppesen charts on the EFB (Type A) must carry Jeppesen Airway Manual in paper per the EFB Type A CA/FO column. AOM Volume 2 may be carried on the EFB in lieu of paper.

7.7 Pilots Logbooks

Pilot logbooks must be made available to the Manager of Flight Standards office for an in-depth audit of aeronautical flight experience for any pilot entering a course of training which will qualify that pilot for the ATP Certificate at the beginning of such training. Flight or oral test(s) cannot be accomplished unless this information is provided to the Examiner administering the test(s). FLIGHT OPERATIONS MANUAL 2.34 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

7.8 Electronic Flight Bag OpSpec A061 1) Pilots are authorized to use an Electronic Flight Bag (EFB) option after completion of the EFB Training Module. The EFB option allows pilots to carry certain manuals in digital format using their Apple iPad/iPad2/New iPad (3rd Generation)/New iPad with Retina Display (4th Generation). Refer to EFB Operations in Section 5 of this manual for information regarding EFB use. 2) All pilots authorized to use an EFB must have current revisions of all required flight manuals as per Flight Operations Manual. Jeppesen Manual may only be used on the EFB when used in conjunction Jeppesen Manual with the approved EFB securing device.

8 CHECK AIRMEN/MANAGEMENT PILOTS

8.1 Checks and Requirements – Check Airman 1) A crew member's proficiency, certification, or line checks must be certified by an approved company Check Airman (or designated pilot examiner, in the case of a certification check), or by an FAA inspector. All approved Check Airmen must be authorized by Avatar Airlines and the FAA. 2) A Check Airman is an airman designated by the air carrier and approved by the administrator to examine other airmen to determine their proficiency with respect to procedures and technique and their competence to perform their respective airman duties.

8.2 Checks and Requirements – Management Pilots 1) Current and properly qualified Supervisory Flight Department Personnel are eligible, in the performance of their duties and responsibilities, to replace line pilots. 2) When exercising this prerogative, the supervisor will advise the line Captain and OCC. The supervisor will assume the duties and responsibilities of the line pilot. 3) Supervisory personnel will be considered the same as other cockpit crew members on the roster concerning requirements for flight, route and equipment checks, physical examinations, etc. 4) Line qualified supervisory personnel will not be considered available for scheduled flights, on other than a displacement basis, without prior approval of the Director of Flight Operations - Line. All such supervisory flying must be coordinated through Crew Scheduling.

9 UNIFORMS AND APPEARANCE – GENERAL Crewmembers shall wear their uniforms in a manner which presents a professional, well groomed and clean appearance. Crewmembers shall keep their uniforms neat, clean, pressed and in good condition at all times. Paper, log books, eye glasses and other objects must not protrude from pockets. Personal baggage such as backpacks will not be worn with the uniform. FLIGHT OPERATIONS MANUAL 2.35 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

Captains are responsible for monitoring and counseling crew members with whom they fly, when the grooming and uniform appearance of these crew members does not meet the professional standards set by Avatar Airlines. Flight managers are responsible for frequent inspections to see all flight deck crew members are properly groomed, uniforms are in good condition and properly worn.

9.1 Uniforms

The following personnel shall wear approved company issued uniforms at all times while on duty as qualified below: •Captain • First Officer • Staff and Management flying personnel when on flight duty

9.2 Uniform or Company Approved Leather Jackets 1) The uniform or company approved leather jacket shall be worn at all times when appearing in public or before the passengers. The top or middle button of the uniform jacket will be buttoned. 2) Exceptions: If the approved shirt with proper rank epaulets is worn, it is not mandatory to wear the uniform or leather jacket when: a) Going into the cabin to check equipment or use the lavatory. b) In conditions of uncomfortable heat and humidity while performing required duties on the ramp in the immediate area of the aircraft. c) From the beginning of May to the end of October, the uniform or leather jacket is optional unless a pilot’s assignment requires deadheading on another carrier. 3) Wings will be worn above the left pocket.

9.3 Uniform Trousers 1) Same color and material as jacket. 2) Female – upon returning from maternity leave or other special circumstances, matching pants with expandable waist tabs may be worn.

9.4 Shirts or Blouses 1) Regulation long or short sleeve shirt or blouse will be worn when in uniform. 2) Appropriate rank epaulets shall be attached to the shirt or blouse shoulder straps.

9.5 Safety Vests 1) All crew members while on the Airport Operations Area (AOA), in any capacity, (i.e., conducting pre/post flight inspections, walking to or from operations, and all other times with limited exceptions) shall wear a highly visible safety vest over their outermost garment. FLIGHT OPERATIONS MANUAL 2.36 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2) Exceptions to this policy will be limited to: a) While working inside hangars, base maintenance and automotive facilities, or Walking in designated passenger walkways, or b) Waiting for employee buses in designated areas. 3) Each pilot shall be issued a lime green safety vest with “FLIGHT” imprinted on the back. 4) The safety vest is considered part of the pilot’s uniform anytime while on the AOA. 5) Replacement and loaner vests may be obtained through the Chief Pilot’s office. 6) Markings on the outside of your safety vest shall be limited to your name with the following specifications: a) Immediately above the clear pocket on the left side of the vest, b) letters should be ½ - 1 in. tall, and c) written with a permanent marker. 7) Recommended markings on the inside of your safety vest shall be limited to your name and employee number. 8) Other than markings listed in F. and G. above no other markings are permitted on the safety vest.

9.6 Ties 1) Male crew members – Regulation blue tie shall be worn at all times when appearing in public. 2) Female crew members – Regulation blue short crisscross tie shall be worn at all times when appearing in public. Tie may be fastened with a hidden snap or a small plain tie tac or clasp with silver finish preferred.

NOTE Holiday ties are approved for wear on any sequence which includes the period from Dec. 1 to Dec. 31. Patriotic ties are approved for wear at all times.

9.7 Hats

Male/Female crew members – Regulation approved hats may be worn at pilots option. No other hats are permitted at any time in public while in uniform.

9.8 Topcoats and Sweaters 1) Regulation, approved topcoat or “all weather” raincoat may be worn when appropriate. 2) Regulation, plain, navy blue, v-neck sweater may be worn under the uniform jacket. 3) Vests shall not be worn.

9.9 Mufflers or Scarfs

Plain dark blue muffler or scarf may be worn with coats if desired. FLIGHT OPERATIONS MANUAL 2.37 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

9.10 Gloves

Black or navy blue dress gloves may be worn if desired.

9.11 Footwear and Belts 1) Female Crewmembers a) Footwear must be black or navy blue and properly shined. Pumps or low heels are approved; however, when performing Captain or First Officer duties, a functional flat shoe shall be worn. b) Hose may be neutral, beige or navy blue in color. c) Male Crewmembers 1) Footwear will be plain black dress shoes or boots, of conservative design, and will be properly shined. (No tennis shoes) 2) Socks will be plain black. 3) Belt will be plain black leather with a buckle of conservative size and design.

9.12 Ornaments and Insignia 1) Insignia such as Avatar Airlines service pin, ALPA pin or a service award are to be worn only on the left lapel. Only three such insignias are to be displayed and no insignia is to be worn on the right lapel. 2) Only insignia or awards approved by the Vice President of Flight Operations are to be worn with the uniform. 3) Approved insignia in the form of a tie tac may also be worn with the uniform. 4) Ear jewelry of any kind is not authorized.

9.13 Off Duty Dress

Crewmembers may not wear their uniforms while off duty, except when traveling between residence or hotel and work.

9.14 Grooming and Hair 1) Male a) Hair will not touch the ears or the collar except the closely cut hair on the back of the neck. Hair will be groomed so that it will not protrude below the front band of the uniform cap. Sideburns will be neatly trimmed and tapered. The base of the sideburns will be a clean shaven horizontal line and will not be flared. Sideburns will not extend below the mid-earlobe. b) The acceptability of a crew member's hair style will be based upon criteria in the above paragraph and not upon his hair. The face will be clean shaven at all times including ground and flight training, except mustaches, which are permitted. Mustaches must be neatly trimmed, cannot extend beyond the corners of the mouth and are not to be of unusual nature or size. FLIGHT OPERATIONS MANUAL 2.38 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

Beards or goatees are not permitted. Wigs or hairpieces will not be worn by crew members while in uniform or on duty except for cosmetic reasons to cover natural baldness or physical disfigurement. 2) Female a) Hair shall be neatly styled. Makeup and jewelry shall be worn conservatively and tastefully. b) In no case will the bulk or length of the hair interfere with the proper wearing of headgear. Extraordinarily long, extreme, ragged or unkept hair, which precludes the proper wear of any such headgear, is prohibited.

10 CREW MEALS

10.1 Flight Crewmember Meal Policy

While on duty, or within a six-hour period prior to duty, flight crew members shall not intentionally eat the same meals prepared by the same food preparation service. Alcoholic Beverages – Alcohol or alcoholic beverages shall not be served to any flight crew member or jump seat occupant nor shall it be allowed on the flight deck.

11 PHYSIOLOGY

11.1 Blood Donations

After a crew member has made a blood donation, the following procedures will be observed: 1) Donating whole blood: Crewmembers who donate more than one-half pint of blood will not take a flight earlier than 72 hours following the donation. 2) Donating platelets: Crewmembers who donate platelets must return to work with an adequate platelet count documented to be 100,000 or greater. 3) Donating plasma: Crewmembers who donate plasma may not take a flight earlier than 4 hours following the donation. 4) The Chief Pilot shall be notified of any blood donations given so that a permanent record of the blood examination can be kept in the personnel file of the crew member.

NOTE a Designated Medical Facility will provide hemoglobin, hematocrit or platelet count testing at no cost for pilots desiring the service to verify that their blood counts have normalized following donation. FLIGHT OPERATIONS MANUAL 2.39 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

11.2 Scuba Diving

Crewmembers shall not participate in scuba diving within a 24-hour period prior to going on duty.

12 ALCOHOL/DRUGS

12.1 Alcohol/Drugs 14 CFR 91.17 1) No person may act as a crew member of a civil aircraft: a) While under the influence of alcohol. b) While using any drug that affects his faculties in any way contrary to safety. c) While having 0.04 percent by weight or more alcohol in the blood. 2) Except in an emergency, no pilot of civil aircraft may allow a person who is obviously under the influence of intoxicating liquor or drugs (except a medical patient under proper care) to be carried in that aircraft. 3) Drinking of any alcoholic beverage by any employee on duty (including deadheading and any type of training) or in uniform or by any crew member at any time within a 12-hour limit prior to going on duty is forbidden. Employees reporting for duty showing any evidence of intoxication are subject to immediate dismissal. The above also applies to flight duty while in training. 4) The appearance of a crew member in uniform at any cocktail lounge, bar or saloon will reflect discredit on Avatar Airlines and the individual crew member. Such appearance may subject him to charges of misconduct. 5) Any employee, in uniform or civilian dress, having occasion to enter the flight deck while in flight, shall not have consumed any alcoholic beverage while in the passenger cabin.

12.2 Refusal to Submit to an Alcohol Test or Furnish Test Results 14 CFR 61.16, 91.17 A refusal to submit to a test to indicate the percentage by weight of alcohol in the blood, when requested by a Law Enforcement Officer, or a refusal to furnish or authorize the release of test results when requested by the administrator is grounds for: 1) Denial of an application for any certificate or rating issued under this part for a period of up to one year after the date of that refusal. 2) Suspension or revocation of any certificate or rating issued under this part. FLIGHT OPERATIONS MANUAL 2.40 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

12.3 Suspension of Certificate for Drug Conviction 14 CFR 61.15, 91.19 1) No person who is convicted of violating any Federal or State statute relating to growing, processing, manufacture, sale, disposition, possession, transportation or importation of narcotic drugs, marijuana or depressant or stimulant drugs or substances, is eligible for any certificate or rating issued for a period of one year after the date of final conviction. 2) No person may operate a civil aircraft within the United States with knowledge that narcotic drugs, marijuana and depressant or stimulant drugs or substances as defined in Federal or State statutes are carried in the aircraft. 3) Any conviction specified in Paragraph 1. above or the commission of the act in Paragraph 2. above, is grounds for suspending or revoking any certificate or rating issued. 4) Conviction of any of the above is cause for dismissal from Avatar Airlines.

12.4 Carriage of Narcotic Drugs, Marijuana and Depressant or Stimulant Drugs or Substances 14 CFR 91.19, 121.15 1) Except as provided in Section 12.1, Paragraph 2. above, no person may operate a civil aircraft within the United States with knowledge that narcotic drugs, marijuana, and depressant or stimulant drugs or substances as defined in Federal or State statutes are carried in the aircraft. 2) Paragraph 1. above does not apply to any carriage of narcotic drugs, marijuana and depressant or stimulant drugs or substances authorized by or under Federal or State statute or by any Federal or State agency.

12.5 Use of Medication 14 CFR 91.17 1) CFRs prohibit acting or attempting to act as a crew member of a civil aircraft “While using any drug that affects the person’s faculties in any way contrary to safety...” Crewmembers who are unsure of the side affects of a particular prescription or non-prescription drug are advised to consult their FAA Aeromedical Examiner, or the Designated Medical Facility. 2) The following medications are currently approved by Avatar Airlines Designated Medical Facility: a) Pain medications: Aspirin, Tylenol, Bufferin, Anacin, Advil, Motrin and Nuprin. b) Antacids: Gelusil and Maalox. c) For stomach upset and/or mild diarrhea: Pepto-Bismol. d) Decongestants: Sudafed (without antihistamines), Entex LA (prescription only), Afrin Nasal Spray and Neo-Synephrine. e) Throat Lozenges: Chloraseptic (plain), Cepacol (plain), Sucrets (plain). FLIGHT OPERATIONS MANUAL 2.41 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

f) Cough Syrup: Robitussin (plain). g) Topical Skin Creams (non-prescription only): Hydrocortisone cream, Anti-fungal creams.

12.6 Random Drug Testing 1) All cockpit crew members will be subject to random drug testing. Crewmembers will be selected by a random selection computer model. Random testing may be conducted at any time. Avatar Airlines Drug and Alcohol Policy may be viewed on the MIS home page under the Policies and Procedures tab. 2) Crewmembers will be notified of their selection for random drug testing in the following manner: The crew member will be met by a person acting as a representative of Avatar Airlines Management who will obtain positive identification of the crew member and will provide written notification of the crew member’s selection for random drug testing. The notification form will direct the crew member to immediately report to, and give a urine specimen at the collection site, and inform the crew member that refusal or failure to report and provide a urine specimen will result in the crew member’s termination for insubordination. 3) The crew member will be required to sign the notification form, acknowledging receipt of notification. The crew member will receive two copies of the form, one for his records, and one to be presented to the collection person. 4) The requirement for a crew member to immediately report may be delayed or excused by Flight Management on rare occasion because of an extreme, personal emergency of the crew member or because the crew member is assigned other duty by the airline. In all cases, it is incumbent upon the crew member to obtain the necessary approval of Flight Management. 5) Return to Duty Drug Testing A crew member returning to work after successful drug rehabilitation treatment will be subject to unannounced drug testing as determined by the Medical Review Officer (MRO). 6) Post Accident Drug Testing A crew member will be required to undergo a post-accident drug test following an aircraft accident as defined by the NTSB, when based on the best information available, the crew member’s performance contributed to the accident or the crew member’s performance could not be completely discounted as a contributing factor to the accident. Prior to making the decision to direct a crew member to undergo post accident drug testing, Flight Management will make reasonable attempts to discuss the accident with the crew member in person or, if not practical, by telephone. A crew member directed by Flight Management to undergo post- accident drug testing will do so as soon as possible after the accident, but in no case later than 32 hours after the accident. Prior to such testing, the crew member may consult with a Union Representative provided this will not appreciably delay testing. FLIGHT OPERATIONS MANUAL 2.42 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

7) Reasonable Cause Drug Testing When there is reasonable suspicion that a crew member has used a drug specified in the CFRs, or other drugs of abuse, Flight Management will direct the crew member to undergo a drug test, after personally observing the crew member, or, if not practical, after making reasonable attempts to confer by telephone with Station Management and the crew member. Prior to undergoing reasonable cause drug testing, a crew member may consult with a Union Representative provided this will not appreciably delay testing. During reasonable cause testing, two urine specimens will be collected. One will be tested for drugs specified in the CFR, and one will be tested for other drugs of abuse. 8) Consequences of a Positive Drug Test Result A crew member who has a drug test confirmed positive by the laboratory will be removed from flight status for medical reasons and contacted by the Corporate Medical Director serving as the MRO. After conferring with the crew member, the MRO will complete his review by deciding the test result is a negative result or verifying the positive test result. If deemed a negative test result, the crew member will be returned to flight status. If deemed a verified positive test result, the crew member will be terminated, except as provided for under the terms of Avatar Airlines Drug Testing Policy. 9) Consequences of Refusing to Submit to or Cooperate in Drug Testing A crew member who refuses or fails, without the specific approval of Flight Management, to undergo drug testing as outlined in this section; or who refuses or fails without the specific approval of Flight Management to provide a urine specimen or a sufficient quantity of urine necessary for drug testing, will be terminated. 10) Random Testing and Minimum Off Duty Time A crew member who, as a result of random testing, will not have 10 hours free from all duty, prior to his next regularly scheduled trip sequence, will be required to notify Crew Scheduling of such fact prior to the commencement of the rest period. Crew scheduling will determine whether to release or retain the crew member. A failure to make such prior notification will result in the forfeiture of any pay for the missed trip sequence.

13 CREW MANNING

13.1 Crew Manning Requirements 14 CFR 121.385 1) Dispatchers shall ensure all flights are manned by a qualified crew consisting of two pilots prior to release. No crew member will be scheduled for duty until cleared by the pilot or Flight Attendant training departments. If any doubt should exist as to a crew member's qualification, the Dispatcher shall confirm such with the applicable training department. 2) In planning or operating flights, satisfactory physical condition of flight crews, including adequate rest periods, is required. FLIGHT OPERATIONS MANUAL 2.43 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

3) A Dispatcher shall issue release only to Captains who are shown as qualified on the equipment to be used and the route to be flown in authorizations received from the responsible management areas. 4) The minimum number of cockpit crew members will never be less than that required by the FAA approved Flight Operations Manual for the type of aircraft being operated. 5) The minimum number of Flight Attendants is a function of the seating capacity of each individual aircraft. Aircraft having a seating capacity of more than 50 seats will require two Flight Attendants. 6) Flight Attendants are required to be on all flights carrying passengers except for non-revenue ferry, functional checks, or training flights where no more than 19 passengers, who are employees of Avatar Airlines, representatives of the FAA, or companies engaged in development, checking, and/or manufacturing of aircraft or aircraft equipment, and all are knowledgeable in the location and operation of cabin emergency and evacuation procedures.

13.2 Crew Schedules 14 CFR 121.471 1) Pilots shall be scheduled in accordance with the limitations of Federal Aviation Regulations, company regulations and appropriate labor agreements. 2) Designated personnel shall notify flight crew members of their assignments as far in advance as is practical. 3) Notification of flight crew members should be made after the monthly bids have been awarded. 4) Notification of change in schedule, assignment to extra section, other miscellaneous flying, etc., shall be made as soon as possible. 5) Pilots, when assigned to reserve, are responsible for ensuring Crew Scheduling can contact them, and shall be prepared to cover schedules promptly. 6) Remote paging systems are permitted, in accordance with procedures established by the Flight Operations Department, as appropriate.

14 FATIGUE RISK MANAGEMENT PROGRAM

14.1 Avatar Airlines Commitment to Reducing Fatigue and Improving Flight Crew Alertness

Avatar Airlines acknowledges and is committed to managing and mitigating flight crew fatigue and improving flight crew alertness. Mitigating flight crew fatigue risk is a joint responsibility of every Company Manager with functional responsibilities that impacts flight crews and each Flight crew member themselves. FLIGHT OPERATIONS MANUAL 2.44 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

Avatar Airlines will maintain through a continuous improvement process, a comprehensive system that is designated to help ensure all flight crews are alert and fit for duty. Avatar Airlines will use appropriate scientifically-valid fatigue risk assessment tools to measure, assess, eliminate when possible and mitigate the risks associated with aircrew fatigue. This system utilizes a data-driven process to assess fatigue risk, evaluate potential fatigue countermeasures and to assess overall fatigue management. It is recognized that the accuracy and reliability of fatigue-related data and the identification of root causes of fatigue depends on the participation and candor of our individual pilots. Thus, reporting of personal information by flight crews concerning their personal, contributory causes of their fatigue, is protected by individual confidentiality and treated in a non-punitive manner, unless a pattern of abuse is determined. This system will be integrated into Avatar Airlines Safety Management System and reviewed regularly to ensure compliance with regulatory requirements and the overall effectiveness of the system.

14.2 Intent and Scope

Flight crew fatigue risk is an ever present challenge in flight operations which Avatar Airlines is committed to manage and mitigate effectively to protect the safety and health of our employees and customers. The entire Fatigue Risk Management Program can be found in more detail on the Company Pilot Page of MIS under the Safety & Compliance: Fatigue-Pilots link.

14.3 Fatigue Reporting Policy

The fitness for duty of any person in a critical safety sensitive position at Avatar Airlines is ultimately the responsibility of the individual, their peers, and their supervisors. The Fatigue Reporting Policy consists of the following: 1) Fatigue Reporting System a) Flight crew members must use self-assessment to determine their individual fitness for duty. b) All flight crew members are responsible for monitoring others they are working with for signs of impairment due to fatigue. c) Avatar Airlines recognizes the dangers associated with flight crew member fatigue and will not permit pressure to accept or continue an assignment, or impose adverse consequences or repercussions when a flight crew member removes himself/herself from duty due to fatigue, unless a pattern of abuse is determined. 2) Report and request relief for chronic fatigue a) The Fatigue Risk Management System will foster a voluntary list, cooperative, non-punitive environment for the open reporting of fatigue concerns for flightcrew members. b) Avatar Airlines will educate and encourage participation in the program for crew members to report fatigue for events that have occurred and/or to request relief from duties as a result of chronic fatigue. 3) Fatigue reports and data collection will be used for development of new fatigue strategies. FLIGHT OPERATIONS MANUAL 2.45 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

14.4 Fatigue Incident Reporting Process

When a flight crew member declares themselves “fatigued” and declares to be removed from the remainder of their duties, they must: 1) Contact crew scheduling, 2) Inform the crew scheduler when you may be considered fit for duty (i.e., date and time), and 3) Complete the Fatigue Call Report within 48 hours.

14.5 Third Party Fatigue Call 1) The Fatigue Risk Management Program has implemented a process for any employee directly related to the operation of the flight (i.e., Dispatcher, Flight crew member, Flight Attendant) to report a fatigue concern involving any flight crew member. 2) If there is reason to believe a flight crew member is impaired due to fatigue, the reporting employee shall contact crew scheduling. In these cases, crew scheduling shall remove, delay, or reassign the affected flight crew member’s next flight. The scheduler will also contact the Chief Pilot. 3) The flight crew member will be informed of the Third Party Report and have the option to: a) Remove themselves from the duty assignment by executing a “Self Fatigue Call”, or b) Undergo an on-site fatigue evaluation.

15 OUTSIDE FLYING

15.1 Military Leave

Crewmembers will provide a copy of their military orders to their Domicile Chief Pilot.

15.2 Outside Flying 1) No aircraft, fixed wing or rotor wing, other than those operated by Avatar Airlines, will be flown by crew members for hire or reward. 2) Flight crew members may engage in military and personal flying activities, but only to the extent such flying does not conflict with the crew member's monthly company flying schedule.

16 TRAVEL RULES

16.1 Travel Rules – Deadheading Crewmembers

Deadheading crew members must always bear in mind that they are on duty and representing Avatar Airlines to the traveling public. Although flight crews must be transported on occasion in the passenger cabin, deadheading pilots will take care not to interfere with the normal service to our passengers. The following procedures will be adhered to: 1) Check all baggage that will not fit under the seat or in the overhead bins. Deadheading crew members will not store baggage in the cockpit. FLIGHT OPERATIONS MANUAL 2.46 CHAPTER 2 - CREW QUALIFICATION AND RESPONSIBILITY ARevision: A avatar airlines 01-Apr-2021

2) Wear the complete uniform if deadheading in uniform. The coat and hat must be removed when you are seated in the aircraft. 3) Consume no alcoholic beverages. 4) Ensure that all revenue passengers have been provided with meal service and entree selection before making a choice. 5) Keep requests for service to a minimum and remain outside of the galley area. 6) Conduct yourself at all times so as to reflect credit on Avatar Airlines. 7) Do not discuss company business in a manner that would attract attention or annoy other passengers.General Travel Rules (Non-Revenue Travel)

16.2 The following specific rules of conduct must be observed: 1) Unless asked directly, do not tell revenue passengers that you are traveling on a company pass or reduced rates. 2) Do not request special services or consideration from ground or in flight personnel. As flight service articles, playing cards, wings and service kit items represent a significant cost to Avatar Airlines and are specifically put on board for revenue passengers’ use, refrain from asking for such articles, except for medical aids, which might be required in flight. 3) Do not “talk shop” with other employees at the gate or in flight. 4) After presenting your priority boarding pass to the gate agent, remain away from the desk until called. 5) If you drink on a flight, drink moderately. 6) If you feel that you have been treated improperly, wait until you return to work and have your supervisor forward your comments to the proper department. 7) Remain in your assigned seat unless asked to move or offered another seat by the Flight Attendant. 8) Always be alert to the needs of revenue passengers and offer to move so that persons traveling together may sit together or otherwise be more comfortable. 9) Ensure family members traveling with you to observe the rules of conduct. FLIGHT OPERATIONS MANUAL 3.1 CHAPTER 3 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 3 TOC Chapter 3 TOC

CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREWMEMBERS ...... 3.1 1. COCKPIT MANAGEMENT ...... 3.1 1.1 Nonessential Duties During Critical Phases of Flight (Sterile Cockpit) ...... 3.1 1.2 Sterile Cockpit – Definition...... 3.1 1.3 Sterile Cockpit Period – Signals to Cabin ...... 3.1 1.4 Sterile Cockpit Exceptions ...... 3.2 1.5 Nonessential Duties During All Phases of Flight ...... 3.2 1.6 Manipulation of Controls and Seat Occupancy...... 3.2 1.7 Crewmember Seatbelts/Shoulder Harness ...... 3.4 1.8 Flight Crew Approach and Navigation Chart Requirements ...... 3.4 1.9 Flight Deck Baggage ...... 3.4 1.10 Equipment or Objects Proximity to Windows...... 3.4 1.11 Personal Equipment ...... 3.5 FLIGHT OPERATIONS MANUAL 3.2 CHAPTER 3 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 3.1 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

Chapter 3CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS

1 COCKPIT MANAGEMENT

1.1 Nonessential Duties During Critical Phases of Flight (Sterile Cockpit) 14 CFR 121.542 1) Crewmembers will not perform duties during a critical phase of flight except those required for the safe operation of the aircraft. 2) The Captain will permit no activity during a critical phase of flight which could distract any flight crew member from the performance of his duties or which could interfere in any way with the proper conduct of those duties. Nonessential activities prohibited during critical phases of flight include eating meals, engaging in nonessential conversations within the cockpit and nonessential communications between the cabin and cockpit crews, announcements pointing out sights of interest, non-operational company radio calls such as confirming passenger connections, filling out company logs and reading of any publication not related to the proper conduct of the flight.

1.2 Sterile Cockpit – Definition 1) Critical phases of flight (sterile cockpit) include: a) All ground operations involving movement of the aircraft under its own power b) Takeoff and Landing c) The last 1,000 feet of any required or assigned altitude during climb and descent d) Holding, regardless of altitude. e) All other operations conducted below 10,000 feet MSL, except cruise flight. Temporary level-off below 10,000 feet while conducting a climb to a higher altitude, or a descent to a lower altitude, does not constitute cruise flight. f) Any other phase of flight as deemed necessary by the Captain 2) Since taxiing is defined as movement of the aircraft on the surface under its own power, non-safety or non-operationally required PA Announcements, such as outbound/inbound delays etc. are prohibited unless the aircraft is stopped and parked. 3) Reporting of out/off/on/in times, or other company required operational reports during critical phases of flight, is permissible.

1.3 Sterile Cockpit Period – Signals to Cabin 1) The flight crew will notify the Flight Attendant of the end of the sterile period upon reaching 10,000 feet MSL, or the final cruising altitude, if that altitude is to be less than 10,000 feet MSL. 2) When descending for landing, the flight crew will notify the Flight Attendant of the resumption of the sterile period upon leaving 10,000 feet MSL or the level cruise altitude, whichever is lower. FLIGHT OPERATIONS MANUAL 3.2 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

3) The notifications required above shall be accomplished as described in Section 11.

1.4 Sterile Cockpit Exceptions

Normally the Flight Attendant will not open the cockpit door, knock, enter or call on the cabin interphone system during this sterile period. However, an exception is allowed whenever: 1) The Flight Attendant is notifying the crew that the cabin is ready for takeoff. 2) An emergency exists involving the aircraft, passenger(s), or cabin crew member(s). 3) The safety of the aircraft, cabin crew member(s) or passenger(s) is in jeopardy.

1.5 Nonessential Duties During All Phases of Flight 1) The pilot responsible for controlling the aircraft will do no paperwork or other duties that could or would detract from his/her proper control of the aircraft. All other cockpit duties will be assigned to the Pilot Monitoring (PM), including monitoring flight instruments and assisting in traffic lookout. 2) Flight crew members, at their duty station, will not engage in the reading of any material other than that required for the operational needs of the flight.

1.6 Manipulation of Controls and Seat Occupancy

14 CFR 121.545, 121.438 1) No person other than a qualified company pilot shall manipulate the controls during a revenue flight. Additionally, a qualified company pilot may only be paired with another qualified company pilot during ground and taxi operations. 2) During a non-revenue flight, no pilot in command may allow any person to manipulate the controls of an aircraft during flight unless the person is an authorized pilot safety representative of the FAA or NTSB who is qualified on the airplane and engaged in checking flight operations, or a pilot of another certificate holder who has permission of the PIC, is qualified in the aircraft, and is authorized by the certificate holder. 3) Only a pilot shown to be currently qualified as a Captain on the type of aircraft 4) involved, and assigned as Captain on the particular flight release, shall occupy the Captain’s seat except for the following: a) A pilot who is in the process of completing the Initial Operating Experience (IOE) may occupy the Captain’s seat provided a fully qualified Check Airman is occupying the First Officer’s seat, and; 1) The pilot occupying the Captain’s seat has completed the appropriate initial, transition, upgrade or requalification curriculum for Captain on the specific type of aircraft, and; 2) The pilot possesses an Airline Transport Pilot Certificate, and; FLIGHT OPERATIONS MANUAL 3.3 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

3) The pilot possesses a Type Rating for the aircraft involved. b) A pilot who is in Captain’s initial, transition, recurrent or upgrade training in the particular aircraft, may occupy the Captain’s seat provided a fully qualified Flight Instructor or Check Airman is occupying the First Officer’s seat, and; 1) The pilot occupying the Captain’s seat has completed the appropriate initial, transition, recurrent or upgrade ground training curriculum for Captain on the specific type of aircraft, and; 2) The flight is specifically designated as a training flight. 5) Only a pilot shown to be currently qualified as First Officer on the type of aircraft involved and assigned as First Officer on the particular flight release, shall occupy the First Officer’s seat except for the following: a) A pilot who is in the process of completing the Initial Operating Experience (IOE) may occupy the First Officer’s seat provided a fully qualified Check Airman is occupying the Captain’s seat. b) A Line Captain that has completed the appropriate seat- dependent training curriculum. 6) Check Airmen conducting Initial Operating Experience are authorized to use published minimums including CAT II, from either pilot seat, providing the Check Airman is acting as pilot-in-command and qualified for the approach being conducted. 7) Line Captains over age 60 may not fly into Canada or Mexico unless the First Officer is under age 60. 8) If the First Officer has fewer than 100 hours of flight time as Second-in- Command in the type aircraft being flown, and the Captain is not an appropriately qualified Check Airman, the Captain must make all takeoffs and landings: a) At SARA airports; or b) In any of the following conditions: 1) Prevailing visibility is at or below 3/4 miles or RVR 4,000 ft. 2) Runway is contaminated by water, snow, slush or other condition affecting performance. 3) Braking action is reported as less than “good”. 4) Crosswind component is reported in excess of 15 kts. 5) Windshear is reported in the vicinity of airport. 6) Any other time the Captain deems it prudent. 9) The Captain is responsible to ensure that at least one crew member is in a position to assume immediate control of the aircraft if an unexpected upset should occur.

NOTE If it is necessary for a pilot to leave their station, the remaining pilot must have unobstructed access to the controls and maintain alertness. (IATA Standard) FLIGHT OPERATIONS MANUAL 3.4 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

1.7 Crewmember Seatbelts/Shoulder Harness 14 CFR 121.311, 91.105 1) All flight deck occupants shall keep their seatbelts reasonably tight and securely fastened when at their respective stations. 2) Each occupant of a seat equipped with a shoulder harness, including jumpseats, must be notified to fasten their seatbelt and shoulder harness during taxi, takeoff and landing. 3) The seatbelt and shoulder harness for each unoccupied jumpseat must be secured so as not to interfere with crew members in the performance of their duties or with the rapid egress of occupants in an emergency.

1.8 Flight Crew Approach and Navigation Chart Requirements 14 CFR 121.549, OpSpec A009 1) Airport aeronautical data is supplied to all pilots by Avatar Airlines in the form of Jeppesen Company tailored coverage for Avatar Airlines Domestic/Flag route system. 2) Pilots are required to have out, and readily available, Jeppesen approach and navigation charts applicable to each phase of flight before each phase is reached. 3) For offline nonscheduled (supplemental) operations within areas of enroute operation specified in paragraph B50, Jeppesen Company will also supply “Trip Kit” coverage for on demand operations outside of the domestic route system coverage area.

1.9 Flight Deck Baggage 14 CFR 121.576 1) All baggage and other items carried on the flight deck (except kit bags, which must be accessible during flight) must be stored in the space provided and securely tied down with restraining straps, if provided. Any excess baggage or other items which exceed the tie-down capability shall be stored in accordance with AOM Volume 1. 2) In addition to the operating crew member’s baggage, only jumpseat occupants who have a “W” class boarding pass, or management pilots occupying the jumpseat in the performance of their duties, may store personal baggage in the cockpit. This stowage is contingent upon the availability of space and tie-down capability. The on-duty supervisory pilot will have priority. All baggage not meeting the above criteria shall be checked and boarded as passenger baggage.

1.10 Equipment or Objects Proximity to Windows

Due to possibility of damage or potential blockage of an egress location, no objects (including manuals, water bottles, books, etc.) shall be placed on the glare shield or against/in contact with the Direct Vision (DV) windows of the aircraft, except for company provided window shades and other company approved materials. FLIGHT OPERATIONS MANUAL 3.5 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

1.11 Personal Equipment

Distractions caused by portable electronic devices affect flight safety because they can detract from a flight crew’s ability to monitor and cross-check instruments, detect hazards and avoid errors. 1) Personal Electronics: Flight crew members may not use personal portable electronic devices (PEDs), (e.g., cell phones, two-way pagers, I-pods/MP3 players, laptops, PDAs, etc.), while performing job-related duties on or around the aircraft unless directly related to those duties. This does not preclude operations-related cell phone use to contact OCC, etc. when necessary as an alternate means of communication. Captains must take precautions to ensure cell phone use does not interfere with ground movement safety. 2) Personal Emergency Equipment: Flight crew members may not bring on board or use any personal emergency equipment that has not been approved by the FAA or Avatar Airlines (e.g., Emergency Vision Assurance Systems {EVAS}, etc.). Only aircraft certified emergency equipment will be used on any company aircraft. FLIGHT OPERATIONS MANUAL 3.6 CHAPTER 3 - RESTRICTIONS – COCKPIT AND CREW MEMBERS ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 4.1 CHAPTER 4 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 4 TOC Chapter 4 TOC

CHAPTER 4 - GENERAL OPERATING PROCEDURES...... 4.1 1. AIRCRAFT AUTOMATION ...... 4.1 1.1 General Automation Operating Policy ...... 4.1 1.2 FMS/GPS Navigation Policy ...... 4.1 1.3 FMS Management ...... 4.1 2. STOWAGE OF ITEMS ON THE AIRCRAFT ...... 4.2 2.1 Galley and Crew Baggage...... 4.2 2.2 Drinking Cups Containing Liquids...... 4.2 3. SMOKING ...... 4.2 3.1 Smoking...... 4.2 4. MAINTENANCE/AML ...... 4.2 4.1 Foreign Object Damage (FOD)...... 4.2 4.2 Aircraft Damage Log (ADL) ...... 4.2 4.3 Aircraft Damage Documentation Process...... 4.3 4.4 Aircraft Maintenance Log (AML) Procedures...... 4.5 4.5 Maintenance Service ...... 4.12 4.6 Reporting Mechanical Irregularities ...... 4.12 4.7 Maintenance Inspection Stickers ...... 4.13 4.8 Message to Flight Crew Forms...... 4.13 4.9 Aircraft Incident...... 4.13 4.10 Maintenance Accident Prevention Signs ...... 4.14 4.11 Ground and Flight Test Aircraft Operations ...... 4.14 5. JETBRIDGE ...... 4.14 5.1 Agent/Jetbridge Policy ...... 4.14 6. AUTHORIZED RAMP SIGNALS ...... 4.14 6.1 Cockpit to Ground Communications ...... 4.14 6.2 Ramp Parking ...... 4.15 6.3 Authorized Ramp Signaling Area...... 4.15 6.4 Ramp Signals ...... 4.16 7. SEATBELT SIGN ...... 4.22 7.1 FASTEN SEATBELT / NO SMOKING Signs...... 4.22 8. NOTICE OF BOIL WATER ORDER ...... 4.23 8.1 Verification of a Boil Water Order ...... 4.23 9. ELECTRONIC FLIGHT BAG (EFB) OPERATIONS ...... 4.25 9.1 General...... 4.25 9.2 EFB Manuals ...... 4.25 9.3 Missing EFB Manuals ...... 4.26 9.4 Approved EFB Specifications ...... 4.26 9.5 Restrictions for EFB Use on Flight Deck ...... 4.26 9.6 Phase of Flight Use ...... 4.27 FLIGHT OPERATIONS MANUAL 4.2 CHAPTER 4 TOC ARevision: A avatar airlines 01-Apr-2021

9.7 Approved EFB Securing Device Use and Restrictions ...... 4.27 9.8 Flight Instrument Interface ...... 4.28 9.9 EFB Qualifications ...... 4.28 9.10 EFB Power Sources ...... 4.28 FLIGHT OPERATIONS MANUAL 4.1 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Chapter 4CHAPTER 4 - GENERAL OPERATING PROCEDURES

1 AIRCRAFT AUTOMATION

1.1 General Automation Operating Policy 1) Pilots must be proficient in operating at all levels of automation. The level of automation used at any time should be that most appropriate for the circumstances so that safety and passenger comfort are enhanced. 2) When an immediate change of the aircraft path is required (i.e., escape or avoidance maneuvers, unusual attitude recovery), the lowest level of automation, hand flying without flight director guidance may be necessary until the situation is resolved. Regaining aircraft control should never be delayed to use automation. 3) Proper execution of Mode Control Panel or Flight Guidance Panel inputs must be verified by checking that the resulting Flight Mode Annunciator is correct. Pilots must continually scan instruments and FMS to ensure that the aircraft performs as expected in all modes of flight.

1.2 FMS/GPS Navigation Policy 1) Flight Management Systems (FMS/GPS) are certified for area navigation enroute and in terminal areas. SIDs and STARS may be accomplished by FMS/GPS navigation unless prohibited. 2) Pilot inputs to the FMS/GPS which alter route, track or altitude constraints should be verified by both pilots prior to execution. 3) FMS/GPS Data Base waypoints making up a departure, arrival, or approach procedure may not exactly correspond with charted fix names, bearings, or radials even though the database is designed to follow the same ground track. On rare occasions, pilots have encountered situations where the FMS/GPS did not correctly fly a charted procedure. Therefore, for both Domestic and International flights: a) Navigation charts suitable for the phase of flight must be out and accessible. b) Pilots must brief and compare charted procedures against FMS/ GPS data to ensure the aircraft will accomplish the charted path and comply with charted altitudes.

1.3 FMS Management

FMS/GPS programming should be avoided during critical phases of flight. If an ATC clearance change is received in the terminal area, updating FMS/GPS and moving map displays close-in to the landing airport is not required if “heads down” data entry would distract from primary flight duties. FLIGHT OPERATIONS MANUAL 4.2 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

2 STOWAGE OF ITEMS ON THE AIRCRAFT

2.1 Galley and Crew Baggage 14 CFR 121.576 1) All galley equipment, serving carts and crew baggage which are carried in a passenger or crew compartment must be secured in some form to prevent them from becoming a hazard during load factors corresponding to an emergency landing. 2) All flight crew baggage (except kit bags, which must be accessible during flight) shall be stored in accordance with AOM Volume 1. Drinking Cups Containing Liquids Drinking cups in the cockpit which contain liquid will only be placed in the installed cup holders, and never on the center console or any other place where spillage can result in damage to electrical equipment or avionics.

3 SMOKING

3.1 Smoking 1) Smoking in the aircraft when on the ground or in flight is prohibited. 2) Smoking is prohibited while in view of passengers. 3) Smoking is prohibited except in designated areas.

4 MAINTENANCE/AML

4.1 Foreign Object Damage (FOD) 1) The Foreign Object Damage (FOD) prevention program is designed to eliminate FOD by identifying and eliminating conditions which, if not corrected, can cause damage. 2) During preflight, taxi and takeoff, all flight crew members should be alert for the presence of foreign objects such as nuts, bolts, wire, broken parts, etc., on the ramp, taxiways or runways that could damage aircraft tires, engines or airframe. Foreign objects should be reported to ramp personnel, ramp control, ground control or the tower. 3) FOD can also result from improper aircraft operation, (i.e., high power setting) during taxi, turns in FOD exposure areas, taxiing too close to other aircraft or into jet blast.

4.2 Aircraft Damage Log (ADL) 1) Will be used to record damage which has been found to be within approved limits, but not permanently repaired and requires no further action. FLIGHT OPERATIONS MANUAL 4.3 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

2) Is an electronic format accessible online via Avatar Airlines Technical Publications web site.

NOTE All damage will be entered in the ADL. Damage which requires inspection or repair constraints will be tracked as a TDMI or within the Maintenance and Engineering System (MES).

3) Provides a ready reference to indicate the damage has been previously inspected and found to be within manual limits with no further action required. Maintenance will affix a 1/2 inch silver dot to the aircraft adjacent to the damaged area. The silver dot is designed to leave multiple small triangles as residue, in the event the dot peels off in flight. This residue allows the crew to identify the damage as previously noted.

NOTE If silver dot is not available, application may be delayed until resources are available. Maintenance Supervisor will notify MOC of the lack of silver dot. MOC will notify the appropriate maintenance station for silver dot application. MOC shall open a TDMI to track the installation of the silver dot.

4.3 Aircraft Damage Documentation Process

In the event a dent, nick, scratch, or deformation is found on the outside of the aircraft and no 1/2 inch silver dot is visible near the damaged area: 1) Prior to making an AML entry, contact MOC to confirm the damage is not already listed in the Aircraft Damage Log (ADL). If MOC confirms the dent or scratch is already listed in the ADL, then no further action is required. A 1/2 inch silver dot should be placed adjacent to the damaged area by Maintenance, if available (refer to ADL paragraph 4.2). 2) If the damage is not listed in the ADL, an AML entry must be made, and the aircraft must be inspected by Maintenance prior to the next flight. FLIGHT OPERATIONS MANUAL 4.4 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Form 4.1 Aircraft Maintenance Log (Form OMC-100)   326,7,21 7+5277/(         % &      6(5,$/180%(52))      ) %/(('6 (1*,1( 20&'(& 212)) 212)) &LUFOH2QH  2,/$''('  <1 <1 <1  (1*,1( 5,, &(57,),&$7( '$7(7,0(67$7,21 &(57,),&$7( '$7(7,0(67$7,21 5,, &(57,),&$7( '$7(7,0(67$7,21 5,, 0(&+6,*1$785( 6,*1$785(0(&+6,*1$785( &(57,),&$7( 6,*1$785(0(&+6,*1$785( &(57,),&$7( 6,*1$785( &(57,),&$7( &(57,),&$7( 6,*1$785( 35(66  $38  0(&+$1,&66,*1$785( 1&$37$,1  1R 3$;12 &$5*2 /%6    7(03    6(5,$/180%(521      1 6'5 <1 6'5 <1 6'5 <1  727$/%/2&.    47<    &LUFOH2QH   < 1$96'5,)7(5525 0$;7+58677$.(2)) 2,/   (1* /$67/(*%/2&.,1)8(/ /%6 727$/)/,*+7 $,5&5$)77<3( % &+$3 <1 &+$3 <1 &+$3 <1  $87+25,=('6,*1$785(        &2'( '(/$<  9,% (1*    /%6 3$57180%(52))   '(3$5785()8(/   ˣ ˣ %/2&.,1 1   Ň Ň $7$12  $7$12  $7$12        )250',675,%87,21   L L L Ň Ň   /%6     Ň Ň )8(/ ))   180%(5  Ň Ň )/,*+721 $''(' 83/,)7      :KLWH±5HPRYH 6HQGWR0DLQWHQDQFH&RQWURO )8(/7,&.(7 =±7,0(6 3LQN±5HPRYH6WDWLRQFRS\ 

 /1* ˣ ˣ  ʜ  ʜ    67$7,21 $55,9$/        326 72 (1*  (135(66),50/<35,17/(*,%/< (03 67$7,21 '(3$5785(    Ň Ň Ň ,$6      7$6    Ň Ň Ň $,5&5$)70$,17(1$1&(/2* (17(5('%< (17(5('%< (17(5('%<      3$57120(1&/$785( L L L <($5       Ň Ň Ň     6$7 0$&+ Ň Ň Ň    '$<    ˣ ˣ ˣ '(3$5785(='$7(  $/7   Ň Ň Ň &5(:1$0( 7$7    3/($6(86(%$//32,173 0217+ 

     )2 ',6&5(3$1&<&200(176 ',6&5(3$1&<&200(176 ',6&5(3$1&<&200(176 &$37   326   )/,*+7 ˣ ˣ 180%(5  airlines             Ň    Ň 7,0(          Ň 12 Ň &2'( 3$&. 122)  *5266:(,*+7 326,7,21 avatar   12     12     12         &+(&.,163(&7,21 67$7,21 ='$7( =7,0( &(57,),&$7(180%(5 FLIGHT OPERATIONS MANUAL 4.5 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

4.4 Aircraft Maintenance Log (AML) Procedures 14 CFR 121.563, 121.701, 121.628(a)(4) 1) The Aircraft Maintenance Log (AML) must be carried on the flight deck, properly filled out prior to any flight. The AML is utilized to record operating data and mechanical discrepancies observed by the flight crew and action taken by maintenance. (See Figure 4.1)

NOTE If an AML is missing or the wrong AML is on the aircraft contact MOC as soon as possible so they may initiate their lost AML procedures, which may include issuing a temporary AML.

2) Prior to each flight, the flight crew shall review the AML and concur as to the airworthiness of the aircraft and the AML has been completed and correctly signed off. Maintenance may use initials or an “inspection stamp” in lieu of a signature for sign off. Procedures described below provide a guide in the review process, ensuring the log is ready for flight: Determine if a new log page must be started, or if the flight may begin by using a currently opened page. a) A new log page will be started: 1) At the start of each new flight day.

NOTE If a flight scheduled for one day is delayed and does not depart until after midnight, it does not require a new log page be started as long as all three copies of the log page are still in the book. The same is true for overnight flight training.

2) Anytime no more MECHANICAL DISCREPANCIES (Block o) or ACCEPTED BY CAPT blanks (h) are available.

NOTE If after the Captain has “accepted” the aircraft (signed block h), maintenance voids out the page, the Captain need not accept the aircraft a second time as his acceptance is still valid.

b) If a new log page needs to be started, the Captain shall use the next consecutive AML log page and complete blocks (a) through (c) of the log, listing the complete aircraft registration number, the aircraft type and the date. The signature block (Block y) is for maintenance use only. It does not affect airworthiness release of the aircraft. c) A check shall be made to determine the aircraft’s status regarding: 1) VOR Check. 2) Trend Monitoring (when applicable). FLIGHT OPERATIONS MANUAL 4.6 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

3) First Flight of Day Checks.

NOTE The VOR Check, trend monitoring (when required), and first flight checks will not have to be repeated if they have already been completed on the current flight day. After determining that all requirements above have been met, the Captain will, in lieu of the data required above, simply enter the applicable log sheet serial number (found in the lower left hand corner of the applicable sheet).

This verifies the Captain’s awareness as to the requirements and attests to their accomplishment. d) A review shall then be made of the log sheets noting any entries and the corrective actions which have been taken. The Captain is required to review, at a minimum, the current day and the previous four calendar days of the AML. This review shall be performed by the Captain and be in sufficient depth to ensure: 1) Complete familiarity with the mechanical aspects of the aircraft, and 2) Maintenance has entered in the Airworthiness Release block (Block z) on at least one of these pages, the following: 1. Signature, 2. Employee number, and 3. Date of the Airworthiness Release (this date must fall within the current day or previous four calendar days).

NOTE In cases where an inspection has expired due to unforeseen conditions (i.e., weather, aircraft out of service), a Short Term Escalation (STE) may be authorized with approval from MOC. This allows the aircraft to return to a maintenance base. In these cases, the Captain should complete an INFO TO MAINTENANCE prior to departure to document MOC’s approval of the STE.

e) Review the Maintenance Items Control Sheet (MIC sheet). This sheet provides a summary of Time Delayed Maintenance Items (TDMIs); and the status of each item.

NOTE Maintenance is responsible for NEF and TDMI interval tracking and compliance.

f) Review any placards which may appear on the inside of the AML cover to determine if any required flight or maintenance actions exist. FLIGHT OPERATIONS MANUAL 4.7 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

g) Review the MEL/CDL/NEF for items being operated under the MEL/ CDL/NEF to determine what, if any, operating restrictions or procedural changes they may require. (14 CFR 121.628(a)(4))

NOTE NEF items with repetitive (O) and/or (M) procedures are contained exclusively within the aircraft specific MEL and adhere to standard MEL procedures.

h) Review the Systems Temporarily Deactivated Form to determine what, if any systems, have been deactivated and to determine if they will have any impact on the conduct of the flight. (Not required to be in the AML if no items are listed.)

NOTE Items listed on the Systems Temporarily Deactivated Form do not need an associated MEL.

i) Check the plastic envelope for Aircraft Placards to be used in deferring Flight Crew Placarding Items per the Procedures. Also check for spare CB collars. A. Crew entries required in the AML are as follows:

NOTE See AOM Volume 1 for aircraft specific entry requirements.

1) The Captain must sign the ACCEPTED BY CAPT: (Block h), place his employee ID number in the ID# block (Block h) and station (Block h) using blue or black ink. In the event maintenance voids out the page with the Captain’s signature already affixed, no additional signature is required by the Captain on the next AML page used. By signing, the Captain is also verifying that the security inspection has been completed. The security inspection is not required on ferry or maintenance flights. (Reference Section 15). If there is any question as to the accomplishment of the security check the Captain should check with operations to verify. 2) The crew will record Trend Monitoring Data, when applicable, (Block i) in accordance with AOM Volume 1. When recording data in this area, leave blank those blocks which do not apply to your aircraft type. 3) The Captain will place his initials in the FIRST FLIGHT OF THE DAY ITEMS CHECK block (Block f) when these items are satisfactorily completed. These checks will include all items referred to in the checklist. 4) No person may operate a civil aircraft under IFR using the VOR system of radio navigation unless within the preceding 30 days it has been operationally checked. The VOR check is recorded in blocks designated as Block j and shall be accomplished by: FLIGHT OPERATIONS MANUAL 4.8 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

a) Placing the signature of the person performing the check in VOR CHECK BY block (Block j) (NOTE: The date the VOR check is performed must match the date on the AML page) and b) Placing the Employee Number of the signature in ID# block (Block j), and c) Perform the VOR check using one of the following methods: • DUAL SYSTEM Check (Preferred method): Check one system against the other. Both systems shall be tuned to the same VOR ground facility and note the indicated bearings to that station. The maximum permissible variation between the two indicated bearings is 4 degrees. [Use the bearing for VOR #1 as the master and compare it to the bearing observed for VOR #2. This will be recorded in Error #1 block (Block j) as (0) and Error #2 block (Block j) as (difference in bearing from VOR #1]; or • FAA VOR test facility (VOT) Ground Check: at the airport of intended departure, an FAA- operated or approved test signal or, outside the United States, a test signal operated or approved by an appropriate authority to check the VOR equipment (the maximum permissible indicated bearing error is plus or minus 4 degrees. [Error #1 block (Block j) is to record the bearing error for aircraft VOR #1 receiver and Error #2 block (Block j) is to record the bearing error for aircraft VOR #2 receiver] • To use the VOT service, tune in the VOT frequency on your VOR receiver. With the Course Deviation Indicator (CDI) centered, the omni-bearing selector should read 0 degrees with the to/from indication showing “from” or the omni-bearing selector should read 180 degrees with the to/from indication showing “to.” Should the VOR receiver operate an RMI (Radio Magnetic Indicator), it will indicate 180 degrees on any omni- bearing selector (OBS) setting. Two means of identification are used. One is a series of dots and the other is a continuous tone. Information concerning an individual test signal can be obtained from the local FSS. d) Place the 3 letter identifier for the VOR used for a dual system check (in the case of a VOT place the 4 letter airport ID) in the STA Block (Block j). 5) “OIL ADDED” entries are for maintenance only (Block e). Crews should be aware of engine oil consumption. FLIGHT OPERATIONS MANUAL 4.9 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

B. The Captain shall enter in the Aircraft Maintenance Log (AML) all mechanical discrepancies encountered while the aircraft is under the Captain’s command. C. The procedure for recording a maintenance discrepancy is as follows: 1) Discrepancies shall be numbered sequentially, with the first entry on each page being number one (Block k). 2) Enter Captain's employee ID number (Block l). 3) Enter flight number on which discrepancy was noted (Block m). 4) Enter the station at which the discrepancy was noted, or the next point of landing if the discrepancy occurred during flight (Block n). 5) PRINT a brief, but concise, legible description of the discrepancy (Block o) in pen using blue or black ink. If the need should arise to enter multiple discrepancies, they must each be entered into their own block. Only one (1) discrepancy shall be entered per block. The description should include all relevant aircraft parameters (phase of flight or taxi, engine parameters, power settings, flaps settings, gear settings, etc.).

NOTE When one discrepancy uses multiple blocks, draw a single line through the pre-printed data fields (i.e., No., ID#, Flt#, STA) in the subsequent required number of discrepancy blocks.

D. After entering the discrepancy in the AML, the following procedures shall be applied: 1) The Captain shall contact MOC through OCC for all mechanical discrepancies which have an associated deferral procedure in the MEL/CDL/NEF. 2) For all discrepancies which do not have an associated deferral procedure in the MEL/CDL/NEF, the Captain shall contact local Maintenance or MOC if at an outstation through OCC. 3) MOC shall work with the Captain to determine if: a) Maintenance must be performed, or b) The item can be deferred per the MEL/CDL, or c) The item can be deferred per the NEF, or d) The item is an Information to Maintenance entry. 4) If flight crew placarding is permitted, the provisos contained in the MEL/NEF shall be followed and the corresponding AML entry must be made prior to takeoff in accordance with Paragraph G and H of this section.

NOTE 1 For security purposes, flight crew placarding after gate departure but prior to takeoff is prohibited if any (M) or (O) procedure requires opening the cockpit door. The flight must return to the gate and normal placarding procedures shall be followed. FLIGHT OPERATIONS MANUAL 4.10 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

NOTE 2 Flight crews are not to perform troubleshooting of aircraft systems. (Performing a task for which a defined procedure exists in AOM Volume 1 is not considered troubleshooting.)

E. Every entry made in the AML must have a corresponding entry. If maintenance is performed or if an item is deferred by maintenance or the flight crew, an entry in the ACTION TAKEN area (Block t and Block u) will be entered. The following entries are considered to be corresponding entries and shall be entered in the ACTION TAKEN block: 1) Flight crew placarding items in accordance with MEL procedures. 2) Flight Crew Deferred Nonessential Equipment and Furnishings covered in the MEL/CDL. 3) Items which are entered as INFORMATION TO MAINTENANCE. F. The procedure for recording a balancing entry in the ACTION TAKEN block can be found in MEL General Section 1-05. MOC shall provide the Captain with the following information: 1) Total Aircraft Time (TAT), 2) Airline Transportation Association (ATA) item number, 3) Authorization number as assigned by SABRE, 4) Employee number of the MOC controller issuing the authorization, and 5) Any special entries which may be specified in the MEL.

NOTE This may include directing the Captain to record the phrase, “M procedure C/ W” in the Action Taken Block after any (M) procedure is complied with.

G. After completing the balancing entry, the Captain shall place the aircraft placards as specified in the MEL (Refer to MEL General Section 1-07). H. Information to Maintenance Entries 1) Certain items entered in the Mechanical Discrepancies block by flight crews that do not affect the airworthiness of the aircraft and/ or are for information only (pilot reports of an item that is strictly informational and does not imply a discrepancy exists) may be determined, with the concurrence of MOC, to be an INFO TO MAINTENANCE item. 2) These items may include missing, damaged, or out-of-date aircraft manuals or documents (i.e., performance manuals) and in some cases, bird strikes. 3) The procedures for these items are as follows: a) The Captain shall enter the discrepancy in the AML. b) When a flight crew has an entry and believes it to be an INFO TO MAINTENANCE item, the Captain shall contact MOC. When contacted, MOC shall review the item; and, FLIGHT OPERATIONS MANUAL 4.11 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

1. If MOC does not agree with INFO TO MAINTENANCE determination, the discrepancy must be corrected by maintenance prior to further flight or evaluated for deferral (i.e., TDMI or MEL). 2. If MOC agrees with the INFO TO MAINTENANCE item determination, the Captain shall enter in the Action Taken Block, INFO TO MAINTENANCE noted, and if applicable, any explanation of crew actions. The Captain shall also enter the employee number of the MOC Controller that the item was discussed with (Refer to MEL General Section 1-05). I. All suspected or known bird strike events require an AML write-up. The Captain shall then contact MOC to determine if an INFO TO MAINTENANCE entry can be made or, if Maintenance action is required. a) If after a suspected bird strike event, there is no evidence of a bird strike (i.e., impact is not felt or heard, no residue, no damage, etc...), then at the direction of MOC, an INFO TO MAINTENANCE entry may be made and no further Maintenance action is required. b) If a known bird strike occurs or there is evidence found of a bird strike (i.e., impact is felt or heard, residue, damage, etc...), Maintenance action is required. • The Captain should also complete an FAA Form 5200-7, Wildlife Strike Incident/Investigation Report. J. When entering the heading information (Blocks a thru c) use the following designators: 1) A/C#: Nxxxxx (Complete registration number) 2) A/C type: EMB (135/140/145) 3) DATE: mm/dd/yy K. The Captain is responsible for ensuring that the Flight Information, Mechanical Discrepancies and First-Flight-of-Day system checks are properly and accurately completed. To avoid distraction from other duties, completion of the AML or other nonessential paperwork is prohibited during sterile cockpit phases of flight. L. Every mechanical discrepancy entry must have a corresponding entry in the ACTION TAKEN area (Block t and Block u) prior to flight with the exception of the following items: 1) Items which are entered as “ENTERED IN ERROR.” M. Voiding Entries (Discrepancy Block Only) To void a discrepancy entry made in error, draw a single line through each line of the entry and print the word VOID, or the phrase ENTERED IN ERROR, diagonally across the entire entry with the Captain’s signature and employee number entered below. FLIGHT OPERATIONS MANUAL 4.12 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Figure 4.1 Voiding Entries

N. In the event a Crewmember fails to enter his signature when he has voided a discrepancy entry made in error, and it is subsequently found by an individual other than the originating Crewmember, a maintenance Technician shall balance the entry as outlined in the GPM and release the aircraft. O. The following is a list of general rules which apply to the AML: 1) All entries must be PRINTED, except for signatures. Crewmembers shall use a ball point pen. 2) Legibility of all entries, on all copies of the AML, is mandatory. 3) Flight crew members are not to remove copies or pages from the AML.

4.5 Maintenance Service 1) Maintenance service is provided at scheduled airports, as outlined in the General Procedures Manual. Maintenance personnel will routinely review the Aircraft Maintenance Log for mechanical discrepancies only during scheduled maintenance services. In all other cases, the flight crew must specifically request maintenance action through MOC, when required. All requests for maintenance action shall be made as early as possible, via radio if feasible. 2) When maintenance action, as a result of a flight crew noted discrepancy, is required on terminating aircraft at stations without a company maintenance facility, the Captain shall ensure that OCC is advised. OCC will facilitate a conference call between the Captain, MOC and the Dispatcher to determine the maintenance action required and status of the aircraft.

4.6 Reporting Mechanical Irregularities 14 CFR 121.563 1) The Pilot-in-Command shall ensure an entry is made in the Aircraft Maintenance Log for each mechanical irregularity that comes to his attention while in command of the aircraft. 2) Crews shall not operate any system or component that has been placarded as inoperative or that has been deactivated. FLIGHT OPERATIONS MANUAL 4.13 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

3) The Captain will personally affix his employee number in the appropriate place contained in the AML. 4) All entries in the AML will be numbered and printed. 5) Entries shall be made in the “Mechanical Discrepancies” column as required. Keep in mind that a clear, informative, detailed and concise statement will assist maintenance personnel in troubleshooting and correcting the discrepancy. (Flight Crews, however, are not to perform troubleshooting of aircraft systems. Performing a task for which a defined procedure exists in AOM Volume 1 is not considered troubleshooting.) Information such as the following should be considered as relevant. a) Aircraft configuration, including airspeed, flap settings, landing gear configuration, roll and pitch attitude, power/thrust settings. b) Systems configuration, such as Anti-icing System ON/OFF, Auto Pilot ON/OFF, etc. c) Ambient conditions, such as temperature, altitude, precipitation, etc. d) When the discrepancy was noted (i.e., “at a system activation”, “at landing gear extension”, “at ice detection”, etc.).

4.7 Maintenance Inspection Stickers

Unless otherwise noted in specific AOM procedures, maintenance inspection stickers are not crew preflight items. If, however, an inspection sticker appears to be expired, an AML entry is required.

4.8 Message to Flight Crew Forms 1) If a Flight Attendant notes a discrepancy with the aircraft, a Message to Flight Crew form will be completed by the Flight Attendant and delivered to the Captain (if not available a verbal report to the Captain is sufficient). The Captain will take whatever action is deemed appropriate for the discrepancy (i.e., AML entry, MEL/NEF Procedure, notification of OCC, etc.). 2) Unless safety of the flight is affected, the Flight Attendant will not deliver a Message to Flight Crew form during sterile cockpit periods.

4.9 Aircraft Incident 1) If a company aircraft is involved in an incident that may have resulted in damage or stress to the aircraft, or if damage is discovered or suspected, an entry must be made in the AML describing the incident or damage. A maintenance inspection and necessary repairs must be accomplished before the aircraft is flown. Examples requiring such action are, but not limited to, excursions off a paved surface, collision with any object, the inability of an engine to develop full power, flight through severe turbulence, or hail, dented, scraped, torn, cracked, or holed surfaces, wrinkled skin, popped rivets, or any other evidence of damage or stress. 2) Newly discovered aircraft damage must be entered in the AML and inspected by maintenance prior to the next flight. FLIGHT OPERATIONS MANUAL 4.14 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

4.10 Maintenance Accident Prevention Signs 1) When aircraft maintenance work is in progress on the flight line, Aircraft Maintenance Accident Prevention Signs may be displayed on the pedestal or Captain’s seat as a visual safety supplement. 2) If a sign is displayed, flight crews must observe the stated Warning and/or Caution (i.e., “Aircraft MTX Work in Progress – Caution – Do Not Operate APU”). 3) Displayed signs may only be removed by maintenance personnel. 4) There is no pilot preflight requirement concerning these items. Maintenance verifies installation and condition of these items during their routine service checks.

4.11 Ground and Flight Test Aircraft Operations

At the direction of Maintenance, flight crews are authorized to conduct ground and flight test aircraft operations.

5 JETBRIDGE

5.1 Agent/Jetbridge Policy

Agents are not required to remain on the jetbridge after the aircraft door is closed and the jetbridge is retracted. However, the agent will remain at the agent’s podium in the terminal until the aircraft has departed the gate.

6 AUTHORIZED RAMP SIGNALS

6.1 Cockpit to Ground Communications 1) For pushbacks, the normal method of communications between the flight deck and ground personnel is through use of the aircraft intercom or hand-held radio. When conditions require, standard and appropriate hand signals may be used as an acceptable means when intercom communications are not available. Positive cockpit to ground communication is required prior to engine start and during all arrival and departure sequences, when in revenue service, and during all operations in congested ramp areas. 2) Refer to AOM Volume 1 for specific verbiage and procedure to be accomplished for pushback and engine start. 3) The guideman will, after pushback is complete (if performed), position himself in front of the aircraft, in clear view of the Captain. If at any time the crew should wish to re-establish headset communications with the ground crew, they will flash the nose/taxi light(s) three times. 4) Prior to Taxi the Captain will give the guideman the “Close External Door” hand-signal. After receiving the hand-signal the guideman will visually inspect the communication and ground power panel doors to ensure they are closed. After this visual inspection the guideman will give the Captain a “thumps up” hand-signal indicating the doors are closed (Jet Only). FLIGHT OPERATIONS MANUAL 4.15 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

5) When ready to taxi, the crew will flash the nose/taxi light(s) once. Ground personnel will then direct the taxi out of the gate/ramp area. Ground personnel will give the departure salute when cleared to taxi without further assistance or direction. When the salute is received, the Captain will acknowledge the salute. Until the salute is received, the flight crew must follow the ground personnel’s instructions, or stop the aircraft if they question the safety of continuing the maneuver. 6) For Pushback Operations refer to the Aircraft Specific AOM Volume I.

6.2 Ramp Parking 1) The Captain is responsible for aligning the aircraft on the appropriate nose wheel lead-in line. The ramp agent will direct the aircraft from that point to the final parking position using approved signal wands and authorized ramp signals (see Section 5 of this manual for approved ramp signals). 2) Visually ensure that ground equipment or vehicles are outside of the planned path of the aircraft. 3) The ramp agent shall employ and pilots accept only the approved ramp signals. 4) Ramp agent signals will be given with yellow or orange signal wands. Wands must be illuminated during the hours of darkness. 5) The ramp agent signals to the Captain will be given from a position in the area from abeam the Captain on the left side clockwise to slightly right of aircraft centerline. The guideman must always be clearly visible to the Captain. 6) If it is necessary to park into the wind or where markings are obscured or not available, guideman will indicate where aircraft is to park by standing where the nose wheel should stop until aircraft approaches within safe distance. He will then face the direction he wishes the tail of the fuselage to point when parked. 7) Whenever the aircraft is being maneuvered in close quarters and clearances are marginal, wing walkers will be provided to assist the ramp agent in directing the aircraft. If clearance is in doubt and a wing walker(s) has not been provided, it is the Captain’s responsibility to stop the aircraft and request assistance by pointing to the wingtip in question.

6.3 Authorized Ramp Signaling Area

All authorized ramp signals will be given by the guideman with TWO approved wands (lighted at night) from a position in the area depicted below and must be clearly visible to the person in the Captain's seat at all times. FLIGHT OPERATIONS MANUAL 4.16 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Figure 4.2 Authorized Ramp Signaling Area

6.4 Ramp Signals

The following ground-to-cockpit and cockpit-to-ground hand signals shall be used at all times when direct voice communication (i.e.: interphone) is not possible. FLIGHT OPERATIONS MANUAL 4.17 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

() Guideman Hand Signals

To Attract Attention Right arm extended Use this Gate above head and moving Both arms extended from side to side. Left straight up and held in a arm is straight down at vertical position. side.

Turn to Your Right Left arm extended Move Straight Ahead outward. Right arm bent Both arms bent with with hand near head level hands near head level at at side and right forearm each side and with both repeatedly moving forearms repeatedly upward-backward with moved upward-backward beckoning motion. To with a beckoning motion. increase turn rate, lower left arm towards the ground. Turn to Your Left Right arm extended. Left arm bent with hand near Slow Down head-level at side and left Both arms down and out forearm repeatedly from sides, then move moving upward- arms upward and backward with beckoning downward several times motion. To increase turn in slow patting motions. rate, lower right arm towards the ground. Rate of Closure Stop When aircraft is 15 to 20 Both arms extended feet from the gate, arms upward and crossed should be extended above head. Usually shoulder high. As aircraft given at the end of the approaches the nose rate of closure signal. wheel stop mark, the During a pushback arms should be raised operation, the stop signal upward at a rate of will be used to tell the closure, until the wands crew to apply brakes if are crossed (stop signal) the tow vehicle becomes and the aircraft has disconnected from the reached the designated aircraft. stop position. FLIGHT OPERATIONS MANUAL 4.18 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Guideman Hand Signals (Continued) Parking Brake Parked Both arms extended Parking Brake Released upward and forward at a Extend both arms 45° (degree) angle with downward and forward, hands/wands about head with wands pointed down and one wand above the at feet. Then, bending other about six inches. both elbows, move arms The aircraft operator in up and down motions, should act and in the area between chest acknowledge by a and hips. Aircraft downward movement of operator should act, and a clenched hand. A Start acknowledge with left Engine signal should not thumb extending from be given until a Parking clenched left hand, and Brake Parked making an over-the-left- acknowledgment is shoulder motion (see received except when a Ready to Depart or Push-out Engine Start is Ready to Tow signal). applicable. Disconnect External Connect External Power Source Power Source Hold left hand wand in a Hold left hand wand in a vertical position and right vertical position and right hand wand in a horizontal hand wand in a horizontal position. position. Move right hand Move right hand wand wand in toward the left outward from the left hand wand. hand wand. Start Engines Make a continuous Stop Engines circular motion with the Hold right arm with hand right hand at in front of and level with approximately head level left shoulder, then pass and with the left arm hand across throat. Using pointing to the engine. A the left arm, point to the separate START engine to be shutdown. ENGINE signal should be The aircraft operator given for each engine should act and except when a Push-out acknowledge by returning Engine Start is the signal. applicable. In this case, keep the left arm straight down at side.

Insert Wheel Chocks Wheel Chocks Away Both arms held above Both arms held above head and out from sides head with wands pointing with wands pointing outward, then swing arms inward, then swing both outward. arms inward. FLIGHT OPERATIONS MANUAL 4.19 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Guideman Hand Signals (Continued) Clearance to Depart Aircraft operator should indicate readiness to depart by one flash of the nose taxilight. With Engine Fire approved wands (left arm If any significant engine down straight down at fire develops while side), the Guideperson starting engines, the should execute right- Guideperson should hand military salute signal the aircraft indicating the aircraft is operator by swinging clear to taxi. wand in right hand in a NOTE (SAAB only) fanning motion in front of If a pushback was used and below the waist. on departure, the Using the left arm, point Guideperson must show to the engine which is on the steering bypass pin fire. The aircraft operator has been removed by should immediately showing the pin to the accomplish the Ground Captain, even if the Engine Fire procedures aircraft torque links were (select and discharge disconnected to engine fire extinguishing accomplish the system as necessary, pushback. etc.). If the pins had to be obtained from the Flight Deck, the pins will be returned through the Document Hatch before the #1 Engine is started. FLIGHT OPERATIONS MANUAL 4.20 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Wingwalker Hand Signals

Area Clear Left Wing Area Clear Right Wing Walker Walker (Guideman’s Right) (Guideman’s Left) Left arm held straight up. Right arm held straight Right arm parallel to up. Left arm parallel to ground pointing at the ground pointing at the aircraft. aircraft.

Encroachment When ground equipment or aircraft encroach on Amount of Clearance the safe movement of When maneuvering aircraft pushback or aircraft in tight areas, the powerback operations, wingwalker shall extend drop both arms down at a both arms with wands to 45° (degree) angle from indicate approximate the sides of the body and clearance of aircraft to hold in this position. other objects. Power back signal - STOP

Stop Movement of Aircraft Fully extend arms and wands to cross above the head, forming an “X”. FLIGHT OPERATIONS MANUAL 4.21 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Cockpit to Ground Crew Hand Signals Install Chocks Remove Chocks Aircraft operator will raise Aircraft operator will raise hands with hands hands with hands clinched and thumbs clinched and thumbs extended and pointed extended and pointed toward each other. Move away from each other. hands back and forth Move hands back and toward each other forth toward each other indicating the need to indicating the need to install chocks. remove chocks. Want Electrical Power Want Air Supply Unit Unit Cover mouth and nose Raise straight right hand with open and slightly to open palm of left hand cupped right hand. held in front of check. Aircraft #1 operator requests unit disconnect Request unit disconnect by executing the signal in by executing the signal in reverse. reverse. Close External Doors/ Retract Airstair The Captain will hold his/ Ready to Start Engine her hands apart with The Captain will hold up fingers extended at a a number using his/her 45° (degree) angle fingers on one hand to touching at the base of indicate the number of his/her palms. The the engine to be started. Captain will then close his/her hands together in a single clapping motion. Gate Hold First, give “Want Interphone or Talk” signal Parking Brake Released followed by the “Stop The Captain will open Aircraft” hand signal. both hands with the palms facing outward and If the aircraft is moving the fingers extended. the hands crossed at the wrist signals ground personnel to stop the aircraft. Ready to Depart or Wingwalker Requested Ready to Tow Raise two fingers to his/ With left thumb extending her eyes to signal, from clenched left hand, “watch”. He/she will then make an over-the-left- point to left or right for shoulder motion. wingwalker placement. FLIGHT OPERATIONS MANUAL 4.22 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

Cockpit to Ground Crew Hand Signals (Continued) Want Interphone Or Talk Activate Airstart Unit Should it become The Captain will hold up necessary to reinstate his/her index finger on cockpit-to-ground one hand and make a communications, the continuous circular Captain should flash motion to activate the nose gear lights 3-three airstart unit. times during day and night operations.

Deactivate Airstart Unit

The Captain will hold up his/her index finger on one hand and make a continuous circular motion followed by the clenched first to deactivate the airstart unit.

7 SEATBELT SIGN

7.1 FASTEN SEATBELT / NO SMOKING Signs 14 CFR 121.317,121.571 1) The NO SMOKING sign shall be turned ON during the preflight inspection. 2) Since smoking is prohibited on all Company flights, the NO SMOKING sign will be left ON continuously. 3) The FASTEN SEATBELT sign shall be turned on during any movement on the surface, for each takeoff, for each landing and at any other time considered necessary by the Captain. 4) The FASTEN SEATBELT sign should be turned OFF as soon as practical after takeoff, considering existing weather or turbulence conditions. CFRs require that after each takeoff, immediately before or immediately after turning the FASTEN SEATBELT sign OFF, an announcement be made that the passengers should keep their seatbelts fastened, while seated, even when the FASTEN SEATBELT sign is OFF. a) The script for this PA is described in Section 11. This announcement need only be made once unless the Captain decides conditions encountered during the flight warrant repetition. b) This should convey to our passengers the message that we expect them to keep their seatbelts fastened while seated. c) In the event the sign is left on, a PA will be made advising passengers that it has been left on because of anticipated “bumpy” air conditions. FLIGHT OPERATIONS MANUAL 4.23 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

5) Any time during flight, when the Captain turns the FASTEN SEATBELT sign ON, FAA Regulations require passengers to comply. Should a passenger object, the crew will inform him/her of the regulation. If the objection continues, the Captain should be notified. 6) The FASTEN SEATBELT sign should not be turned on for prolonged periods except when flight conditions dictate. Never unnecessarily restrict passenger movement. When it is necessary that the sign be left on for prolonged periods, a Public Address Announcement will be made, at regular intervals, to ensure passengers compliance and maintain seatbelt credibility. Judgement should be exercised regarding these announcements between 2100 and 0900 local time. 7) When leaving cruise altitude for descent into the terminal area, the FASTEN SEATBELT sign should be turned ON if no restrictions on descent are anticipated. If a restriction on descent is anticipated the sign may be left OFF, provided turbulence is not expected. Particular attention should be given to possible turbulence associated with jet streams, frontal and general weather conditions. The FASTEN SEATBELT sign should be turned ON in sufficient time so that the Flight Attendant, if applicable, may accomplish her duties.

8 NOTICE OF BOIL WATER ORDER These procedures apply only to verified “Boil Water Orders” received from the airport authority at a station. A “Boil Water Order” is considered verified when the local airport authority, local public water utility or local health department directly identifies the station and station management has received official notice that Company watering point(s) are located in the affected pressure plane(s), and instructions are given, not to consume the water.

8.1 Verification of a Boil Water Order

A “Boil Water Order” is considered verified when the local airport authority, local public water utility or local health department directly identifies the station and station management has received official notice that Company watering point(s) are located in the affected pressure plane(s), and instructions are given, not to consume the water. If the station receives verified information of a “Boil Water Order”, the following procedures shall apply: 1) Aircraft at the gate prior to pushback: a) OCC will send an ACARS message notifying the crew of a Boil Water Order. b) If a Boil Water Order is received at the station where the aircraft is currently located, the crew shall contact OCC to determine what actions must be performed along with any additional crew and/or specific public notice information which may be required. c) If water is uplifted to the aircraft at the station prior to or during delivery of a verified Boil Water Order the flight crew shall coordinate with station personnel to have the water drained.

NOTE If the next down line station is an FDA approved watering point, that station may fill, flush, and refill the tank for normal water use. FLIGHT OPERATIONS MANUAL 4.24 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

d) The flight crew must brief the flight attendant, and if passengers are present prior to draining, make the following PA: “The local municipality has issued a Boil Water Order. As a precaution, the onboard potable water shall be considered non- potable and should not be used for drinking, food or beverage preparation, hand washing, teeth brushing, or any other consumptive use.” e) Request extra sanitary wipes and bottled water from the station, if available. 2) After pushback or if the aircraft is in flight: a) OCC will send an ACARS message notifying all flights of a Boil Water Order at a particular station. b) The flight crew shall contact OCC to determine what actions must be performed along with any additional crew and/or specific public notice information which may be required. The flight crew shall then advise the flight attendant to: 1) Immediately cease serving aircraft water and beverages made with it, and 2) Lock the lavatory door and allow access to the lavatory only when requested. c) The flight crew shall make the following PA advising the passengers of the status of the water on board the aircraft. “The local municipality has issued a Boil Water Order from the (departure) city. As a precaution, the onboard potable water shall be considered non-potable and should not be used for drinking, food or beverage preparation, hand washing, teeth brushing, or any other consumptive use.” d) If the aircraft just departed from the station identified as receiving a Boil Water Order, assume the water in question is onboard the aircraft. 1) The flight crew shall coordinate with station personnel at the destination airport to have the water drained.

NOTE If the next down line station is an FDA approved watering point, that station may fill, flush, and refill the tank for normal water use.

2) Request extra sanitary wipes and bottled water at the destination airport, if available. FLIGHT OPERATIONS MANUAL 4.25 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

9 ELECTRONIC FLIGHT BAG (EFB) OPERATIONS OpSpec A061

9.1 General

Avatar Airlines is approved for an Electronic Flight Bag (EFB) program using the Apple iPad/iPad 2/New iPad (3rd Generation)/New iPad with Retina Display (4th Generation) as Class I hardware. Class I hardware is commercial off the shelf computer systems. 1) The EFB program allows participating flight crews to carry required flight manuals in digital format on personally- owned iPads as a Class I EFB. Participation in the EFB program is optional and voluntary. Refer to the EFB Section on Avatar Airlines Pilots Flight Operations Kit Bag page in MIS for information on qualification and computer requirements. 2) Participating flight crew members are required to complete the EFB Training Module prior to using the EFB on a revenue flight. 3) Each crew member participating in the program must complete recurrent training every 12 months. Crewmembers will be alerted through FOS indicating the expiration of the qualification. The recurrent training includes review of the EFB Training Guide.

9.2 EFB Manuals

EFB Manuals are posted on Avatar Airlines Pilots Flight Operations Kit Bag page in CMS. Notification of manual updates will be given via e-mail, and the Kit Bag page on CMS. Each of the specific aircraft manuals may be downloaded from the Kit Bag page using a secure internet connection to MIS. Manuals included in the Class I EFB program include: 1) EFB Type A Program - Includes the following manuals: a) Flight Operations Manual b) Aircraft Operating Manual Volume I c) Aircraft Operating Manual Volume II d) MEL/CDL/NEF e) Performance Manuals f) Flip Cards g) FMS Manuals

NOTE Pilots participating in the EFB Type A program must continue to carry Jeppesen Manual paper format. (Refer to Section 3, Flight Equipment Requirements chart for specific items).

2) EFB Type B Program: Includes all of the manuals in the EFB Type A program above along with the Jeppesen Airway Manual FLIGHT OPERATIONS MANUAL 4.26 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

9.3 Missing EFB Manuals

Refer to Section 3, Missing Kit Bag Manuals for procedures regarding missing EFB manuals.

9.4 Approved EFB Specifications

Refer to the EFB Section on Avatar Airlines Flight Operations Kit Bag Page in CMS for approved EFB hardware, software, and operating systems.

9.5 Restrictions for EFB Use on Flight Deck 1) EFBs must have all communications devices turned off for the entire time the unit is “in use” on the flight deck while in flight. This includes all current and future wireless communications technology. 2) Turn off / remove any remote antennas which might be connected to the EFB and do not activate any software which would “call” or “use” any antenna. 3) External and internal GPS antennas which connect to EFBs are prohibited from use at any time on the flight deck while the aircraft is in flight. 4) A spare battery along with the connection/charging chord is required. (Refer to the EFB Training Guide for approved spare batteries). 5) EFBs should be brought to the flight deck with internal and spare batteries fully charged. Batteries which do not meet the manufacturers specification for “general use” should be replaced. 6) Crewmembers shall ensure the hardware aspect of the EFB is kept up to date. 7) Batteries, hard drives, circuit boards, and video screens all have experienced recalls by various manufacturers at various times. It is the responsibility of the flight crew member to insure hardware is in compliance with all manufacturer updates, recalls, and revisions. 8) Crewmembers are required to have the “approved” version of required software “installed and functional”. 9) Crewmembers are required to have the current revision of digital manuals downloaded prior to the beginning of the sequence flown. Pilots will be notified of revisions via: a) E-mail message, and b) CCI c) Kit Bag page in MIS.

9.6 Phase of Flight Use 1) EFB Type A Program a) Parked at the Gate - All flight crew members may use the EFB unrestricted. b) Taxi - All EFBs must be stowed, unless the aircraft is stopped on the taxiway or holding area with the parking brake on. In this case, only one EFB may be used. FLIGHT OPERATIONS MANUAL 4.27 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

c) Takeoff to 10,000 ft. - All EFBs must be stowed unless its use is required. In these cases, the PM may use the EFB. d) Above 10,000 ft. - The PM may use the EFB. e) Descent from 10,000’ to Landing - All EFBs must be stowed unless its use is required. In these cases, the PM may use the EFB. 2) EFB Type B Program a) EFB’s which have applications for aeronautical charts must be secured and visible during critical phases of flight and must not interfere with flight control movement. b) Pilots participating in the EFB Type B program are permitted to use the EFB in all phases of flight provided it is used in conjunction with the approved securing device.

NOTE If the approved securing device becomes lost, damaged, or stolen, EFB use is limited to Type A Program limitations and navigational chart use on the EFB is not permitted. Refer to Section 3 for procedures pertaining to missing, lost, or damaged kitbag materials for the Jeppesen Airway Manual.

9.7 Approved EFB Securing Device Use and Restrictions 1) Navigational chart use is only permitted when used in conjunction with the approved securing device referenced in the EFB Training Guide. 2) Pilots must ensure the suction cup is firmly secured to the window prior to each flight and when securing the EFB inside the cradle. 3) The securing device must be re-secured prior to the top of descent of every flight. 4) Pilots may temporarily remove the EFB from its secured viewable location to view flight operations manuals other than navigational charts. 5) Refer to the EFB Training Guide for additional information on securing device use and restrictions.

9.8 Flight Instrument Interface

When the PM is using an EFB on the flight deck, the PF is required to monitor the flight instruments for any deviations which could be caused by radio magnetic interference from the EFB. If such interference is discovered, the flight crew shall: 1) Fly the aircraft 2) Note the condition 3) Turn off the EFB, and 4) Fill out an ASAP report noting how the interference affected the flight instruments. FLIGHT OPERATIONS MANUAL 4.28 CHAPTER 4 - GENERAL OPERATING PROCEDURES ARevision: A avatar airlines 01-Apr-2021

9.9 EFB Qualifications

Only pilots who have completed the EFB training course are qualified and authorized to use the EFB. The EFB training course is available on the Pilots Kit Bag page in MIS. The EFB training consists of: 1) Regulations for use of an EFB on the flight deck 2) EFB hardware requirements 3) EFB software requirements 4) Locating and downloading manuals and revisions 5) Proper downloading of data and the importance of virus protection 6) Checklist additions 7) Proper monitoring of flight instrumentation during EFB use 8) Requirements for maintaining the EFB 9) Password protection of data 10) Battery failure, fire, and overheat procedures

9.10 EFB Power Sources 1) Each crew members using a Class I EFB must have both an internal and a spare battery capable of operating the EFB. The internal battery is considered primary power and the spare battery is considered the alternate or backup power supply. 2) Both batteries must be fully charged and available for use prior to the first flight of the day. 3) Batteries which do not meet the manufacturers specifications regarding “duration of use and recharging capability” must be replaced prior to use in flight. 4) The primary battery should be continuously monitored for decrease in recharge life and replaced as required. FLIGHT OPERATIONS MANUAL 5.1 CHAPTER 5 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 5 TOC Chapter 5 TOC

CHAPTER 5 - FLIGHT PLANNING ...... 5.1 1. FLIGHT PLANNING ...... 5.1 1.1 Release to Approved Airports...... 5.1 1.2 Extended Over-Water Operations ...... 5.1 2. OPERATIONS AT AIRPORTS WITH NO CONTROL TOWER ...... 5.2 2.1 Operational Restrictions ...... 5.2 2.2 ATC Clearance ...... 5.3 2.3 Visual Flights (VFR)...... 5.3 3. TAKEOFF WEIGHTS ...... 5.4 3.1 Maximum Takeoff Weight (MTOW) – Station Responsibility..... 5.4 3.2 Maximum Takeoff Weight (MTOW) ...... 5.4 3.3 Transport Category Airplane Weight Limitations ...... 5.6 4. FLIGHT PLAN/RELEASE ...... 5.6 4.1 Dispatch Release...... 5.6 4.2 Dispatch Release Example...... 5.8 4.3 Flight Plan Suffixes ...... 5.11 4.4 Calculated Fuel Requirements ...... 5.17 4.5 Pilot Warnings (F-4) and Special Messages (J-8) ...... 5.20 4.6 Amendments and Attachments to the Dispatch Release Message ...... 5.21 4.7 Priority 2 Flight Releases...... 5.22 4.8 Flight Plans ...... 5.23 4.9 Filing of Flight Plans ...... 5.23 4.10 Preferred Routes ...... 5.23 4.11 Coded Departure Routes (CDR)...... 5.24 4.12 Dispatch Requirements for GPS RAIM Prediction...... 5.24 4.13 Ground Delay Programs (GDP)...... 5.25 4.14 DOT Extended Ground Delays ...... 5.25 4.15 Diversions Due to Extended Delays ...... 5.29 5. DECS OUTAGE ...... 5.29 5.1 Station Outage...... 5.29 6. FUEL REQUIREMENTS ...... 5.29 6.1 Fuel Requirements ...... 5.29 6.2 Domestic Fuel Policy ...... 5.30 6.3 Reserve Fuel ...... 5.31 6.4 Fueling – Through...... 5.31 6.5 VIP Movement/Airshows...... 5.32 7. STATION OPERATIONAL SUPPORT ...... 5.32 7.1 Airport Certification ...... 5.32 7.2 Station Deicing/Anti-icing Reporting ...... 5.32 FLIGHT OPERATIONS MANUAL 5.2 CHAPTER 5 TOC ARevision: A avatar airlines 01-Apr-2021

7.3 Temporary Airport Analysis ...... 5.33 7.4 Airport Conditions ...... 5.33 7.5 Rescue and Fire Fighting...... 5.34 7.6 Station Facilities and Personnel ...... 5.34 8. WEATHER REQUIREMENTS FOR DISPATCH ...... 5.35 8.1 Weather Determination...... 5.35 8.2 Weather Requirement to Dispatch...... 5.35 8.3 Conditional Language Exemption (Exemption 3585) ...... 5.36 9. ALTERNATES ...... 5.37 9.1 Takeoff Alternate ...... 5.37 9.2 Destination Alternate ...... 5.37 9.3 Alternate Airport Weather Minimums Requirement ...... 5.38 9.4 Additional Alternate – Domestic Operations Only...... 5.39 9.5 Alternate Amendments ...... 5.40 9.6 Changing Weather Conditions after Takeoff...... 5.40 10.DRIFT DOWN FLIGHT PLANNING AND PROCEDURES ...... 5.41 10.1 Background...... 5.41 10.2 Specific Regulatory Requirements ...... 5.41 10.3 Flight Planning System Drift Down Analysis...... 5.42 10.4 Decision Points ...... 5.44 10.5 Enroute Alternates ...... 5.44 10.6 Deviations from Flight Plan...... 5.45 10.7 Engine Anti-ice Assumption...... 5.45 10.8 Navigation Considerations (On Route) ...... 5.45 10.9 Ramp Weight and Payload Assumptions ...... 5.46 10.10Emergency Procedures Following Enroute Engine Failure ...... 5.46 11.AIRCRAFT ARRESTING SYSTEMS ...... 5.46 12.ENGINE FAILURE ON TAKEOFF/EMERGENCY OEI PROCEDURES .5.47 12.1 General ...... 5.47 12.2 Assumptions ...... 5.47 12.3 Restrictions ...... 5.48 12.4 Limitations...... 5.48 12.5 Miscellaneous ...... 5.48 FLIGHT OPERATIONS MANUAL 5.1 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Chapter 5CHAPTER 5 - FLIGHT PLANNING

1 FLIGHT PLANNING

1.1 Release to Approved Airports 14 CFR 121.117, 121.631, 121.635, OpSpec C070 1) Dispatch will release scheduled flights only to those regular, refueling or provisional airports as specified in Avatar Airlines Ops Specs. Use of such airports shall be in accordance with the weather minimums and limitations set forth for those airports. a) A regular airport is an airport into which Avatar Airlines is authorized to operate on a schedule basis. b) A provisional airport is an airport into which Avatar Airlines is authorized to operate when regular airport normally serving the area is not available. Dispatch from and to a provisional airport shall be in accordance with the same regulations governing dispatch from a regular airport. c) A refueling airport is an airport into which Avatar Airlines is authorized to operate for refueling purposes only. All provisions of CFR and company regulations apply to refueling airports. d) Regular, provisional or refueling airports may be used as destination or alternate airports. e) An alternate airport is used only as a designated alternate. 2) A list of all airports identified in Avatar Airlines OpSpec is maintained Jeppesen Manual – Company pages.

NOTE If a Dispatch Release has been generated to a destination that is not specified as a “regular” airport for that particular fleet type in the authorized airport pages of Jeppesen Manual, contact Dispatch to verify that the airport is listed as a “regular” airport in the OpSpec C070.

1) Charter flights or other special services may be released to those airports that meet the conditions of 14 CFR 121.117, or those specified in the Operations Specifications. All operations of this type will be conducted within the requirements of the Ops Specs and of 14 CFR 121 Supplemental Operations rules. 2) These limitations need not be applied when radar service is provided. It should also be noted that an ATC clearance over a route with inoperative Navaids constitutes the authorization to fly that route. Radar vectors will be provided as necessary.

1.2 Extended Over-Water Operations

Extended over-water operations are not authorized. Operations over-water must be flight planned and conducted within a horizontal distance of 50 NM or less from the nearest shoreline. FLIGHT OPERATIONS MANUAL 5.2 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2 OPERATIONS AT AIRPORTS WITH NO CONTROL TOWER

2.1 Operational Restrictions OpSpec C064, OpSpec C080 1) Scheduled and nonscheduled operations are permitted at airports without a Control Tower provided the following requirements are met: a) Instrument Approach Procedure 1) The Airport must be served by an authorized instrument approach procedure. b) Weather 1) Current weather must be available from an approved weather source prior to takeoff or executing the approach. • In most cases, the approved weather source will be ASOS/ AWOS if the airport is equipped. If another approved source is used, a J8 message will contain information identifying the approved weather source, facilities and services, and operational procedures for using those services. • At airports which have ASOS/AWOS capability and the pilot is unable to receive the current broadcast weather, the last disseminated weather may be issued to the pilot by ATC. Pilots may also receive weather from the Dispatcher via Telesis or ACARS provided it is from the approved weather source at the airport. c) Airport Advisories 1) The airport must have a suitable means for pilots to acquire airport advisories. These advisories must be obtained regardless of weather conditions, for both inbound and outbound flights. 2) The advisory should include aircraft movements on and near the airport, especially traffic in the pattern. It should also include operations by surface vehicles that may be operating on the airport. 3) Airport advisories can be obtained via company personnel using the company operations frequency listed on the Dispatch Release or through the FSS located on the field (when applicable). The appropriate frequency is identified on the Jeppesen airport diagram. 4) An airport advisory must be obtained by the pilots: • Inbound - At least 10 miles from the airport. • Outbound - prior to taxi. 5) Landing is not authorized if an airport advisory cannot be obtained. FLIGHT OPERATIONS MANUAL 5.3 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

d) Air Traffic Advisories 1) The airport must have a suitable means for pilots to acquire air traffic advisories. Common Traffic Advisory Frequency (CTAF) is an approved source for air traffic advisories. CTAF is a frequency designated for the purpose of carrying out traffic advisories while operating to or from an airport without an operating Control Tower. The CTAF may be a UNICOM, FSS, or tower frequency and is identified on the Jeppesen airport diagram and/or approach plate. 2) The CTAF must be continuously used and/or monitored whenever operating within ten miles of the airport.

2.2 ATC Clearance 1) At locations without a Control Tower, IFR Clearances will normally not be issued before taxi-out. Clearances can be obtained on Center or FSS frequency or can be relayed through an ARINC frequency. 2) If a delay is anticipated after the clearance is issued, advise ATC. 3) There are instances when a conditional clearance may be issued stipulating, “Clearance is void if not off by (time).” After the Void Time: a) Departure is not authorized. b) Pilot must state intentions including revised departure times to ATC as soon as possible, but in no case later than 30 minutes past the void time to preclude ATC alerting Search and Rescue. c) Obtain a new clearance prior to IFR/VFR Departure.

2.3 Visual Flights (VFR) 1) Functional check and training flights may be released VFR provided the flight does not operate in Class A Airspace (i.e., at or above FL 180. Certain revenue flights may be released VFR, when such flights are conducted in accordance with the Ops Specs authorizations found in Appendix A of this manual). 2) In accordance with Operations Specifications, Paragraph C077, at airports which do not have operating ATC facilities, and it is not otherwise possible for the flight crew to obtain an IFR clearance from the flight deck, the flight may takeoff and depart under VFR provided the following conditions exist: a) VFR conditions are reported to exist at the time of takeoff. b) The flight remains in VFR conditions at all times when operating under VFR. c) The flight crew obtains an IFR clearance as soon as practical after takeoff, but under no circumstances farther than 50 NM from the departure airport. d) In accordance with Operations Specifications, Paragraph C077, a flight crew may cancel an IFR flight plan inbound to an airport, and operate under VFR provided VFR weather conditions as specified in JeppesenManual, Section 12 exist and the conditions in one of the following paragraphs are met: FLIGHT OPERATIONS MANUAL 5.4 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

1) The flight is within the Class B or C airspace associated with the airport; remains within controlled airspace or an airport traffic area; is radar monitored by ATC; and the flight crew is in direct communication with the appropriate ATC facility, 2) The flight crew is in direct communication with an air/ground communication facility which provides airport traffic advisories and at least one of the following additional conditions are met: • The flight is operated within 10 NM of the destination airport, or; • Visual reference with the landing runway is established and can be maintained throughout the approach and landing. 3) Approaches under Visual Flight Rules (VFR) are permitted. However, prudent judgment on the part of the Captain must be exercised prior to cancellation of an IFR flight plan. Traffic information from ATC to aircraft operating under VFR is on a “workload permitting” basis. Extreme caution and a most diligent traffic watch must be maintained. Prior to determining whether to utilize a VFR approach in lieu of an instrument approach, the Captain must ascertain that it is as safe and expeditious as an IFR approach.

3 TAKEOFF WEIGHTS

3.1 Maximum Takeoff Weight (MTOW) – Station Responsibility 1) Station personnel will load the aircraft so that the planned passenger and cargo load do not exceed the aircraft’s maximum limiting weights, as listed in the SABRE record, or as listed in the Dispatch Release, or as specified by the Pilot-in-Command. This does not relieve the PIC from the responsibility of ensuring that the flight is dispatched within all weight and balance limitations. Detailed instructions for company weight and balance procedures are included in each aircraft type’s AOM. 2) Unless obviously unacceptable, no load should be refused until checking with the Dispatcher or the Captain, since the peculiarities of takeoff weight computation often allow for additional load. The Captain shall be consulted of any last minute load increase requests that approach maximum limitations, since he is the final authority regarding MTOW, taking into account changes in runway, temperature and wind, as well as fuel burned enroute affecting the maximum landing weight at destination. 3) The Dispatcher shall be advised immediately by the station if an increase to the MTOW, stated on the Dispatch Release, is made by the Captain.

3.2 Maximum Takeoff Weight (MTOW) 14 CFR 121.195 1) The weight of the aircraft at takeoff shall be such that allowing for the normal consumption of fuel in flight to the airport of intended destination, the weight on arrival will not exceed the authorized landing weight in the Aircraft Operating Manual for the most favorable runway, considering probable wind velocity and direction with either dry or wet runway conditions, whichever is applicable. FLIGHT OPERATIONS MANUAL 5.5 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) Pilots must complete the Performance Tasks per the AOM to determine MTOW. Consideration will be given to structural, takeoff, climb, enroute (drift down vs. cruise altitude) and landing limitations. 3) Turbojet aircraft shall be dispatched on the basis of wet runway weights when visibility at the airport of intended landing is expected to be less than RVR 4,000 or ¾ mile. 4) The MTOW is entered on the aircraft load manifest. MTOW limitations based on structural, runway, climb or drift down consideration are restrictive and the aircraft shall not exceed those values. MTOW based on enroute fuel burn are to be used for payload planning. 5) Flight segments that are MTOW limited by landing weight, may, on occasion, exceed the MTOW on the dispatch release due to excessive fuel after gate departure. In this circumstance it is permissible for the aircraft to depart over the MTOW on the release and burn off the excessive fuel enroute under the following conditions: • Structural takeoff weight is not exceeded • Performance weight limit is not exceeded (RF data or MEL/CDL takeoff weight restrictions) • Drift Down Limits • The Captain must contact dispatch for an amendment to the release prior to takeoff. The dispatcher will obtain the adjusted takeoff weight from the Captain and amend the release with the following remark in the remarks section of the release prior to takeoff: Adjusted takeoff weight – xxxxxx additional enroute burn-off required to achieve allowable landing weight. (xxxxxx = Actual takeoff weight) 6) Under the following conditions Dispatch will compute a maximum takeoff weight (MTOW) and include this figure in the remarks section of the Dispatch Release: a) When directed by the aircraft Minimum Equipment List under the actions “Remarks and Conditions” or “Flight Crew Procedures,” operations must be conducted in accordance with the Aircraft Flight Manual for inoperative aircraft equipment or systems. However, a MTOW need not be included on the Dispatch Release whenever aircraft performance is not compromised, or the Runway Analysis provides the appropriate takeoff data. b) If requested by the Captain or deemed appropriate by the Dispatcher to enhance the safety of operations.

NOTE MTOW (Maximum Takeoff Weight) and MGTOW (Maximum Gross Takeoff Weight) are interchangeable terms. FLIGHT OPERATIONS MANUAL 5.6 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

3.3 Transport Category Airplane Weight Limitations 14 CFR 91.605 No person may takeoff a transport category airplane, except in accordance with the weight limitations prescribed for that airplane. The Captain shall determine that actual takeoff gross weight on the Load Manifest form does not exceed the maximum allowable for runway to be used and that the aircraft’s center of gravity is within approved limits.

4 FLIGHT PLAN/RELEASE

4.1 Dispatch Release 14 CFR 121.593, 121.595, 121.597, 121.695, 121.697 1) The Dispatcher will issue a Dispatch Release for each flight to be flown. The Captain shall review all information, discussing any corrections or amendments with OCC. Once concurrence is reached, the Captain shall sign one copy, the one marked “STATION COPY” and leave it at the station for filing (both if operating under supplemental rules) of the release. The crew shall carry the second copy of the Dispatch Release along with its required attachments to the destination (final stop if on a blanket release of multi segments). 2) The Dispatch Release message will contain the Dispatcher’s electronic signature (name and phone extension). It is not necessary for the Dispatcher to sign the dispatch hard copy of the release, as his electronic signature will suffice to indicate all regulatory and company requirements have been met. 3) The Captain’s signature will indicate: a) Receipt of the foregoing release and that he considers all conditions, including weather and his crew’s physical status, to be suitable for the flight. b) That the flight will be conducted in accordance with applicable FAA and Company regulations. c) Departure, enroute, destination and alternate weather conditions have been checked, and will allow of the flight within the constraints of this manual. d) Aircraft performance requirements are sufficient and appropriate for the flight. 4) Expiration of Release - A Dispatch Release becomes void if a flight: a) Cancels, or; b) Lands at a point not included in the original release, or; c) Lands at a point in a different sequence than specified in the Dispatch Release, or; d) Returns to a station after taking off (air interruption), or;

NOTE A new release must be obtained if the flight returns to the original departure station. Dispatch must be contacted to coordinate a new dispatch release prior to the next departure. FLIGHT OPERATIONS MANUAL 5.7 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

e) If operating under domestic regulations, has not departed by an expiration time if specified by the Dispatcher; or, if no expiration time, the flight remains at the gate at the intermediate station in excess of one hour; f) If operating under flag regulations or supplemental, has not departed by the expiration time if specified by the Dispatcher, or, if no expiration time is specified, the flight remains on the ground at an intermediate station for more than six hours.

NOTE If specified, the expiration time (EXP TM) is located in the remarks section of the Dispatch Release.

5) In preparing the Dispatch Release message, the following will be observed: a) The message will be available to all appropriate field stations listed in the Dispatch Release. b) The following data will be included in the release: 1) IFR or VFR. 2) Company designator. 3) Flight number. 4) Aircraft number. 5) Departure station(s). 6) Destination station(s). 7) Alternate or alternates required (if no alternate required, none will be shown). 8) Flight plan route. 9) Fuel Requirements (Fuel burnoff “FUBO” is the Dispatcher’s estimate of the total enroute fuel burnoff, including taxi, for the flight(s). This amount represents the fuel burn from “block to block”. 10) MEL/CDL/NEF items and restrictions. 11) Pertinent remarks and communications instructions. c) Retention of the release document is as follows: 1) OCC will store the Dispatch Release package generated in OCC for a minimum of three months. 2) Field service will store the station copy of the release, and all attachments and amendments, for three months. FLIGHT OPERATIONS MANUAL 5.8 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.2 Dispatch Release Example 1) The release message is usually provided by station personnel. In some cases crews may be required to retrieve the release themselves. 2) To retrieve a release, sign-in to DECS (operations sets only) in the normal fashion, type; • JP*FLIGHT NUMBER/DATE DEPTCTY •-or- • JPRFLIGHT NUMBER/DATE DEPTCTY For example, if assigned to flight 4313 on 20MAY, departing ORD, you would type: • JP*4313/20 ORD PRINT ENTER - Will print a Station copy and the Captain’s copy of the complete flight plan, as well as appended messages, and the complete weather briefing for the Captain. A Flight information briefing for the Flight Attendant(s) will also be attached.

NOTE The Station copy is preceded by a header “STATION COPY”.

-or- • JPR4313/20 ORD • ENTER - Will display the complete flight plan, and appended messages (NO weather briefing). • PRINT ENTER - Will print the Captain’s copy of the complete flight plan, and appended messages (NO weather briefing).

Caution

IF THE JP* COMMAND DOES NOT PRODUCE BOTH THE CAPTAIN’S AND STATION’S FLIGHT PLAN, INCLUDING APPENDED AND SPECIAL MESSAGES, AND WEATHER, CONTACT THE DISPATCHER. DO NOT USE ALTERNATE COMMANDS TO GENERATE A FLIGHT PLAN.

3) The following pages depict a domestic or ICAO flight plan: • First, a complete release print out is shown. • Following the complete document the release document is broken into logical parts followed by a detailed description of the data. • The actual release message retrieved from the SABRE printer will be the sum of all of the described parts. FLIGHT OPERATIONS MANUAL 5.9 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Figure 5.1 Representation of Dispatch Release

- IFR EGF2996/7 601/N601AE DFW MAF* ALTN SJT MIN T/O FUEL 5700 RLS FUEL 006142 FERRY 1232 TOT BRN 2826 PLAN ARR FUEL 4548 02HR/24MIN ALTN RTE - R41 / FL090 MAF.V68.SJT

FPL - PLAN 1 OF 1 - RTE 11 - RVSN 1

FF KZFWZQZX KZFWZRZX 071435 KTULSYMD ^FPL-EGF2996-IS -E145/M-SDE3FGRWZ/S -KDFW1535 -N0421F320 PODDE4 ABI DCT -KMAF0101 KSJT -PBN/A1C2C3D2D3 NAV/RNVD1E2A1 DOF/120907 REG/N601AE EET/NONE SEL/NONE RMK/NONE

TO LAT LONG MC IAS GS TD SD ST SB IDENT FL WIND WCP MH MK TAS I TLDR TTLT TTLB PODDE N32435 W097440 248 P02 0037 PODDE 26049 M049 248 0 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------MILLSAP MIN N32435 W097598 264 P01 0013 MQP 26061 M060 261 0 117.70 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------TOP OF CLIMB 255 P01 0029 0019 0144 TOC 32 32064 M064 254 0 0190 0019 0144 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------ABILENE N32288 W099518 255 262 355 M03 0067 0011 0048 ABI 32 26066 M066 254 725 421 0 0123 0030 0192 113.70 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------BGN DESCENT 246 262 M03 0065 0011 0045 BOD 32 27068 P067 248 725 0 0058 0237 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------MIDLAND INTL N31565 W102121 246 P01 0058 0020 0046 MAF 26053 P053 248 0 0269 0101 0283 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------RWT 045634 PLD 010030 D001873 GND16/04 Q00 260 SKD1535/1645 MTOW 046284 PLAN ARR FUEL 004548 0224 ------ARPT FUEL TIME DIST ENRT BRN MAF 002634 0101 0269 ------RSV 01448 0045 DISP ADD 00500 0017 BUFR 00250 ALTN SJT 01073 0029 0104 HOLD 00295 0012 ------T/O FUEL 005950 MIN T/O 005700 ------TAXI DFW 00192 0016 ------TOTAL 006142 RLS FUEL DFW 006142 FERRY 001232 0041 RMKS/

ACFT RESTR -NONE MEL ITEMS 0244...CAPT FLIGHT COMPARTMENT INSTRUMENT LIGHTING.33 01 EXPIRES 16FEB12 PDL ITEMS -NONE SEL ITEMS-NONE

DISP MQ79 8903 JOE DISPATCHER ICS-967/LDST-817-967-EXT CAPT LM RESTRD NO *MOT-0200Z 2000L F/O* SO CREW CAT II NO *MOT-0200Z 2000L CREW CAT III NO AUZD CAPT SIGNATURE...... 07FEB12/071435 FLIGHT OPERATIONS MANUAL 5.10 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Flight released IFR for FLIGHT 2996 on the 7th day of the month, aircraft number 601/N601LIA from DFW to MAF, alternate airport is SJT, MIN T/O FUEL (legal minimum fuel for takeoff), RLS Fuel (planned ramp fuel, including any EXTRA fuel specified by the Dispatcher), Ferry (ferry fuel/fuel thru), TOT BRN (enroute + taxi fuel), PLAN ARR FUEL (Sum of RSV+CAPT ADD+DISP ADD+ALTN+HOLD+FERRY+EXTRA, estimated fuel in hrs./min.).

NOTE The Asterisk after MAF indicates the aircraft will be on the ground in excess of five hours.

ALTN RTE - R41 /FL090 MAF.V68.SJT Depicts route and altitude used to determine fuel to alternate airport. FPL - PLAN 1 OF 1 - RTE 11 - CTLD CALC/FUEL - RVSN 1 Route used (selected) from the NAV database for that city pair; Plan 1 of 1, RTE 11. Controlled (by Dispatcher) calculation of RTE, and altitude. Dispatch Release Revision 1 (RVSN 1)

NOTE RVSN 1 - Denotes the revision number of the Dispatch Release. This must be verified with the Dispatch Release Revision number on the Load Closeout. The revision number will not be shown on the release for Revision 0. FLIGHT OPERATIONS MANUAL 5.11 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.3 Flight Plan Suffixes 1) Pilots are expected to be knowledgeable in the meaning and proper use of the following Aircraft Equipment/Navigation Suffixes.

Suffix AIRCRAFT COMM, NAV, AND APPROACH EQUIPMENT QUALIFIERS S Standard COMM/NAV/approach aid equipment for the route to be flown is carried and serviceable. Standard equipment is considered to be VHF RTF(Very High Frequency Radio Telephone), VOR, ILS. AND/OR Insert one or more of the following letters to indicate the COMM/NAV/ approach air equipment available and serviceable E3 PDC ACARS DDME F ADF G GNSS (Global Navigation Satellite System) LILS OVOR R PBN (Performance Based Navigation) Approved-RNAV capabilities W RVSM (Reduced Vertical Separation Minimum) Approved VVHF RTF Z Other equipment carried or specified. This will be displayed in the NAV portion of the flight plan. (see NAV indicator codes) AIRCRAFT SURVEILLANCE EQUIPMENT SUFFIXES /A Mode A transponder - 4 digits (4096) /C Mode C transponder - Mode A and Mode C /S Mode S transponder - including both pressure altitude and aircraft ID /N No transponder

Below is a list of possible Aircraft Equipment/Navigation Suffixes based on equipment availability. Pilots must confirm availability of the on board navigation equipment necessary for the route, DP or STAR to be flown.

Filing Code RNAV Required Equipment Domestic (ICAO) Authorization SDE3FGRWZ/S Yes 1 FMS/1 GPS/RVSM SDE3FGRZ/S Yes 1 FMS/1 GPS/Non-RVSM SDE3FW/S No Non GPS/RVSM SDE3F/S No Non GPS/Non-RVSM FLIGHT OPERATIONS MANUAL 5.12 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) Flight Plan Code Changes a) When coordinating flight plan changes direct with ATC, it is important to know that most ATC centers do not yet display data in the ICAO flight plan format or use ICAO codes. Therefore, within the U.S. the following is the flight plan information sequence and code format thatqpg ATC will be expecting: Suffix Key /A Non-RVSM, No RNAV, DME, Mode C Transponder /G Non-RVSM, RNAV W/GPS, Mode C Transponder /I Non-RVSM. RNAV W/O GPS, Mode C Transponder /L RVSM, RNAV W/GPS, Mode C Transponder /W RVSM, No RNAV, W/O GPS, Mode C Transponder /Z RVSM, RNAV W/O GPS, Mode C Transponder

NOTE The majority of LIA Flights will be “/L” if queried by ATC. The other suffixes will be used when there is MEL associated with that aircraft.

Figure 5.2 Flight Plan Heading Information: 1 FF KZFWZQZX KZFWZRZX 2 071435 KTULSYMD 3 ^FPL-EGF2996-IS 4 -E145/M-SDE3FGRWZ/S 5 -KDFW1535 6 -N0421F320 PODDE4 ABI DCT 7 -KMAF0101 KSJT 8 -PBN/A1C2C3D2D3 9 NAV/RNVD1E2A1 10 DOF/120907 11 REG/N601AE 12 EET/NONE

b) “FF” and the coding which follows provides flight plan forwarding to various ATC sectors for flight following. c) On the 7th day of the month, at 1435UTC is when the flight plan was calculated. d) KTULSYMD is Avatar Airlines filing return address for electronically filed flight plans. [3] The “FPL” Flight Plan for “LIA flight 2996 is “I” IFR with “S” scheduled air service. e) An B747-400 is the type aircraft with “/M” a medium wake turbulence class, TCAS and “SDE3GRWZ/S” equipment (refer to Flight Plan Suffixes table). f) Proposed to depart DFW at 1535Z. g) “N” is TAS 421kts. Requesting FL320. The requested route of flight is “DFW.PODDE4.ABI DCT (Direct) KMAF”, h) ETE of 1 hour and 1 minute with an alternate of KSJT. FLIGHT OPERATIONS MANUAL 5.13 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

i) “PBN/A1D3 The type of navigational capabilities of the aircraft (refer to PBN indicators in the ICAO equipment codes table). j) “NAV/RNVD1E2A1” is used to inform ATC the aircraft has RNAV SID and STAR capability as well as enroute RNAV (refer to NAV indicators in the ICAO equipment codes table).

NOTE 1 NAV/RNVD1E2A1 A “One” after D (SID), E (Enroute) or A (STAR) will indicate the aircraft is equipped for any type of RNAV 1. A “Two” after a letter will indicate RNAV 2 capable.

NOTE 2 NAV/RNVD0E0A0 A “Zero” after D (SID), E (Enroute) or A (STAR) will indicate that the aircraft is not equipped for any type of RNAV. E99 will indicate enroute point to point (PTP) navigation.

k) “DOF/120907”is the date of flight (YYMMDD). l) ”REG.N601AE” is the registration of aircraft. m) “EET/NONE” Estimated Elapse Time to cross the FIR international boundary (not required for domestic operation) n) “SEL/NONE” would be the ground to air communication number, however, Company aircraft do not support this function. o) “RMK/NONE” Any other plain language remarks deemed necessary. FLIGHT OPERATIONS MANUAL 5.14 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Table 5.1 ICAO Equipment Codes for Reference

Code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

NOTE The B747-400 are RNAV 1, RNAV 2, and RNAV 10 capable. Company aircraft are not considered RNP capable, because pilots cannot enter RNP values in to the FMS. RNP approaches are not authorized. FLIGHT OPERATIONS MANUAL 5.15 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Figure 5.3 Format of Dispatch Release

- IFR EGF2996/7 601/N601AE DFW MAF* ALTN SJT MIN T/O FUEL 5700 RLS FUEL 006142 FERRY 1232 TOT BRN 2826 PLAN ARR FUEL 4548 02HR/24MIN ALTN RTE - R41 / FL090 MAF/V68.SJT FPL - PLAN 1 OF 1 - RTE 11 - RVSN 1

FF KZFWZQZX KZFWZRZX 071435 KTULSYMD ^FPL-EGF2996-IS -E145/M-SDE3FGRWZ/S -KDFW1535 -N0421F320 PODDE4 ABI DCT -KMAF0101 KSJT -PBN/A1C2C3D2D3 NAV/RNVD1E2A1 DOF/120907 REG/N601AE EET/NONE SEL/NONE RMK/NONE 1 TO 2 LAT 3 LONG 4 MC 5 IAS 6 GS 7 TD 8 SD 9 ST 10 SB

11 IDENT 12 FL 13 WIND 14 WCP 15 MH 16 MK 17 TAS 18 I 19 TLDR 20 TTLT 21 TTLB 22 PODDE N32435 W097440 248 P01 0037 PODDE 26049 M049 248 0 23 24 AWIND...25.AGS...26.ETA.....27.ATA...28.ABURN...... ------MILLSAP MIN N32435 W097598 264 P01 0013 MQP 26061 M060 261 0 117.70 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------

Detailed segment to segment information and accumulated totals for the column headings listed below: 1) TO - Name of points along route 2) LAT - Latitude of the point 3) LONG - Longitude of the point 4) MC - Course in degrees magnetic 5) IAS - Indicated airspeed 6) GS - Ground speed in knots 7) TD - Temperature deviation from ISA in degrees C (P for plus, M for minus) 8) SD - Segment Distance in NM 9) ST - Segment time in minutes 10) SB - Segment burn in tens of pounds 11) IDENT - Identifier for points along the route 12) FL - Flight level in thousands of feet 13) WIND - Wind direction to nearest 10 degrees magnetic, and velocity in knots 14) WCP - Wind component in knots (P, tailwind for plus, M, headwind for minus) 15) MH - Heading in degrees magnetic 16) MK- Mach speed 17) TAS - True airspeed in knots FLIGHT OPERATIONS MANUAL 5.16 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

18) I - Average turbulence index for this segment (numbered from 0 to 7). 0=Smooth, 1=OCNL Light, 2=Light, 3=Light to OCNL moderate, 4=Moderate, 5=Moderate to OCNL severe (Mach will be reduced to penetration speed), 6=Severe (Route blocked), 7=Extreme turbulence (Route blocked). 19) TLDR - Total distance remaining to destination in nautical miles 20) TTLT - Elapsed time in hours and minutes 21) TTLB - Cumulative fuel burn in tens of pounds 22) Waypoint - Name of intersection or VOR 23) 000.00 VOR Frequency as applicable The following additional information may be completed by the crew member. 24) AWIND - Actual Winds 25) AGS - Actual Ground Speed 26) ETA - Estimated Time of Arrival 27) ATA - Actual time of Arrival 28) ABURN - Actual fuel burn

RWT 045634 PLD 010030 D001873 GND16 04 Q00 260 SKD 1535/1645 MTOW 046284

The block of data depicted above is located on the flight release just below the route plan, and just above the fuel plan. It contains planning information used by the computer to compute the release. This information is for planning purposes only and may not agree with other information, such as load manifests. It is decoded as follows: RWT [weight in pounds] is the planned ramp weight of aircraft. PLD [weight in pounds] planned payload from Dispatch Release; D [cost in dollars] is the projected direct operating cost; Planned ground taxi times (Out to Off, On to In) are shown next: GND [time in minutes, plus TAXI]; Q [time in minutes] is minutes of fuel added due to historical enroute delay time; IAS for cruise [in knots]; scheduled gate departure/arrival time in UTC and finally MTOW depicts the aircraft’s maximum allowable gross takeoff weight.

NOTE MCR will occasionally appear in lieu of IAS on short flights when average cruise speed cannot be established by FPS. FLIGHT OPERATIONS MANUAL 5.17 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

ARPT FUEL TIME DIST ENRT BRN MAF 002634 0101 0269 ------RSV 01448 0045 DISP ADD 00500 0017 BUFR 00250 ALTN SJT 01073 0029 0104 HOLD 00295 0012 ------T/O FUEL 005950 MIN T/O 005700 ------TAXI DFW 00192 0016 ------TOTAL 006142 RLS FUEL DFW 006142 FERRY 001232 0041

4.4 Calculated Fuel Requirements

ENRT – Based on planned ramp weight and is the total enroute fuel burn off in pounds and hours/minutes (i.e., ENRT SHV 001675 0037 is 1,675 lb. and 00 hours 37 minutes), comprising of: climb to the enroute altitude shown on the release, cruise, descent, and an instrument approach and landing at the destination airport. Considers route of flight, altitude, MEL/CDL requirements for percentage increases and anticipated winds. The release fuel burn figures are based upon use of a specific cruise airspeed which will result in minimum operating cost for the flight. In some cases this cruise speed may be below that obtained with maximum cruise power. When this occurs, the procedure for setting cruise power is as follows: • During transition to cruise, as the aircraft accelerates to the flight planned indicated cruise speed, adjust the power to maintain this airspeed. • Higher speeds may be used at pilot discretion to make up time. Use of higher than programmed power settings and operation at altitude below flight plan profile will increase fuel usage. • In no case should power be set above Maximum Cruise Power or other engine limitation. RSV – Reserve fuel is calculated differently as follows: • FLAG – Reserve fuel includes fuel for 30 minutes, plus 15% of the total time required to fly at normal cruising speed to the destination and alternate (if required) airport (E/RSV). The required fuel and time information will be displayed in the fuel plan in the following format. E/RSV 00095 0004 -(Enroute Reserve = 15%) RSV 00596 0030 -(30 minutes reserve) • DOMESTIC – Reserve fuel includes fuel for 45 minutes at normal cruising fuel consumption (14 CFR 121.639). The amount (in pounds) of this fuel varies with weight/altitude and is determined by the following calculation: • PLANNED Zero Fuel Weight (BOW + planned payload) plus, FLIGHT OPERATIONS MANUAL 5.18 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

• 45 minutes worth of fuel at Long Range Cruise power setting (this includes the amount of fuel necessary to carry the 45 minutes of fuel), • at flight release planned/filed final cruise altitude The Captain shall monitor fuel while in flight. If it is determined the flight will land with less than 30 minutes of fuel, the flight crew shall contact OCC and coordinate a fuel stop. (IATA Standard) CAPT ADD – The amount of additional fuel added to the aircraft by the Captain. DISP ADD – The amount of additional fuel added to the aircraft by the Dispatcher. BUFR – The amount represents a portion of the DISP ADD and CAPT ADD fuels, that can be used as taxi-out contingency fuel. (Will print on same line as ADD fuels.) ALTN – When an alternate is specified, alternate fuel includes fuel for a missed approach at the destination, climb to the enroute altitude shown on the release, cruise, descent, and an instrument approach and landing at the alternate airport. Alternate fuel is computed from the missed approach point at the destination, at planned zero fuel weight plus alternate and reserve fuel. When two alternates are provided by dispatch, the most distant alternate’s fuel will be used in the fuel calculation. Fuel burn and alternate NOT used in fuel calculations will be highlighted by an asterisk (*).

HOLD – The amount of fuel provided for contingencies in the terminal area. This amount will be based upon guidelines established in the Domestic Fuel Policy. MEL/CDL – Any additional fuel required due to an MEL/CDL additional pound requirement. T/O FUEL – The sum of ENRT BRN + RSV + CAPT ADD + DISP ADD + HOLD + ALTN + MEL/CDL. MIN T/O – The defined legal minimum fuel required for take off. It is T/O FUEL minus a predetermined amount (BUFR) of taxi-out contingency fuel from the Add fuels. TOTAL – Total amount of fuel planned without any EXTRA or FERRY fuel. EXTRA – The difference between Dispatcher specified fuel in the release mask and the computed release fuel (TOTAL). RLS FUEL – Planned ramp fuel without any FERRY fuel. The flight may depart the gate with less than RLS FUEL due to APU burn, etc., but must have at least MIN T/O fuel at the beginning of takeoff roll. FERRY/ADMIN – Used for “fuel-thru” and economic situations. The amount of fuel in excess of RLS FUEL. (See “Fueling – Through” in this section for details).

NOTE DISP ADD, CAPT ADD and MEL/CDL fuel will only be displayed on the flight release if an amount greater than 0 is specified by the Dispatcher in the release mask. FLIGHT OPERATIONS MANUAL 5.19 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

RMKS ACFT RESTR – NONE MEL ITEMS – NONE PDL ITEMS – NONE SEL ITEMS – NONE

RMKS – Remarks contain four lines of free text. RMKS will include an expiration time (EXP TM), if applicable, explanation of ADD fuel and other miscellaneous pertinent data, or any revised performance restrictions caused by field conditions or maintenance considerations. ACFT RESTR – Any restriction placed on a particular aircraft. ACFT RESTR will indicate any restrictions generated from the items below (MEL, CDL, PDL items). MEL ITEMS – Any inoperative aircraft equipment which has been deferred per the aircraft Minimum Equipment List. PDL – (Priority Deferral List) – Are non-airworthiness items.

NOTE NEF items which are given a 99A code (i.e., NEF 21-99A) will be listed with the PDL ITEMS. All other News will appear within the MEL ITEMS section.

SEL – An SEL item is one that deviates from the standard configuration – such as non-standard radar set, etc.

DISP AE34 8506 P. HEBB ICS-967/LDST - 817-967-EXT CAPT SMITH DLRESTRD NOF/O 50.32 F/O *JONES PDCREW CAT II NO CREW CAT III NO AUZD CAPT SIGNATURE05JUN08/201844 ////// APPENDED MESSAGES ///// ////// SPECIAL MESSAGES /////

DISP-OCC – Desk identifier - LIA (Avatar Airlines), TELESIS code for that desk - 34 and telephone extension - 8506. To contact the Dispatcher listed on this release via TELESIS - Enter the city 3 letter identifier followed by the TELESIS code for that desk (in this case “34”) or by phone using either the ICS or regular phone number with the listed telephone extension (in this case “8506”). Space is also provided for the Dispatcher’s electronic signature. FLIGHT OPERATIONS MANUAL 5.20 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

CAPT-F/O – Cockpit crew member names and duty position. Any crew restrictions are also listed – in the example the PIC is not a restricted (“high minimums”) Captain, and the crew is not CAT II or CAT III qualified. (If CAT II is followed by a “YES”, the crew is authorized to fly the category approach indicated). Also in the example, the First Officer is shown as having 50.32 hours in type. The asterisk (*) before the F/O name indicates that the crew member is still in the probationary period. This alerts the Captain to complete an evaluation on the F/O if required by company policy. AUTH CAPT SIGNATURE – Space for the Captain’s signature, followed by the date of his signature and following a “/” the date and time the release was printed. APPENDED MESSAGES – Will contain the terminal forecasts for the departure, arrival and alternate airports, SIGMETS, any additional pertinent weather data and winds aloft for the enroute points along the flight plan for 5, 10, 18, 24 thousand ft. Also will contain all available current reports or information on airport conditions and irregularities of navigational facilities that may affect the safety of flight. SPECIAL MESSAGES – Will contain any information that may be pertinent to the operation of the flight.

NOTE The Dispatch Release message will contain the Dispatcher’s electronic signature (name and phone extension) and will be signed by the Captain. The Captain's signature will indicate receipt of the foregoing release and that he considers all conditions, including weather and his crew’s physical status, to be suitable for this flight and will be conducted in accordance with applicable FAA and Company regulations. It is not necessary for the Dispatcher to sign the dispatch hard copy of the release, as the Dispatcher’s electronic signature will suffice, and indicates that all regulatory and company requirements have been met.

4.5 Pilot Warnings (F-4) and Special Messages (J-8) 1) When pertinent, an F-4, Pilot's Warning, shall be prepared for computer input and processing at the direction of the Manager-on-Duty - Dispatch, Station General Manager, or authorized representative to provide a Captain with information essential to operating the flight with safety information. If the message pertains to cockpit procedures, the F-4 will be issued by or with the approval of the Flight Department. 2) Generally, only unexpected changes which may or can affect the safety of flight should be the subject of an F-4. Other matters should be confined to Special Information Messages J-8. 3) In preparing an F-4, the heading shall prominently indicate the subject of the notice, all code information will be reduced to plain English and the signature will indicate the station and identity of the person authorizing the message. 4) Unless otherwise specified in the content, an F-4 may be cancelled only by: a) The issuing office, if the F-4 is no longer applicable, or; b) The Vice President Flight/Chief Pilot or designated authority. FLIGHT OPERATIONS MANUAL 5.21 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.6 Amendments and Attachments to the Dispatch Release Message 14 CFR 121.687, 121.687(b) 1) Any change to the dispatch release occurring after the release has been retrieved is considered an amendment to the release. Dispatchers or Captains, whom ever makes the amendment, must obtain positive contact notification from the other party. This may be accomplished through ACARS. 2) If any of the following information is incorrect on the Dispatch Release message, it must be corrected prior to takeoff (Items 1 through 5 should normally be amended with the Pen and Ink Amendment Procedure listed in F., below): a) Flight number. b) Departure airport, intermediate stops, destination airports and alternate airports. c) Type of flight plan (i.e., VFR or IFR) d) Minimum Fuel Requirement

NOTE Fuel requirements vary with the weight of the aircraft. Therefore, if actual aircraft ramp weight exceeds planned ramp weight by greater than 2,000 pounds, the Captain shall contact Dispatch and consider obtaining a new fuel plan.

Caution

THE DRIFT DOWN FPS ALSO REVIEWS THE RAMP WEIGHT (RWT) TO CALCULATE THE NEED FOR AND LOCATION OF DECISION POINTS. THEREFORE, FOR FLIGHTS DESIGNATED AS DRIFT DOWN FLIGHTS, A RAMP WEIGHT GREATER THAN THE STATED RWT VALUE IN THE RELEASE REQUIRES A NEW FLIGHT PLAN TO BE CREATED BY DISPATCH. (SEE “DRIFT DOWN FLIGHT PLANNING AND PROCEDURES” IN SECTION 6 FOR MORE DETAILS).

e) When a change in weather or other conditions requires a modification in planned operation of a flight (i.e., change of altitude due to turbulence). All required weather reports or forecasts, and other advisories will be attached to the revised release. f) A change in the identification number of the aircraft REQUIRES a new release to be generated and available to the Captain. Pen and ink changes are not authorized for tail number changes. FLIGHT OPERATIONS MANUAL 5.22 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

g) Dispatch will provide an amended release when any of the following occur: 1) Route changes of 100NM or more 2) Altitude changes of 2000 ft. or more 3) Changes with the planned destination airport or planned alternate(s). 3) Incorrect information found on the Dispatch Release other than that required in 14 CFR 121.687(b), above) should be brought to the attention of the Dispatcher for amendment, however, a new Dispatch Release is not required. 4) Alternate weather information on the Dispatch Release message that is no longer valid due to a change in weather conditions, subsequent to the beginning of the flight, may be amended using the “Pen and Ink” Amendment Procedure (listed in F., below). 5) The Dispatch Release message must contain, or have attached to it, applicable NOTAMs (including FDC NOTAMs), weather reports, available weather forecasts, or a combination thereof, for the destination airport, intermediate stops, and alternate airports, which are the latest available at the time the release is signed by the Pilot-in-Command and Dispatcher. a) The release may also include any additional available weather reports or forecasts that the Pilot-in-Command or the Dispatcher considers necessary or desirable. b) Weather attachments may be transmitted with the release by OCC, or generated by the departure station and attached to the release. 6) Pen and Ink Amendment Procedure: a) After reaching an agreement between the Dispatcher and the PIC, the amendment must be recorded on the Dispatch Release in ink. To record the amendment, draw a line through the item being revised, and print the revised item directly above. The Dispatcher will then assign a date/time to the amendment, to be recorded and initialed adjacent to the respective Captain’s or Dispatcher’s name. All pen and ink amendments must be legible.

4.7 Priority 2 Flight Releases 1) When Company flights are consistently departing later then scheduled, the flights are placed on the DOT list and are monitored for their departure time performance. FLIGHT OPERATIONS MANUAL 5.23 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) In an effort to place additional emphasis on these flights a Header has been added to the release of these flights to notify the flight crews of their status.

IFR EGF3547/5 691/N691AE DFW SHV* ALTN GGG MIN T/O FUEL 4491 RLS FUEL 004844 FERRY 1000 TOT BRN 1903 PLAN ARR FUEL 3941 01HR/59MIN

ALTN RTE – R11 /FL110 SHV.DCT.GGG¶

******************* PRIORITY 2 FLIGHT ********

FPL - PLAN 1 OF 1 - RTE 11

FF KZFWZQZX KZFWZRZX 051959 KTULSYMD ^FPL-EGF3547-IS -E145/M-SDGRWZ/S -KDFW1850 -N0437F210 SOLDO2 UIM DCT EIC DCT -KSHV0037 KGGG -EET/NONE SEL/NONE REG/N691AE NAV/RNVD1E2A1

3) Flight crews, without compromising safety, should place additional effort to coordinate with all departments to assist in operating these departures on time.

4.8 Flight Plans

All flights, except certain revenue, functional check and training flights, are required to file IFR flight plans.

4.9 Filing of Flight Plans 1) Flight plans are normally filed with ATC by computer. In case of computer failure or other circumstance where this is not done, it is the responsibility of OCC to file the flight plan. 2) Flight plans may be filed by the Captain in flight while in direct communication with an ATC Center, in which case the Captain will promptly advise OCC and give essential details of the filed flight plan. 3) If a flight lands at an airport where operational functions have not been contracted for, arrangements for receipt of a flight plan must be made with a ground service agency (i.e., another airline, airport operator or communications center). 4) Flight plans should be filed with ATC at least 30 minutes prior to departure time whenever possible. Failure to meet this requirement may subject the flight to a takeoff delay.

4.10 Preferred Routes

Preferred Routes are identified on computerized flight plans as “FAA PREF.” Since the Preferred Route System was established as an aid to the efficient and orderly management of air traffic, these routes should normally be used during the period of the day they are effective. FLIGHT OPERATIONS MANUAL 5.24 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.11 Coded Departure Routes (CDR) 1) CAR's will only appear on the release if they have been activated in FOS, by the Ops Coordinator and are within the fuel range specified on the dispatch release. 2) Example of a dispatch release output:

ARRPLAN FUEL ARR 003090FUEL 0131 003090 0131 ------ARPTARPT FUEL TIME FUEL DIST TIME DIST BRNENRT JAN BRN 002922JAN 0101 002922 0363 0101 0363 ------RSV01700 0045 01700 0045 ADDDISP ADD 01100 0036 01100 0036 BUFR BUFR 01100 01100 ALTNNONE NONE 00000 0000 00000 0000 HOLD00151 0005 00151 0005 ------UELT/O FUEL 005873 005873 MIN T/O MIN 004773T/O 004773 ------TAXIDFW DFW 00192 0016 00192 0016 ------TOTAL006065 006065

UELRLS DFW FUEL 006065DFW 006065 FERRY000139 0005 000139 0005

AVAILABLE**** AVAILABLE CODED DEPARTURE CODED DEPARTURE ROUTES ****ROUTES **** FWJAN2SCDR DFWJAN2S RTE 53 RTE TOT 53BRN TOT004321 BRN ADDED004321 BRN ADDED 01207 BRN TIME 01207 0133 TIME 0133 .DARTZ2.BILEE.DCT.TNV.DCT.IAH.DCT.LCH.J22.MCB.DCT.JANDFW.DARTZ2.BILEE.DCT.TNV.DCT.IAH.DCT.LCH.J22.MCB.DCT.JAN

RTE 53 is displayed on the release, because it is within the fuel range of the flight. The “TOT BRN” of 4,321 lb. is the new ENRT BRN + TAXI. The “ADDED BRN 1,207” is the additional fuel to be consumed above and beyond the originally planned ENRT BRN +TAXI amount.

4.12 Dispatch Requirements for GPS RAIM Prediction AC 90-100A 1) Each Dispatcher shall perform a Receiver Autonomous Integrity Monitoring (RAIM) prediction check for flights that will be filed on a RNAV Q or T route or planned for an RNAV/GPS approach. 2) In the event of a predicted continuous loss of RAIM for the portion of the flight that requires GPS, the flight shall not be filed on a RNAV Q or T route or planned for a RNAV/GPS approach. 3) The following remark is to be added to the release when a predicted GPS/RNAV outage prevents the use of a RNAV/GPS approach: “GPS/ RAIM outage may prevent the use of RNAV/GPS approaches.” 4) An enroute check is only required when planning a RNAV route (Q or T route).

NOTE Dispatch will only perform RAIM prediction checks on routes and terminals inside the U.S.

5) A terminal check is required when planning a RNAV/GPS approach. FLIGHT OPERATIONS MANUAL 5.25 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.13 Ground Delay Programs (GDP)

Whenever ATC puts out a GDP, the flights impacted will be assigned an Expect Departure Clearance Time (EDCT). Flight crews should coordinate with ATC and station personnel regarding any changes to EDCTs and use good judgment when determining gate departure times. FOS will capture EDCTs in the station JS record. The stations can access this information in the JS record and instructions for delaying the flights are also included as well. The following is an example of a flight out of IND that has been assigned an EDCT in the JS record and instructions that should be followed by both the station and the crew for delaying the flight. If there is a discrepancy between the tower and the time in the JS record. OCC can verify it with the command center in Washington. We have direct access to the same delay information as the command center. If necessary, OCC will call the local tower or command center and straighten things out. JS*IND/FLOW ATC DELAYS FOR IND DEPARTURES AS OF 07/28 1644Z DELAYS MAY BE REDUCED AND EXPECT DPTR CLEARANCE TIMES /EDCT/MAY CHANGE. UPLINE CITIES– 1. IF ATC DELAY IS LESS THAN 2 HOURS, POST AN ETD OF NO MORE THAN 50 PERCENT OF THE DELAY. 2. IF DELAY IS GREATER THAN 2 HOURS, POST AN ETD OF NO MORE A 1 HOUR DELAY. 3. WHEN WITHIN: 45 OF EDCT, POST THE APPROPRIATE ETD. *ALLOW ADEQUATE TAXI TIME BETWEEN ETD AND EDCT. ------AC ID DEST TYPE EDCT CTA DF ODF EGF 4215 ORD E145 1844z/1444l 2021z/1621L 32 4.14 DOT Extended Ground Delays 14 CFR 259 1) Avatar Airlines has developed a tarmac delay contingency plan coordinated across all departments. Each station is responsible for maintaining and administering this contingency plan. No plan ever goes entirely as predicted and it is essential that the Captain proactively provide leadership and flexibility to ensure that unforeseen impediments to the plan are handled properly. It is very important that you communicate with dispatch and keep them informed of the status of your aircraft servicing and readiness to depart. Remember that dispatch may be extremely busy, so use good judgment and keep communications brief, providing only essential information. Computer programming is in place to keep station General Managers, Regional Managing Directors and other key Operational Management personnel immediately notified when certain time thresholds are exceeded. DOT domestic tarmac delay limit is 3 hours. There is no defined time delay limit for international flights. FLIGHT OPERATIONS MANUAL 5.26 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Avatar Airlines will make every effort to comply with a self-imposed 4 hour tarmac delay limit for international flights. It is important, if OCC makes the requests the flight to return to the gate, the Captain take the appropriate steps to comply in a timely manner. Aircrews are asked to perform the following actions at the depicted time thresholds.

NOTE Non-compliance with DOT Tarmac Delay Regulations may result in fines to the airline of up to $27,500.

2) 30 Minute Informational Notifications Avatar Airlines is responsible for ensuring passengers on any delayed flight will receive notifications regarding the status of the delay, including reasons for the delay, if known. DOT regulations require a PA to be made every 30 minutes. However, current Company policy requires a PA to be made every 15 minutes. 3) 30 Minute Option to Deplane at the Gate DOT regulations require passengers be notified beginning 30 minutes after scheduled departure time (including any revised departure time in which passengers were notified before boarding) and every 30 minutes thereafter that they have the opportunity to deplane from an aircraft at the gate or other disembarkation area with the door open if the opportunity to deplane actually exists. 4) Opportunity to Deplane DOT regulations require that passengers on flights that are delayed at U.S. airports from taking off (departure delay) or from deplaning upon arrival (arrival delay) not be kept on board an aircraft without an “opportunity to deplane” for longer than 3 hours for domestic flights, or 4 hours for international flights (departing from or arriving at U.S. airports), unless the pilot in command determines there is a safety or security related reason such that deplaning cannot be offered. DOT Clock Start / Reset a) Departure Delay Start of Clock - The applicable 3 or 4 hour tarmac delay “clock” starts at scheduled departure time (which includes a revised departure time that passengers were notified of before boarding). b) Arrival Delay Start of Clock - The applicable 3 or 4 hour “clock” begins when the aircraft lands at the destination airport or a diversion airport. c) Delay Clock Resets - The delay “clock” is reset when all passengers have been given a real “opportunity to deplane”. At that time, all DOT required action items are reset. 5) 0 - 1 Hours • Anticipate periodic contact from the station. The station may be very busy, so stay flexible and be patient. When necessary, aggressively attempt to contact the station and / or dispatch if you are approaching a critical time threshold with no resolution of DOT passenger handling requirements. • Keep dispatch informed of aircraft servicing and departure readiness status. FLIGHT OPERATIONS MANUAL 5.27 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

• Advise station if fueling is needed. • Determine if there are any unaccompanied minors onboard. • If aircraft is on the ground because of a diversion, determine if there are any local passengers who may wish to deplane. 6) 1 - 2 Hours • Flight Attendants will distribute water and snacks pre-loaded on aircraft or delivered from the station. (This must be completed prior to two hours.) • Pre-loaded snacks may be missing from the aircraft. These items are not required for departure and should not delay a flight. • Expect periodic contact from the station. • Analyze taxi situation back to gate to determine if this will be possible. If not, anticipate that a vehicle may be brought out to the aircraft if deplaning is necessary. • Report any MEL items to station which may require special attention (MEL items, Inop. APU). • Continue to update OCC as to departure status. • Re-assess lavatory servicing requirements. 7) 2 - 3 Hours - Domestic Flights (3-4 Hours International Flights) • Coordinate with station to determine if aircraft will be taxied back to gate or whether vehicle will be brought out to aircraft to deplane passengers who do not wish to continue on the flight. [This must be accomplished prior to the three hour limit (four hours for International Flights).]

NOTE Although the DOT regulations may imply in some circumstances the “polling of passengers” might be acceptable in avoiding a return to the gate, Company policy requires the aircraft to be either at the gate or at a location where ramp stairs may be utilized to deplane passengers who wish to deplane. If the aircraft is away from a gate, ensure a bus is available to transport passengers to the terminal.

• Crew legality - proactively determine if crew legality is an issue. If so, contact dispatch or crew tracking and keep the station advised of crew status for planning purposes. • Make a PA to the passengers advising passengers who do not wish to continue on the flight: a) Whether the aircraft will be taxied back to the gate or a vehicle will be brought out to the aircraft. Sample PA: “Ladies and Gentlemen, this is Captain (F/O) . In order to comply with DOT passenger ground delay regulations, we will be proceeding to a gate (an area where mobile stairs can be brought up to the aircraft) to allow those passengers who wish to deplane an opportunity to do so.” b) Provide passengers with a realistic estimate of when departure might be anticipated. FLIGHT OPERATIONS MANUAL 5.28 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

c) Notify passengers that if they wish to continue in anticipation of departure, the next opportunity to deplane will be three hours from the time passengers deplane or, if no passengers chose to deplane, from the point this announcement is made. • Baggage of passengers who choose to deplane will not be removed from domestic flights. Passengers must coordinate with passenger service to arrange for baggage retrieval based on the specific circumstances of the passengers travel plans. • Baggage of passengers who choose to deplane must be removed from aircraft for international operations. In all likelihood, this means the aircraft will have to return to the gate. 8) Exceptions: This rule applies for aircraft experiencing a ground delay, either prior to departure or after arrival. However, under the following conditions the three hour delay may be exceeded: • The PIC, in conjunction with OCC, determines there is a safety- related or security-related reason (i.e., weather, a directive from an appropriate government agency). 9) The PIC of a tarmac-delayed aircraft is responsible for notifying local ATC that action is requested to comply with the three hour tarmac rule. The request should be made in a timely manner so as to ensure compliance with the rule and reflect local operating conditions such as available taxiways or other aircraft movements. ATC is not responsible for ensuring operator compliance or for tracking the time individual flights are delayed. The request for action or clearance from the PIC should include the reason, such as “tarmac-related delay,” and the time by which the aircraft must be airborne or deplane passengers. 10) Before the three hour limit (four hour for international passengers) has been reached, passengers must be given the opportunity to deplane. (unless the conditions listed in H. above exist). 11) If the two (2) hour limit is reached or exceeded for Domestic or International flights, the crew MUST complete a Pilot Pipeline debrief and include the following: • Length of delay, • Precise cause of the delay, • Actions taken to minimize hardships for passengers, including provision of food and water, the servicing of the lavatory and medical assistance, • Whether the flight ultimately took off or returned to the gate, and • An explanation for as to why the plane did not return to the gate.

SUMMARY A flight that experiences a ground delay, must be handled in a manner that allows the passengers the opportunity to deplane prior to being on the aircraft for more than three hours. Coordination between Dispatch, the Station and the Captain is required to ensure this is accomplished, either by deplaning on the ramp or at the terminal. FLIGHT OPERATIONS MANUAL 5.29 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4.15 Diversions Due to Extended Delays

In cases where destinations are anticipating long delays, OCC may require a flight to divert, due to congestion, gate availability, etc. In these cases, OCC will send the following message to the crews via ACARS, if available: “THE COMPANY REQUIRES YOU TO DIVERT DUE TO EXTENDED TARMAC DELAYS AT YOUR DESTINATION AIRPORT. REFER TO FOM SECTION 5.” Flight crews will then coordinate a suitable alternate with OCC unless an emergency dictates otherwise.

5 DECS OUTAGE

5.1 Station Outage

In the event of a failure of the station’s DECS Computer System, the Captain should acquire the Flight Plan/Release by any available means (i.e., FAX, telephone, teletype, ACARS, HF radio, ARINC, etc.).

6 FUEL REQUIREMENTS

6.1 Fuel Requirements 14 CFR 121.639, 121.647 1) Fuel requirements for domestic flights are as follows, and are applicable to all flights that originate and terminate within the 48 contiguous states and for flights between U.S. cities and points in Canada or Mexico: a) Sufficient fuel to fly to the airport to which it is dispatched; b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport for which dispatched; and c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption. 2) Each person computing fuel required for the purposes of this subpart, shall consider the following: a) Wind and other forecast weather conditions. b) Anticipated traffic/ATC delays. c) One instrument approach at destination airport including a missed approach (IATA Standard). d) Any other conditions that may delay landing of the aircraft. For the purposes of this section, required fuel is in addition to unusable fuel. FLIGHT OPERATIONS MANUAL 5.30 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

6.2 Domestic Fuel Policy

It is company policy to dispatch with only the minimum quantity of fuel necessary considering safety, regulations, customer service and operating economics. The Captain and Dispatcher are jointly responsible for all aspects of preflight planning, including fuel requirements. If the judgment and experience of the Captain and Dispatcher indicate a deviation from the fuel policy is necessary, it is vital that both parties clearly agree and understand the reasons for the deviation. Close coordination between the Captain and Dispatcher are required whenever contingency fuel is planned. ADD and HOLD fuel will be used for operational contingencies as follows: 1) ADD fuel will be used to account for departure and/or enroute contingencies (i.e., weather, turbulence). This fuel will be put in the ADD fuel portion of the release. a) Lateral Deviation Fuel The following table should be used to determine the appropriate amount of ADD Fuel if lateral deviations (i.e., around thunderstorms, anticipated ATC reroutes/delays) are anticipated. The table assumes 30 degree turns away from and returning to the original course line. Aircraft Type Lateral Deviation Fuel - lbs 25 NM 50 NM B747-400 150 lbs 300 lbs b) Enroute Turbulence This fuel allows the flight crew to search for a smoother altitude, 4,000 feet above or below the flight planned altitude. The following table should be used to determine the appropriate amount of ADD Fuel if enroute turbulence is known or forecast. Fuel should be planned only for the affected portion of the flight. Aircraft Type Additional Fuel per hour of Affected Flight - lbs

B747-400 400 2) HOLD fuel will be used for possible and/or anticipated delays in the terminal area. A default hold minutes value has been established for all destination airports based on historical data for the entire flight and should be used unless the Dispatcher and/ or Captain determine that actual delays may exceed that value. If HOLD fuel reflects a higher amount than the established default value, the Dispatcher will be required to put the reason for the extra fuel in the remarks portion of the release. a) When an alternate is listed, the default HOLD time will be based on the historical data for the entire flight plus 3 minutes for possible gauge error. The minimum HOLD time will be 12 minutes. b) When an alternate is not listed, default hold times are adjusted to equal the greater of: 1) Hold times for the statistical historical delay values plus fuel to account for gauge error and a missed approach, FLIGHT OPERATIONS MANUAL 5.31 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) Equivalent time required to fly one circuit in a standard holding pattern, a missed approach at the destination airport, climb to 10,000 feet, fly to and land at either an Ops Spec (C070) approved airport or an airport with a runway which is at least 7,000 feet long and 148 feet wide, or 3) A minimum HOLD time of 20 minutes.

NOTE HOLD minutes will not be adjusted below the recommended amounts unless payload restrictions occur (i.e., passengers and/or cargo). In these cases, the Captain and Dispatcher must concur to the change.

3) If an alternate is planned on the release and it is not required by CFRs, the Dispatcher will put the reason for the alternate in the remarks portion of the release.

6.3 Reserve Fuel

Once a flight is airborne and unknown conditions or weather are experienced, continuance to the planned destination with less than required reserve fuel becomes a matter of judgment. Consideration and coordinated between the Captain and Dispatcher should be given to: • Enroute altitudes lower than planned • Unforecast winds aloft • Enroute diversions around weather • Distance to destination or alternate (if applicable) • Available fuel on board • Flight conditions (i.e., anti-icing systems in use enroute) • Weather at destination and • Flight safety.

6.4 Fueling – Through 1) On certain multi-segment flights or “round-robin” operations it may be desirable to fuel – through for various operational or economical considerations. 2) This additional fuel, which the Dispatcher considers desirable for operational or economical considerations, will be shown on the release message below RLS FUEL as FERRY or ADMIN. This additional fuel is in addition to, and not a part of, TOTAL or RLS FUEL. FLIGHT OPERATIONS MANUAL 5.32 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

3) The station may reduce or eliminate FERRY/ADMIN fuel without consultation with OCC if the FERRY/ADMIN fuel will jeopardize payload. In this case an amendment is not necessary so long as MIN T/O fuel is available at the time of brake release for takeoff. Crews shall not order additional fuel without coordinating with the Dispatcher. When time permits, the crew should advise the Dispatcher as to the actual Fuel-On- Board to facilitate further planning.

NOTE The taxi-out phase of the flight may actually burn more fuel than the amount planned for “TAXI” and “BUFR” listed on the flight release. FERRY/ADMIN or EXTRA fuel may be used if extended taxi delays are encountered. In this case, an amendment is not necessary, as long as MIN T/O fuel is available at the beginning of takeoff roll.

4) When fueling – through is required due to fuel not being available at the destination airport, the dispatcher will include the additional fuel amount as ADF fuel, and will include the following remark on the dispatch release: No fuel available at (cty). ADD fuel for fueling – through. xxxxx required for departure from (cty). (xxxxx = required release fuel for departing flight.)

6.5 VIP Movement/Airshows

Beginning two hours prior to two hours after a VIP movement or other activity (i.e., airshow) that may delay the landing of a flight, a destination alternate and 30 minutes of hold fuel should be planned. If payload is critical, evaluate and adjust the extra contingency fuel accordingly.

7 STATION OPERATIONAL SUPPORT

7.1 Airport Certification

Alternate airports, airports used for flight training or flight checks, ferry flights, or maintenance test flights are not required to be certificated in accordance with 14 CFR 139.

7.2 Station Deicing/Anti-icing Reporting 1) The station deicing report will automatically appear on the release directly below the field conditions report whenever deicing conditions occur. a) For those flights which are not released using the JR Release System, station personnel are responsible for printing a copy of the message, which will be given to the flight crew with their weather data, whenever deicing conditions occur. Any update to the report will automatically alert the Dispatcher. When deicing operations are not in effect, the report will state “DEICING – NONE”. b) In addition, the report may be accessed in DECS by entering: • SLS*/DI[Enter] The format of the report is as follows: FLIGHT OPERATIONS MANUAL 5.33 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Figure 5.4 Station Deicing Report

7.3 Temporary Airport Analysis

The Temporary Airport Analysis (TAA), is available at any time the Approved Current Hub analysis charts are temporarily superseded by a NOTAM, i.e., temporary cranes. NOTAMS should always be reviewed for current and up-to-date information regarding runway obstacles and taxiway closures. RF data will incorporate any associated NOTAMS. In these cases, RF data must be utilized for performance planning.

7.4 Airport Conditions 14 CFR 121.97 1) If a flight crew observes previously unreported discrepancies in an airport's condition or facilities (i.e., markings/signs, taxiways, runways, etc.), the Captain shall report such discrepancies to ATC, Station Management personnel, and to Dispatch, as appropriate. Flight crews should discontinue use of areas or airport facilities where unsafe conditions are known to exist until corrected by the airport authority. 2) Airport Inspections The Station General Manager or his/her designated, qualified representative shall establish a weekly schedule of airport inspections and shall: a) Increase frequency of airport inspections during prolonged periods of precipitation or airport construction. b) During regular or special inspections, give particular attention to: 1) Construction on runways, taxiways or on approach zones. 2) Condition of runways, taxiways and ramp markings. 3) Broken pavement or taxiways. 4) Any type of debris on runways and taxiways. 5) Conditions of paved areas at either end of runways. 6) Amount of ice, snow, slush or standing water on runways, taxiways or ramps. 7) Parked or disabled airplanes. FLIGHT OPERATIONS MANUAL 5.34 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

8) Failure or malfunction of “approach light system” or other required airport lights. 9) Airport maintenance equipment and automobiles on airport. 10) Large concentrations of birds on the airport. 11) Notify the Dispatch Manager on duty by phone as soon as he/ she becomes aware of any item that could compromise safety, such as unplanned construction or repair, any changes or proposed changes affecting the ramp, gate or parking position. c) Identify problem areas by reference to familiar objects or points, such as runway intersections, taxiways or buildings rather than by reference to lesser known points.

NOTE These items will be entered into the SABRE Computer System by the Station General Manager.

12) Inspect public protection items such as ramp lighting, walkways, gateways, stairs, etc.

7.5 Rescue and Fire Fighting 1) It is the responsibility of the Station Management at any station to notify Dispatch immediately on becoming aware of any circumstances involving a shortage of normal rescue and/or fire fighting equipment at the station. This applies to temporary, as well as, extended equipment shortages. 2) Dispatch will determine the effect of such shortage on our operations and make the required decisions relative to the continued operations under existing conditions and, in addition, will coordinate with the Captain of the affected flights, as appropriate.

7.6 Station Facilities and Personnel 14 CFR 121.97 There shall be maintained at each station: 1) Proper facilities, equipment and supplies for the handling of operations activities, and; 2) An adequate number of qualified personnel so trained in scheduled compliance with 14 CFR 121.97.

NOTE The procedures described in the above paragraphs for collecting, storing and disseminating airport information, together with information derived from runway analysis and Jeppesen manuals, are regulatory and cannot be changed without FAA approval. FLIGHT OPERATIONS MANUAL 5.35 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

8 WEATHER REQUIREMENTS FOR DISPATCH

8.1 Weather Determination 14 CFR 121.613 1) Release of a flight to an airport cannot be conducted unless weather reports or forecasts or any combination thereof, indicate that the weather conditions at the intended destination and alternate airports will be at or above the authorized minimum at the estimated time of arrival. 2) Flights may not be released without complete weather information (i.e., a station sequence, or one or more forecast(s) are missing). 3) Flights may be released to an airport which is currently below minimums but which is, according to available forecast(s), expected to be at or above applicable minimums at the estimated time of arrival. a) The Dispatcher and Crew will ensure adequate contingency plans (such as additional fuel) are available to deal with an unfavorable change in conditions. 4) Flights of 1 hour or less may be released to an airport which is forecast to be below minimums at the estimated time of arrival, but current reports indicate the weather will be at or above applicable minimums at the estimated time of arrival. 5) When reviewing applicable weather terminal forecasts for destinations and/or alternates, the following will apply: a) If Weather Service International, (WSI) forecasts are provided, they shall be controlling with regard to all forecast weather conditions. b) When considering terminal weather forecasts, conditional words in the remarks section, such as “TEMPO,” or “PROB,” etc. will be considered in determining the suitability of the airport to the same degree as those weather conditions found in the main body of the forecast. c) The existence of conditional words (i.e., “TEMPO, etc.”) in a forecast, which indicate that conditions might be below minimums at the estimated time of arrival, even though parts of the forecast indicate that conditions may also be at or above minimums, means that conditions are not sufficient for operations governed by 14 CFR 121.613. 6) Provisions are available for releasing a flight when conditional language in a forecast indicates weather below minimums. If such provisions are approved for Avatar Airlines, they will be listed in Appendix A of this manual, under “Exemptions and Deviations”, and will include the applicable limitations and requirements.

8.2 Weather Requirement to Dispatch 1) The authorized minimum weather to dispatch or release an aircraft is based on visibility for the planned approach at the destination airport unless otherwise stated on the approach chart. If a ceiling is required, the statement “CEILING REQUIRED” will be shown on the approach chart. FLIGHT OPERATIONS MANUAL 5.36 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) The visibility for the planned approach must be increased to determine the authorized minimum to dispatch or release a flight conducted under Part 121 operated by a Restricted Captain, unless exemption 5549 can be applied.

8.3 Conditional Language Exemption (Exemption 3585) 14 CFR 121.613, 121.619, 121.625 Avatar Airlines, operating under domestic operating requirements, are authorized to release flights under IFR when conditional language in the remarks section (i.e., “TEMPO,” “PROB,” etc.) of a weather forecast indicate that destination and/or alternate airport weather could be below required minimums at the destination or first alternate airport, provided the main body of the weather reports or forecasts indicate that the weather will be at or above authorized minimums. Release of a flight in such instances must be in accordance with the following provisions: 1) One additional alternate airport must be listed in the Dispatch Release. 2) The remarks section of weather reports or forecasts for the destination airport must indicate that weather will not be less than one-half the lowest minimum visibility value established for an instrument approach procedure expected to be used for an approach at the destination. 3) The remarks section of weather reports or forecasts for the first alternate airport must indicate that weather will not be less than one-half of the minimum ceiling and visibility values for that airport as an alternate, in accordance with this section. 4) The remarks section and main body of weather reports or forecasts for the second alternate listed for purposes of this exemption must indicate that weather will be at or above the minimum ceiling and visibility values for that airport as an alternate, in accordance with this section.

NOTE The use of area navigation (RNAV) instrument approach procedures in determining minimums is limited to destination airport or alternate(s). The operator can not base the dispatch on RNAV only approaches at both the destination and alternate airports.

5) Each “BECMG” change indicator in the TAF that is “deteriorating” must be considered valid at the first minute of the becoming period. Each “BECMG” change indicator in the TAF that is “improving” will not be valid until the last minute of the becoming period in the TAF. 6) No person may dispatch or takeoff an airplane, when operating under the terms of this exemption, unless considering the fuel planning requirements in 121.647, the aircraft must have enough fuel to: a) Fly to the destination airport; b) Fly to and land at the most distant alternate airport, taking into account anticipated ATC routing, and; c) Fly for 45 minutes thereafter, at normal cruise fuel consumption. FLIGHT OPERATIONS MANUAL 5.37 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

7) The Captain shall ensure, through positive contact with OCC by air/ ground voice communication or other appropriate facility, that the most current weather reports and forecasts for the destination and alternate airports have been received. This information will be used when making the decision to proceed to an alternate airport for landing. 8) Exemption 3585 provides relief from 14 CFR 121.613, 121.619 and 121.625.

NOTE Exemption 3585 can only be used for operations within the 48 contiguous states including the District of Colombia (i.e., DFW to MAF, CYUL to ORD).

9 ALTERNATES

9.1 Takeoff Alternate 14 CFR 121.617

No person may release an aircraft from an airport if the weather conditions at that airport at the time of departure are below authorized CAT I landing minimums for the appropriate runways which are available based on weather and equipment unless a takeoff alternate airport is specified in the Dispatch Release. Forecast weather minimums for the takeoff alternate shall be determined by use of the “Forecast Requirements for Alternate Airports” chart in this section. Even though the ceiling is not required to be taken into consideration in determining if a takeoff alternate is needed, it is highly recommended that if the ceiling is below that listed for the applicable approach, a takeoff alternate should be specified. This airport must not be more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative. The takeoff alternate must be within the following distances from the point of departure: B747-400 270 NM

9.2 Destination Alternate 14 CFR 121.619, 121.625, 121.631 1) Alternate airports selected and included in the Dispatch Release shall be selected in accordance with appropriate CFRs and Avatar Airlines Operations Specifications. 2) No person may dispatch a flight under IFR unless they list each required alternate airport in the Dispatch Release. 3) For flights conducted under the rules for domestic operations, a destination alternate is not required if, for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport, the weather reports and/or forecasts or any combination of them indicate a ceiling of at least 2,000 ft. and a visibility of at least three miles. No person may list an airport as an alternate airport in the Dispatch Release unless the appropriate weather reports or forecasts or any combination thereof indicate that the ceilings and visibility will be at or above the alternate weather minimums specified in Avatar Airlines Operations Specifications (see “Forecast Requirements for Alternate Airports” chart in this section) for that airport when the flight arrives. FLIGHT OPERATIONS MANUAL 5.38 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

4) No person may allow a flight to continue to an airport to which it has been released unless the weather conditions at the alternate airports specified in the Dispatch Release are forecast to be at or above the alternate minimums specified in Avatar Airlines Operations Specifications for that airport at the time the aircraft would arrive at the alternate airport. 5) An alternate airport will be specified in the Dispatch Release for all flights when released to an airport: a) Where a possible crosswind component of more than 25 knots is forecast for the runway planned for use, or; b) When runway braking action is reported as “nil”, or; c) When water, snow or slush is accumulating on the runways at such a rate that the maximum permissible depth for landing may be exceeded. d) All required alternate airports shall be listed in the Dispatch Release.

9.3 Alternate Airport Weather Minimums Requirement OpSpec C055 1) The U.S. Operations Specifications require the Operator to calculate alternate minimums predicated on landing minimums at the alternate airport. The Captain must refer to the airport approach chart (Jeppesen). If the approach chart indicates “NA” in the block labeled “FOR FILING AS ALTERNATE” you are not authorized to use this airport as a filed alternate.

NOTE Occasionally this block refers to separate approaches at the airport. If individual approach types are referred to, then qualification as a filed alternate is on an approach-by-approach basis.

a) If the airport is authorized as an alternate airport, weather minimums will be derived using the “One Navaid/Two Navaid Table” as described below. 1) For airports with at least one operational navigational facility providing a straight-in non-precision, or Category I precision approach procedure, or when applicable, a circling maneuver from an instrument approach procedure: • Ceiling – Add 400 feet to the MDA(H) or DA(H), as applicable. • Visibility – Add one statute mile to the authorized landing minimum. 2) For airports with at least two operational navigational facilities, each providing a straight-in approach procedure to different suitable runways: • Ceiling – Add 200 feet to the higher DA(H), or MDA(H) of the two approaches used. FLIGHT OPERATIONS MANUAL 5.39 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

• Visibility – Add ½ statute mile to the higher authorized landing minimum of the two approaches used.

NOTE 1 A different runway is two runways with different runway numbers.Different identifiers identify two operational navigational facilities.

NOTE 2 Additives are applied only to the height value (H) to determine the required ceiling.

2) RNAV/GPS approaches may be used when determining weather minimums for dispatch at either the Destination or Alternate (not both), but is limited to when a RNAV/GPS approach is the only approach available.

NOTE Only the One Navaid Rule can be applied to GPS Approaches.

9.4 Additional Alternate – Domestic Operations Only 14 CFR 121.619

An additional destination alternate airport (second alternate) is required and will be listed on the Dispatch Release anytime the destination and first alternate weather is forecast to be marginal. 1) The destination weather will be considered marginal whenever it is forecast to be less than 1,000 feet ceiling or less than three miles visibility from the time beginning 1 hour prior to, until 1 hour after, the estimated time of arrival. 2) The first alternate weather is considered marginal if it is forecast to have less than a 600 feet ceiling or less than two mile visibility at the estimated time of arrival. FLIGHT OPERATIONS MANUAL 5.40 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Table 5.2 One Navaid Table

Forecast Requirements for Alternate Airports One Navaid Table Charted Alternate Ceiling Charted Alternate DA(H)/MDA(H) Vis Vis 200 600 ½ 1 - ½ 201 - 300 700 ¾ 1 - ¾ 301 - 400 800 1 2 401 - 500 900 1 - ¼ 2 - ¼ 501 - 600 1,000 1 - ½ 2 - ½ 601 - 700 1,100 1 - ¾ 2 - ¾ 701 - 800 1,200 2 3 801 - 900 1,300 2 - ¼ 3 - ¼ 901 - 1,000 1,400 2 - ½ 3 - ½ 2 - ¾ 3 - ¾ 34

Table 5.3 Two Navaid Table

Two Navaid Table Charted Alternate Ceiling Charted Alternate DA(H)/MDA(H) Vis Vis 200 400 ½ 1 201 - 300 500 ¾ 1 - ¼ 301 - 400 600 1 1 - ½ 401 - 500 700 1 - ¼ 1 - ¾ 501 - 600 800 1 - ½ 2 601 - 700 900 1 - ¾ 2 - ¼ 701 - 800 1,000 2 2 - ½ 801 - 900 1,100 2 - ¼ 2 - ¾ 901 - 1,000 1,200 2 - ½ 3 2 - ¾ 3 - ¼ 33 - ½

9.5 Alternate Amendments 1) The Dispatch Release for a flight that has departed and is enroute, may be amended by the Captain or Dispatcher. When it becomes necessary to change or add an alternate airport, the changed or added airport must be within the fuel range of the aircraft and suitable and authorized for use by the aircraft. When this occurs, the changed or added airport must be recorded as a Dispatch Release amendment, in accordance with the procedure outlined in Section 3 by the person changing or adding the alternate airport. 2) When changed by the Captain, he must notify Dispatch thru the use of ACARS, as applicable, or Avatar Airlines VHF radio network. FLIGHT OPERATIONS MANUAL 5.41 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

3) When changed by the Dispatcher, he must notify the Captain thru the use of ACARS, as applicable, or Avatar Airlines VHF radio network.

NOTE Any amendment to the release has to be jointly agreed to by the Captain/Dispatcher.

9.6 Changing Weather Conditions after Takeoff 1) Destination Weather Changes Requiring an Alternate Airport. If a flight was released on the basis of reports and/or terminal forecast, which permitted release without an alternate and subsequently the destination weather, and/or forecast deteriorates below 2,000 feet or 3 miles visibility, the flight may continue under the following circumstances: • If an alternate airport is available within the required fuel range of the aircraft (including reserve fuel requirements), the release will be amended with the alternate airport. • If an alternate airport is not available within the fuel range of the aircraft, the flight may continue to the destination on the basis of the original release, if in the opinion of the PIC and Dispatcher the flight can be completed safely. • If no alternate airport is specified, the Captain and Dispatcher will concur on an adequate contingency plan to deal with an unfavorable change in conditions, such as enroute airports for possible diversion. 2) Destination Weather and/or Forecast Changes to Below Landing Minimums. A flight may continue towards a destination which has gone below landing minimums or one which is forecast to be below landing minimums at ETA by a forecast issued after the flight has departed, if in the opinion of the PIC and Dispatcher the flight can continue safely. Alternate weather, flight conditions and fuel on board must be considered and an adequate contingency plan to deal with an unfavorable change in conditions must be coordinated between the Captain and Dispatcher. 3) Alternate Weather Forecast Changes to Below Alternate Minimums. If the flight is enroute and the forecast weather at the specified alternate(s) falls below alternate minimums at ETA, the release must by amended to include an alternate that is within the fuel range (including reserve fuel requirements) and authorized for the type of aircraft. If no alternate airport is available within the fuel range of the aircraft, continuance to the planned destination will be under the Captains emergency authority. Proper judgment, distance, available fuel, flight conditions, weather and flight safety must be considered and coordinated between the Captain and Dispatcher. FLIGHT OPERATIONS MANUAL 5.42 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

10 DRIFT DOWN FLIGHT PLANNING AND PROCEDURES

10.1 Background

14 CFR 121.191 specifies minimum terrain clearance criteria, and a minimum height over the landing airport which must be met in the event of an engine failure enroute. Manufacturers provide performance data for aircraft which enables an analysis of the aircraft’s capabilities dependent upon weight, ambient temperature, engine anti-ice protection and existence of residual airframe ice.

10.2 Specific Regulatory Requirements 14 CFR 121.191, 91.177 This regulation offers Part 121 operators two options in meeting minimum single- engine enroute performance limitations, both based on the ambient temperature expected enroute. The first requires that an aircraft be able to maintain an altitude of 1,000 feet above all terrain and obstructions within five statute miles either side of the intended track. The second option requires that the aircraft’s net flight path - that is, its path as it descends - clear all terrain and obstructions within five statute miles either side of the intended track by 2,000 ft. vertically. This second option assumes engine failure at the most critical point enroute, requires that enroute winds be considered and that an alternate meeting alternate weather minimums is specified in the dispatch release. Note that in many cases the aircraft will descend below the published MEA while complying with 14 CFR 121.191, however as explained later in this section, navigation reception is still ensured if the routing provided is followed. In both cases, in addition to the specified terrain clearance during Drift Down, the aircraft must also be capable of maintaining at least 1,500 feet above the airport where it will land following an engine failure. This regulation specifies minimum IFR altitude requirements for off-airway routes, and specifies compliance with an MEA or MOCA. While this regulation is applicable to all normal operations, it is in effect superseded by the requirements of 14 CFR 121.191 since compliance with 14 CFR 121.191 limitations always meets or exceeds the 14 CFR 91.177 off-airway minimum altitude limitation.

10.3 Flight Planning System Drift Down Analysis

In addition to the standard Flight Planning System (FPS) weather database, FPS utilizes two databases specifically for aircraft Drift Down performance analysis. First, a worldwide terrain database developed by the Department of Defense provides the System with the maximum terrain height within every five mile square along any route (2.3 million squares total). The second database contains the aircraft’s single-engine performance data, which is provided by the manufacturer. These two databases, along with the standard FPS Database, allow FPS to evaluate terrain clearance on any route of flight. The analysis considers planned cruise altitude, aircraft weight, forecast temperature and wind, anti-ice status, existence of residual airframe ice, and engine failure occurring at the most critical point. With these considerations, FPS analyzes the planned flight, and if conditions require will provide instructions in the body of the flight plan detailing designated enroute deviation to an alternate airport. The following are examples of different messages generated by FPS: FLIGHT OPERATIONS MANUAL 5.43 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

1) If terrain between departure and destination, within five statute miles either side of the intended track, can be cleared by 2,000 feet vertically in the event of an engine failure, the following message appears in the header section: *** 1 ENGINE INOPERATIVE ENROUTE ALTERNATES *** *** NOT REQUIRED FOR RAMP WEIGHTS BELOW XXXXX LB. *** *** CRUISE ALTITUDE MUST BE AT LEAST XXXXX FEET *** FLIGHT OPERATIONS MANUAL 5.44 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) When terrain between departure and destination cannot be cleared at some point in the event of an engine failure, one or more decision points, and if necessary diversion alternates and routing, will be provided in the body of the flight plan. The example below shows the flight plan as it would appear in such a case. If no minimum cruise altitude is specified in the flight plan header, fly at or above the planned altitude in the body of the flight plan, and do not commence descent before the specified “BOD” point - remembering the “BOD” is defined as mileage to the destination airfield.

- IFR EGF3226/28 829/N829AE DFW GJT ALTN NONE MIN T/O FUEL 8521 RLS FUEL 008963 FERRY 989 TOT BRN 5835 PLAN ARR FUEL 4117 02HR/09MIN

RTX - PLAN 1 OF 1 - RTE 11

*** 1 ENGINE INOPERATIVE ENROUTE ALTERNATES *** *** SEE ENROUTE ALTERNATE INFORMATION BELOW ***

FF KZFWZQZX 281231 KTULSYMD ?FPL-EGF3226-IS -E135/M-SDGRWZ/S -KDFW1345 -N0439F360 FERRA2 PNH DCT HBU V484 BATTZ DCT -KGJT0207 NONE -EET/NONE SEL/NONE REG/N829AE NAV/RNVD1E2A1

TO LAT LONG MC IAS GS TD SD ST SB IDENT FL WIND WCP MH MK TAS I TLDR TTLT TTLB

FERRA N33054 W097439 282 P15 0037 FERRA 31025 M023 284 0 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------SCABI N33372 W099270 285 P15 0092 SCABI 30041 M040 287 0 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------TOP OF CLIMB 310 P15 0021 0032 0224 TOC 36 31054 M053 308 2 0530 0032 0224 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------CHILDRESS N34221 W100173 310 248 386 P09 0040 0006 0027 CDS 36 31054 M053 309 750 439 2 0490 0038 0251 117.60 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------PANHANDLE N35141 W101419 299 248 377 P08 0087 0014 0060 PNH 36 30061 M061 298 750 438 2 0403 0052 0311 116.60 AWIND...... AGS...... ETA...... ATA...... ABURN...... ------*** ENROUTE ALTERNATE INFORMATION *** DECISION POINT N36282 W103414 - PNH PLUS 0122 NM PRIOR TO DECISION PNT - RETURN ALONG ROUTE JUST FLOWN TO NEAREST SUITABLE AIRPORT INCLUDING DEPARTURE - KDFW/DFW AFTER DECISION POINT - CONTINUE ALONG ROUTE TO NEAREST SUITABLE AIRPORT INCLUDING DESTINATION - KGJT/GJT Line-by-line decoding of *** ENROUTE ALTERNATE INFORMATION *** example: DECISION POINT N36282 W103414 - PNH PLUS 0122 NM The decision point is located at Latitude N36282, Longitude W103414. This position is located 122 NM beyond the PNH VOR, along the filed route. FLIGHT OPERATIONS MANUAL 5.45 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

PRIOR TO DECISION PNT - RETURN ALONG ROUTE JUST FLOWN TO NEAREST SUITABLE AIRPORT INCLUDING DEPARTURE - KDFW/ DFW In the event of an engine failure enroute, before reaching the decision point returning along the route just flown to the nearest suitable airport is the most appropriate course of action. The departure airport maybe the most suitable, but fuel considerations must be taken into account. AFTER DECISION POINT - CONTINUE ALONG ROUTE TO NEAREST SUITABLE AIRPORT INCLUDING DESTINATION - KGJT/GJT In the event of an engine failure enroute, after passing the decision point continuing along the filed route to the nearest suitable airport is the most appropriate course of action. This suitable airport may be the destination, but fuel considerations must be taken into account.

10.4 Decision Points

One or more decision points may be provided in the flight plan. These points are identified by latitude/longitude as well as DME distance from a fix. Instructions are then provided for routing in event of an engine failure prior to or after the decision point. Since FPS can only identify the decision points as nautical miles beyond a fix, distance may need to be measured from a fix ahead, rather than from the designated fix behind.

10.5 Enroute Alternates

When enroute alternates appear in the body of the flight plan, as in the preceding example, FPS has accounted for terrain clearance and fuel consumption to the designated alternate(s). Enroute alternates listed by FPS may be either on-line or off- line airfields and will meet all requirements for an alternate airport.

Caution

IF AN ENGINE FAILURE OCCURS PRIOR TO (OR BEYOND) A DECISION POINT, FPS DOES NOT ENSURE ADEQUATE FUEL TO RETURN TO THE DEPARTURE AIRPORT (OR TO CONTINUE TO THE DESTINATION), ONLY TERRAIN CLEARANCE. IN THESE CASES, FUEL MUST BE RECALCULATED AND CONSIDERATION MUST BE GIVEN TO LAND AT THE NEAREST SUITABLE AIRFIELD ALONG THE ROUTE.

NOTE 1 Although enroute alternates listed by FPS will meet the above requirements, landing at a suitable airfield along the stated route to the alternate may always be conducted at the Captain’s discretion if deemed appropriate. FLIGHT OPERATIONS MANUAL 5.46 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

NOTE2 FPS plans, from the decision point, direct to the alternate. However, direct routing from the point of engine failure to a designated off-route alternate may not ensure that the flight will remain within usable service volume of navigation aids unless FMS equipped. To ensure adequate navigation reception if FMS is not available consider continuing along the filed route, or back-tracking if necessary, towards the VOR on your filed route which is nearest to the enroute alternate, then divert to that alternate.

Future enhancement of FPS may allow designation of emergency airfields as enroute alternates.

10.6 Deviations from Flight Plan

When flying routes above high terrain, deviations from the planned route of flight should be restricted. However, note that FPS terrain analysis is valid for five NM either side of the course centerline, so some flexibility is provided for weather deviation, etc. If it becomes necessary to deviate outside this envelope, the FPS terrain clearance information is no longer valid, and the Captain is exercising PIC authority/ responsibility. If there is no alternative course of action, compare the aircraft’s single engine service ceiling capability with the MORA, MOCA, MEA or MSA available in the area to determine the safest course of action. Deviations from the flight plan considered or received before takeoff shall be coordinated with OCC. If considered prudent, the Dispatcher will attempt to reroute the flight, but note that FPS will not accept a route if terrain clearance cannot be assured.

10.7 Engine Anti-ice Assumption

FPS assumes engine anti-ice on and restricts performance accordingly. If enroute atmospheric icing conditions are not likely to exist, the Dispatcher can deselect these penalties and a note will appear in the remarks section of the release “ANALYSIS IS BASED ON NO ICING CONDITIONS”. Pilots should be aware of the conditions their flight has been based on and coordinate any changes required with the Dispatcher.

10.8 Navigation Considerations (On Route)

FPS can only consider and provide for compliance with regulatory performance requirements, based on the aircraft’s performance capability and enroute terrain elevations. Although FPS cannot automatically check for VOR reception, all routes currently built into FPS are designed to ensure that the flight will remain well within legal VOR reception range - (i.e., at or above MEA/MOCA until within the downrange VORs service volume). All routes built into FPS have been manually checked for VOR reception assuming “worst case” aircraft performance - this is: • Flight operating in Icing Conditions • Temperature at Cruise Altitude greater than ISA • Aircraft weight at Engine Failure • Cruise Altitude FLIGHT OPERATIONS MANUAL 5.47 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

Using these conditions the aircraft’s drift down descent profile and final drift down altitude are checked against airway MEA and MOCA limits and VOR service volume, if applicable and considering any published restrictions, to ensure that the flight will have adequate VOR reception. Additionally, the descent profile and final Drift Down altitude are based on net performance data, instead of gross data. Note that gross performance data reflects what the aircraft will actually do, vs. net data which accounts for a regulatory “pad”. Therefore, gross or actual performance will always exceed the regulatory net performance.

10.9 Ramp Weight and Payload Assumptions

The “RWT” value located just above the fuel block indicates the ramp weight upon which FPS based its analysis. A ramp weight greater than the stated RWT value in the release, requires a new flight plan to be created by dispatch. FPS will need to consider the increase in aircraft weight to determine if a different decision point, route of flight, or weight restriction needs to occur. A ramp weight less than the stated value will always allow compliance with the flight plan. In the same line as “RWT”, “PLD” indicates the planned payload used in calculation of the flight plan.

10.10 Emergency Procedures Following Enroute Engine Failure

In the event of an Engine Failure over terrain critical areas, the enroute alternate and diversion information (if required) provides sufficient terrain clearance based on conservative calculation of the aircraft’s net single-engine altitude capability. • FPS analysis is based on a descent profile resulting from the drift down speed for the present aircraft weight for flight without residual airframe ice or for flight with residual airframe ice • Net single-engine service ceiling - that is, the worse case altitude at which the aircraft will stabilize

11 AIRCRAFT ARRESTING SYSTEMS 1) Description of Component Parts of Arresting Systems Certain airports are equipped with a means of rapidly stopping military aircraft on a runway. This equipment, normally referred to as EMERGENCY ARRESTING GEAR, generally consists of pendant cables supported over the runway surfaces by rubber “donuts”. Although most devices are located in the operational areas near the ends of a runway. Arresting cables which cross over a runway, require special marking on the runway to identify the cable location. These markings consist of 10 ft. diameter solid circles painted “identification yellow”, 30 ft. on center, perpendicular to the runway centerline across the entire runway width. Additional details are contained in the Aeronautical Information Manual Section 3, Paragraphs 2, 3 and 14, Aircraft Arresting Devices.

NOTE Aircraft operations on the runway are not restricted by the installation of aircraft arresting devices. FLIGHT OPERATIONS MANUAL 5.48 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

2) Procedures The arresting cables are in operation by NOTAM. Pilots may request an update from the tower for current use and operations in effect. When performance permits, and in visual conditions, arrivals may touch down beyond the arresting cables to enhance passenger comfort. The airport diagram in Jeppesen Manual depicts the location of arresting devices for airports where they are installed. Most are able to be lowered into a track flush with the runway surface.

12 ENGINE FAILURE ON TAKEOFF/EMERGENCY OEI PROCEDURES

12.1 General

This section contains technical data associated with Engine Failure on takeoff and Single Engine missed approach (Emergency OEI) procedures. These procedures have been developed by Company Operations Engineering to maximize performance at certain airports in the event of an engine failure. These procedures are developed in order to support engine out operations at designated airports. Engine out procedures developed by Company Operations Engineering are designed around obstacle clearance. Therefore, these procedures must be utilized at all times following an engine failure, regardless of time of day and weather conditions (i.e., IFR or VFR).

12.2 Assumptions 1) The use of these procedures will depend on the airport and the runway being used. Every attempt will be made to develop a procedure which contains departure flight paths straight out, or at least one with only minimal heading changes. 2) When terrain and/or obstacles limit the weights required to operate the flight, Company Operations Engineering will develop a turn procedure which must be flown in the event of an engine failure. Each Engine Failure on Takeoff and Single Engine Missed Approach procedure can be found in the Jeppesen Manual, for designated airports. 3) When developing these procedures, Company Operations takes into account the temperature, elevation, aircraft performance, and aircraft configurations for each aspect of the low speed takeoff/landing environment. At times these procedures will require accelerating the aircraft to a certain V2 additive. This will allow for the required turn radius and/or climb gradients to clear limiting terrain/obstacles. 4) Some procedures require specific V speeds and bank angles in order to remain clear of terrain and/or obstacles (i.e., 15°, 20°, etc.). V speeds and Bank angles will vary depending on the procedure and must be flown as depicted. Each aircraft AOM Volume 1 addresses this requirement for these procedures. 5) A Special Airport Qualification (SAQ) will be designated for any airport which utilizes single engine procedures other than those outlined in AOM Volume I (i.e., a single engine maneuver requiring V2 + 10 and 20° of bank). The SAQ requires satisfactory completion of a Captain simulator training event. FLIGHT OPERATIONS MANUAL 5.49 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

12.3 Restrictions

It is mandatory to review and brief these procedures prior to conducting an arrival, approach, or departure in the event of an engine failure.

WARNING

THESE PROCEDURES MUST ONLY BE APPLIED FOLLOWING AN ENGINE FAILURE. ATC IS UNAWARE OF THESE PROCEDURES. THEREFORE, THE FLIGHT CREW MUST NOTIFY ATC WHEN EXECUTING THESE PROCEDURES AND DECLARE AN EMERGENCY.

12.4 Limitations 1) Engine Failure on takeoff and Single Engine missed approach (Emergency OEI) procedures are developed for a very specific set of circumstances which typically involve a 'worst case scenario' and will provide terrain/obstacle clearance if the procedure is flown as directed. 2) These procedures do consider slight (minor deviations held for very brief periods of time) flight path excursions and accounts for prevailing cross winds. Therefore, every effort should be made to fly the profile as precisely as possible. Engine Failure on Takeoff procedures are developed based on MTOW for the runway and an engine failure scenario where the engine fails no earlier than one second prior to V1. If the engine fails earlier in the takeoff roll, terrain/obstacle clearance is not guaranteed. 3) Unless otherwise stated, the Single Engine missed approach (Emergency OEI) procedures provides terrain/obstacle clearance if the single engine missed approach commences at the MDA/MAP or DA(H), as appropriate, and at the maximum landing weight. If an overweight landing is attempted, the Emergency OEI procedure does not guarantee terrain/obstacle clearance. 4) Flight paths below MDA/MAP or DA(H) all the way to a Balked Landing are not analyzed and, therefore are not considered a part of the Emergency OEI procedure. However, following the procedure developed by Company Operations provides the highest probability of clearing terrain/obstacles.

12.5 Miscellaneous 1) Certain engine out procedures may contain alternate procedures to follow in the event navigational aids are out of service. For these procedures, GPS may still be used as it uses latitude and longitude coordinates to identify the position of the navigational aid. 2) Some airports have procedures designated for a specific aircraft type while others do not. If an Engine Failure on Takeoff/Emergency OEI procedure does not specify an aircraft type (i.e., B747-400 Only), then the procedures apply to all aircraft types. FLIGHT OPERATIONS MANUAL 5.50 CHAPTER 5 - FLIGHT PLANNING ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 6.1 CHAPTER 6 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 6 TOC Chapter 6 TOC

CHAPTER 6 - PREFLIGHT...... 6.1 1. PREFLIGHT ...... 6.1 1.1 Crew Reporting...... 6.1 1.2 Preflight Familiarization ...... 6.1 1.3 Document Check ...... 6.1 1.4 Preflight Briefing ...... 6.1 1.5 Crewmembers at Stations ...... 6.2 1.6 Flight Deck Documents...... 6.2 1.7 Civil Aircraft Flight Manual, Marking and Placard Requirements 6.3 1.8 Civil Aircraft: Certificate Required...... 6.3 1.9 Cockpit and Instrument Checks...... 6.3 1.10 Altimeter Tolerances...... 6.3 1.11 Airworthiness ...... 6.4 1.12 Minimum Equipment List (MEL)...... 6.4 1.13 Missing or Wrong MEL on Aircraft ...... 6.4 1.14 Nonessential Equipment and Furnishings (NEF)...... 6.4 1.15 Time Delayed Maintenance Item (TDMI)...... 6.5 1.16 Takeoff Briefing – General...... 6.5 1.17 Airport Layout Review - Taxi Briefing ...... 6.5 2. WEIGHT AND BALANCE ...... 6.6 2.1 Reporting Discrepancies...... 6.6 3. FUEL SERVICING ...... 6.7 3.1 Aircraft Fueling...... 6.7 3.2 Non-Listed Fueling Procedures ...... 6.8 FLIGHT OPERATIONS MANUAL 6.2 CHAPTER 6 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 6.1 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

Chapter 6CHAPTER 6 - PREFLIGHT

1 PREFLIGHT

1.1 Crew Reporting 1) At the scheduled report time listed in Section 3, crew members must check in with the departure station, in proper uniform, and with all required personal equipment. Every effort will be made by all crew members to report to the Captain in Flight Operations. 2) If circumstances arise which would prevent a crew member from reporting for duty on time, or if a crew member discovers he will be illegal for any future duty assignment, he must notify crew scheduling immediately upon learning of these circumstances.

1.2 Preflight Familiarization 14 CFR 91.103 Each Captain shall, before beginning a flight, become familiar with all available information concerning that flight. This information must include: 1) Weather reports and forecasts, fuel requirements, alternatives available if the planned flight cannot be completed as planned and any known traffic delays of which he has been advised by ATC. Any missing reports must be obtained/ coordinated through Dispatch. 2) Runway analysis for the airports and runways of intended use.

NOTE When using performance charts, interpolation is acceptable unless specifically notated on the chart that it is not acceptable.

1.3 Document Check

Refer to Aircraft Operating Manual, Volume 1 for specific documents that shall be checked.

1.4 Preflight Briefing 1) Prior to the start of each sequence, a crew member change or anytime pertinent information changes, the Captain shall conduct a Preflight briefing. The briefing should encourage crew coordination and participation. As a minimum, the following items must be covered: a) Weather and turbulence forecast along the route of flight. b) Planned flight time, anticipated delays, proposed swaps, etc. c) MELs and CDLs. d) Any applicable NOTAMs e) Emergency Procedures signals. f) Security items if appropriate including cockpit entry and door operations. FLIGHT OPERATIONS MANUAL 6.2 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

g) Any cabin or Flight Attendant duty related items in the log book. h) Any other unusual or pertinent issues relevant to the flight (i.e., sterile cockpit, use of PA), if first flight of the day checks have been completed. 2) The First Officer and Flight Attendant shall request a Preflight briefing if the Captain fails to initiate one. 3) The Flight Planning System provides a Flight Plan Information Form for the Flight Attendant(s). This form covers such items as flight time, weather, etc. Enroute, the Captain will periodically check with the Flight Attendant(s) to advise them of any change in routing, weather, etc.

1.5 Crewmembers at Stations 14 CFR 121.543 1) Flight crew members will be at their airplane and ready for flight 20 minutes prior to departure time, under normal circumstances. 2) While at their respective stations, during and after the engine start, at least one cockpit crew member shall visually scan the area outside the aircraft, and immediately in front of the aircraft, specifically to detect possible forward movement. 3) During taxi, takeoff and landing, and while in flight, each required crew member (flight and cabin, if applicable) shall be at his assigned duty station unless the absence is necessary in the performance of duties in connection with the operation of the aircraft, or in connection with the crew member’s physiological needs. 4) Also, each crew member (including jumpseat occupant) shall keep his seatbelt fastened while at the duty station, and shall keep the shoulder harness fastened during taxi, takeoff and landing, unless removal is necessary for the performance of required duties. 5) In flight, the Pilot-Flying will concern himself exclusively with the control of the aircraft. The Captain will normally exercise control of the aircraft during abnormal or emergency situations but may delegate control of the aircraft to the First Officer when prudent judgment so dictates. When control of the aircraft is transferred from one pilot to the other pilot, under all conditions – normal, abnormal or emergency – the pilot surrendering control will do so with a clearly audible statement that must be clearly acknowledged by the other pilot that he has accepted control.

1.6 Flight Deck Documents 14 CFR 121.695 The Captain shall retain and carry in the airplane to its destination, the following items in completed form: • Dispatch Release • Load Manifest • Flight Plan FLIGHT OPERATIONS MANUAL 6.3 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

1.7 Civil Aircraft Flight Manual, Marking and Placard Requirements 14 CFR 91.9, 121.141 No person may operate a U.S. registered civil aircraft unless there is available in the aircraft a current Airplane Flight Manual, or FAA approved AFM equivalent, and approved manual materials, markings and placards, or any combination thereof, containing each operating limitation prescribed for the aircraft by the FAA.

1.8 Civil Aircraft: Certificate Required 14 CFR 91.203 1) No person may operate a civil aircraft unless it has on board the following, except where provided in Avatar AirlinesOperations Specifications, Appendix A: a) An appropriate and current airworthiness certificate. b) A registration certificate issued to its owner.

NOTE 1 A copy of an Aircraft Registration Application (pink slip) is not valid for operations in airspace outside the contiguous United States.

NOTE 2 A fax or photocopy of a Temporary Registration Certificate, which includes the aircraft manufacturer, type and registration number permits international operations.

2) No person may operate a civil aircraft unless the airworthiness certificate required is displayed at the cabin or flight deck entrance so that it is legible to passengers or the flight crew, except as provided in Appendix A.

1.9 Cockpit and Instrument Checks 1) The Captain of a flight shall ensure that the flight crew completes all cockpit checks appropriate for the current phase of flight in accordance with the cockpit checklists and company AOM Procedures. 2) All Preflight preparations (i.e., Preflight checks and cockpit setup) must be completed at least 10 minutes before departure time under normal circumstances, with the crew standing by ready to start engines after receiving clearance to do so. 3) All aircraft clocks will be set to UTC.

1.10 Altimeter Tolerances 1) Between known field elevation and altimeter indication • Considered acceptable if within +/- 75 ft. 2) Between altimeters • Specific to aircraft type. See appropriate Aircraft Operating Manual, Volume 1. FLIGHT OPERATIONS MANUAL 6.4 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

1.11 Airworthiness 14 CFR 91.7 1) No person may operate an aircraft unless it is in an airworthy condition. The Pilot-in-Command is responsible for determining whether that aircraft is in condition for safe flight. The Pilot-in-Command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur. 2) When the crew has reason to suspect damage to the aircraft after departure from the ramp, they must either return the aircraft to the gate for appropriate maintenance action, or request by radio, that qualified maintenance personnel inspect the aircraft prior to takeoff. 3) The crew shall not depart in an aircraft which they believe unairworthy or on which any engine is not functioning properly. 4) When there is any doubt as to the aircraft’s airworthiness, the flight crew shall contact MOC. It is also important to keep OCC informed so proper disposition of the flight will occur.

1.12 Minimum Equipment List (MEL) 1) No person may takeoff an airplane with inoperable instruments and equipment unless the records identifying the inoperative instruments and equipment, and the MEL information that provides for the operation of the airplane with certain instruments and equipment in an inoperable condition are available to the pilot. 2) Prior to each departure, the Captain shall ensure the aircraft is airworthy as specified in the MEL for the particular flight. When the Captain has a question regarding aircraft airworthiness related to the MEL or other publications, he shall consult maintenance control (MOC) through OCC. MOC shall provide the Captain with the published text depicting justification and authorization for operation of the aircraft. 3) Refer to the MEL General Section for all MEL Procedures.

1.13 Missing or Wrong MEL on Aircraft 1) When the crew discovers that the MEL manual or its pages are missing, or out of date (i.e., wrong revision status), MOC shall be contacted and the following steps are to be taken: a) Ensure an INFO TO MAINTENANCE entry regarding the missing manual is made in the AML. b) If an open MEL/CDL item exists on the aircraft, the flight crew will ensure the applicable MEL pages are on board the aircraft via: 1) Fax, or 2) Other electronic means. c) At the next hub (i.e., ORD, DFW, etc.) arrival local Maintenance shall be contacted for a replacement MEL.

1.14 Nonessential Equipment and Furnishings (NEF)

Those items that, if inoperative, damaged or missing, have no effect on safety of flight under all operational conditions. NEF items are not items already identified in the MEL or CDL of the applicable aircraft. FLIGHT OPERATIONS MANUAL 6.5 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

1.15 Time Delayed Maintenance Item (TDMI)

This is the term used when an item does not appear in the MEL and has been determined by maintenance to not affect safety or airworthiness. It has been carried forward to be corrected at a later date.

1.16 Takeoff Briefing – General

The following paragraphs detail basic procedures and crew coordination practices applicable to all takeoffs and departures conducted by Company crew members: 1) The Takeoff Briefing will normally be accomplished by the PF, unless otherwise stated in the AOM. The Takeoff Briefing is the PF’s review of the aircraft configuration and a description of the departure flight path with emphasis on anticipated track and altitude restrictions. Additional briefing points may be required when an element of the takeoff and departure is different from those routinely used. 2) Normally, the briefing will be accomplished at the gate prior to engine start and amendments to the briefing, if required, will be accomplished during the taxi flow prior to accomplishing the Taxi Checklist. However in certain situations, workload may dictate the entire briefing be accomplished during the taxi flow prior to accomplishing the Taxi Checklist. If after the completion of the Taxi Checklist a change to the takeoff briefing is needed, it may occur at any time prior to takeoff. 3) Proper cockpit preparation and organization is of the utmost importance. Particular attention should be given to the departure and emergency plan to ensure full utilization is made of cockpit resources. 4) For specific items to be included in the briefing refer to the appropriate Aircraft Operating Manual, Volume 1.

1.17 Airport Layout Review - Taxi Briefing AC 120-74B 1) Prior to gate departure, flight crews shall study the airport layout and conduct a briefing on the following: a) Check the expected taxi route against the airport diagram including runway incursion hot spots and designated hold short areas and pay special attention to any unique or complex intersections along the taxi route. b) While planning for departure, pilots should consider the likely inbound taxi route at the arrival airport. c) Identify critical times and locations on the taxi route (transitioning through complex intersections, crossing intervening runways, entering and lining up on the runway for takeoff, and approaching and lining up on the runway for landing) where verbal coordination between the Captain and First Officer will be important to ensure correct aircraft navigation and crew orientation. 2) An airport diagram shall be readily available for use by both pilots. FLIGHT OPERATIONS MANUAL 6.6 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

2 WEIGHT AND BALANCE 14 CFR 121.135(b)(21), 121.665, 121.693(d) The DFO is responsible for receiving Basic Empty Weight (BEW) data and applying operational items to derive aircraft Basic Operating Weights (BOW) and BOW CG values. The DFO will ensure that accurate weight and center of gravity information is available for the Weight and Balance Loading System. See the Weight and Balance Manual (WBM) Chapter 2 for the detailed Weight Control procedures. Avatar Airlines Weigh and Balance Loading System provides a method of developing the loading schedule, completing the weight and balance computation, and preparing the load manifest for each flight. The accuracy of the weight and balance computation is dependent upon the establishment of certain weight and center of gravity baseline data points as well as the establishment of specified passenger, luggage and cargo weight allowances. Advisory Circular 120-27E provides guidance with respect to aircraft weight and balance control and establishes for determination of weight allowances utilized in the weight and balance computation. The Avatar Airlines Weigh and Balance Loading System is based on a method of combining weight and balance units into one value. The aircraft weight and center of gravity location is calculated by simple addition of the value units down to Zero Fuel Weight only. To ensure the proper balance of the aircraft, the Percentage of MAC of the Zero Fuel Weight (ZFW) must fall within the forward and aft limits of the Center of Gravity Loading Limits Envelope on the Load Manifest. The Avatar Airlines Weigh and Balance Loading System is based on input provided by the load planner and produces a load manifest that graphically displays the actual center of gravity of the aircraft, the operational empty weight of the aircraft, the zero fuel weight, the fuel load, projected fuel burn off, taxi weight and landing weight. Built in safeguard will display weight or center of gravity values outside of the Center of Gravity Loading Limits Envelope. Based on the Center of Gravity and weight distribution in the aircraft the Avatar Airlines Weigh and Balance Loading System also computes units of stabilizer trim setting for take off.

2.1 Reporting Discrepancies

If there is an error in documentation or calculation before departure, this must be reported immediately to Operations Control Center. OCC will take the appropriate action to correct the discrepancy. While in flight, should there be any issues with aircraft performance or handling qualities that indicate the aircraft weight and balance is not accurate, the Captain should report the discrepancy to OCC via normal means of communication. If the Captain determines that the situation warrants the filing of an IDAIR (Form OFE-500), this must be accomplished upon arrival of the flight and submitted to the IGOS. When a report is made to OCC by the crew, OCC will contact the arriving Station Operations Manager, who will take appropriate actions to determine the cause of the discrepancy. This may include a load audit or conduct passenger or bag weight audit. FLIGHT OPERATIONS MANUAL 6.7 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

3 FUEL SERVICING

3.1 Aircraft Fueling 1) Aircraft shall be adequately serviced before departure on any flight. Pilots are not required to be present during refueling, with or without passengers, on board. However, if present, and any safety related or hazardous condition exists on board the aircraft, ensure the fueler is verbally notified to stop the refueling process immediately. In the pilots absence, the cabin crew will be responsible for deplaning and/or evacuating the passengers from the aircraft in the event a hazardous condition exists. (IATA Standard) 2) In the event a flight crew member is assigned to oversee the fueling operation, he will be responsible for ensuring the following: a) Smoking by persons on board the aircraft or on the ramp within 100 feet of the aircraft is prohibited. b) Radar will be off or in standby throughout the fueling process. GPU units may be used but may not be connected or disconnected during the fueling process. c) The aircraft and dispensing unit are not required to be grounded in accordance with Avatar Airlines approved Fueling Manual. However, the aircraft and dispensing unit are to be bonded (i.e., connected). A fire extinguisher will be available at all times during the fueling process. d) Unless otherwise prohibited by local regulations, passengers may remain on board, enplane or deplane during fueling under the following conditions: The Flight Attendant(s), must remain on board and the main passenger entrance door must remain open with a means for passengers to deplane quickly (i.e., stairs or jetbridge). However, during periods of inclement weather, the door may be positioned, but not fully closed, so as to keep rain, etc. out providing a Flight Attendant remains alert to the fueling situation and any potential problems that would necessitate passenger deplaning or evacuation. 1) Fueling operations shall not be conducted with passengers on board the aircraft when thunderstorms with lightning are observed within five miles of the airport, and all fueling operations are prohibited if such storms are reported as severe. 2) Fueling operations shall not take place from any dispensing unit with an obvious hazardous deficiency such as a fuel leak, hole in the muffler, etc. 3) In the event of a fuel spill, passengers must be deplaned if the flow of fuel cannot be stopped, or if the size and location of the spill and surrounding conditions are judged by the flight crew or station personnel to present a hazard or threat of fire. Due to fire hazard, if the APU is running, do not shut it down.

NOTE Fueling with an engine running is not authorized. FLIGHT OPERATIONS MANUAL 6.8 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

3.2 Non-Listed Fueling Procedures 1) Once notified that an Company aircraft will fly a charter to, or is diverting to, a non-listed station, Dispatch will perform the following: a) Review the types of fueling vendors that could be used and determine what fueling vendor is available and is to be used at that station (refer to Fueling and Servicing Manual). b) Ensure the required F4 Safety Message is added to the affected city in the Flight Operating System (FOS) to alert the flight crew of the need to comply with AEAI Non-listed Fueling Procedures. c) Complete the Non-Listed Fueling Procedure Form and forward a copy to the local non-listed station point of contact to alert them of AEAI non-listed fueling requirements. 2) The Flight Crew Procedures are as follows: a) When non-listed fuel quality verification is required, the Dispatcher will attach an F4 Safety Message to the inbound and outbound dispatch release for the affected city. b) That F4 Safety Message will include the following questions which are to be completed by the Captain to verify the quality of the fuel and safety of the fueling operation. Once the Captain has completed the questions he will enter the current date and his signature on the dispatch release verifying that all items have been accomplished. FLIGHT OPERATIONS MANUAL 6.9 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

Table 6.1 F4 Safety Message

The Captain is responsible to complete this checklist to verify the quality of the fuel and safety of the fueling operation. Question Yes No 1. Is the fuel truck placarded for at least one of the following: JET A/JET A1/ JP8? 2. Are there two charged and serviceable fire extinguishers available?

3. Is the fuel truck chocked?

4. Is the bonding cable attached between the fuel servicing vehicle and the aircraft? 5. Request a sample of fuel from the planes fuel servicing source for visual examination; is the sample free from undissolved water, sediment and suspended matter, i.e., “Clear and Bright” NOTE The color of the fuel should range from water-clear to slight amber (straw) color. There should be no cloudiness or particulate observed. Is the fuel clear and bright?

Captain Signature:______Date:______

NOTE 1: At the completion of the checklist, if you have any answers marked “No”, the safety and integrity of the fuel may be compromised. Do not fuel the aircraft with this truck or hydrant. If found satisfactory, insure the bond between aircraft and truck or hydrant is complete before fueling begins. NOTE 2: Should a question arise about the quality of the samples, the Captain will contact the Manager Quality Assurance (or in his absence, the Manager CASS), through MOC for clarification. FLIGHT OPERATIONS MANUAL 6.10 CHAPTER 6 - PREFLIGHT ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 7.1 CHAPTER 7 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 7 TOC Chapter 7 TOC

CHAPTER 7 - TAKEOFF ...... 7.1 1. START AND TAXI ...... 7.1 1.1 Aircraft Lights...... 7.1 1.2 Main Passenger Door and Pre-Departure Procedures...... 7.1 1.3 Ramp Agents ...... 7.2 1.4 Powerout...... 7.3 1.5 Taxiing and Runway Incursion Avoidance...... 7.3 1.6 Taxi while Exceeding Max Zero Fuel Weight...... 7.4 1.7 Reverse Thrust ...... 7.4 1.8 Tuning Navigational Equipment...... 7.4 1.9 Flight Attendant Activity ...... 7.4 1.10 Taxiway Stop Bars...... 7.4 1.11 Runway Status Lights (RWSL) (SAFO 11009) ...... 7.6 1.12 Ground Interruption/Gate Return ...... 7.6 1.13 Jet Blast ...... 7.6 2. TAKEOFF ...... 7.7 2.1 Before Takeoff Alert...... 7.7 2.2 Takeoff Minima Policy – Revenue Flights...... 7.7 2.3 Visibility Values...... 7.9 2.4 Crosswind Limits for Takeoff ...... 7.9 2.5 Surface Wind Information ...... 7.9 2.6 Tailwind Takeoff...... 7.9 2.7 Night Takeoff ...... 7.10 2.8 VFR Departures...... 7.10 3. ABORTED TAKEOFF ...... 7.11 4. AFTER TAKEOFF ...... 7.11 4.1 Turns After Takeoff ...... 7.11 4.2 Wake Turbulence...... 7.11 4.3 Vortex Avoidance Procedures ...... 7.13 4.4 ATC Wake Turbulence Separation Standards...... 7.14 4.5 Pilot Responsibility – Wake Turbulence ...... 7.15 FLIGHT OPERATIONS MANUAL 7.2 CHAPTER 7 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 7.1 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

Chapter 7CHAPTER 7 - TAKEOFF

1 START AND TAXI 1) Engine Start and Taxi 2) No engine will be started until ATC clearance, if applicable, has been received, and until the appropriate signal has been received from the ground personnel. All procedures and policies outlined in the appropriate company AOM shall be complied with. 3) If feasible, do not unfeather propellers until ground personnel have removed all chocks (as applicable to aircraft type). 4) Refer to AOM Volume 1 for limitations and procedures concerning towing, pushbacks and single-engine taxiing.

1.1 Aircraft Lights 14 CFR 91.209 1) No person may, during the time between sunset and sunrise: a) Operate an aircraft unless it has lighted position lights. b) Park or move an aircraft in, or in dangerous proximity to, a night flight operations area of an airport unless the aircraft: 1) Is clearly illuminated. 2) Has lighted position lights, or; 3) Is in an area which is marked by obstruction lights. 2) The anti-collision lights (beacons or strobes), when operative, shall be ON when engines are about to be started, or are running, and anytime the airplane is in motion, taxi or tow. 3) When taxiing in darkness, or at other times when the visibility is greatly reduced (blowing snow, heavy rainfalls, etc.), appropriate taxi/landing lights, position lights and beacon lights shall be on to aid in making the aircraft conspicuous to other aircraft and ground equipment. Which light(s) should be on will depend on position of the aircraft on the airport, effect on other taxiing aircraft, MEL status of aircraft lighting and avoidance of blinding other aircraft. 4) Refer to aircraft AOMs for specific operating procedures regarding Avatar Airlines Light Policy.

1.2 Main Passenger Door and Pre-Departure Procedures 14 CFR 121.311, 121.577 1) A Station Agent will advise the Flight or Cabin Crew when passenger boarding is complete. 2) The Flight Attendant(s) or Flight Crew will ensure that any requirements for blocked seats are complied with. 3) The Flight Attendant(s) will make their required pre-taxi safety announcements and ensure: a) Personal items are properly stowed and all passengers have their seatbelts fastened. FLIGHT OPERATIONS MANUAL 7.2 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

b) Tray tables are stowed. c) Passengers in Exit row seats are properly qualified. d) Service carts are secured and all service items are collected. 4) After passenger boarding is complete the Flight Attendant will report the final passenger count, close the passenger door, make the announcement to turn OFF and stow all electronic devices, complete their compliance check, then advise the Captain that “the cabin is ready for taxi”. Do Not pushback or taxi until the “Ready for Taxi” advisory has been made.

NOTE In no case may the cabin door be closed for departure before all personal items are properly stowed.

1) Procedures for boarding passengers or cargo after an engine has been started are contained in the AOM. 2) After the cabin door is closed and all entry door warning lights are extinguished, the Flight Attendant will again conduct a cabin compliance walk-through and make additional safety announcements. The designated Flight Attendant will advise the Flight Crew when ready for takeoff. 3) Although regulations require passengers be seated prior to commencing taxi, they do not require the airplane be stopped if a passenger stands up or leaves his seat during taxi, since stopping the aircraft may interfere with the flow of airport traffic. Additionally, in the event the aircraft is stopped for operational reasons after leaving the gate and prior to takeoff, taxi operations may commence with passengers out of their seats so as not to interfere with airport traffic. In all cases the Flight Attendant is still required to notify the Captain when passengers are out of their seats during ground operations. 4) Flight Attendants should re-seat passengers and ensure their seatbelts are fastened prior to takeoff. 5) In the event of lengthy ground delay, the Flight Attendant may coordinate with the Captain to provide passenger beverage service. In this case, or if any passenger movement is necessary, the aircraft must be brought to a complete stop, and remain stopped, until the Flight Attendant has verified the requirements listed in “C” above have again been met.

1.3 Ramp Agents

A minimum of (2) ground agents, comprised of (1) guideperson and (1) wingwalker are required for push-out/taxi-out procedures. During push-out the wingwalker should be positioned towards the rear of the aircraft, but within site of the guideperson. Station management may require the use of additional wingwalkers. FLIGHT OPERATIONS MANUAL 7.3 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

1.4 Powerout

All aircraft departing a gate will be pushed back using a tug unless the field conditions report remarks section for that city shows powerout operations are authorized. The Field Condition report is attached to each release or can be displayed in SABRE using the SLS*city/FC entry. The powerout statement should be one of the following: POWEROUT OPERATIONS NOT AUTHORIZED AT ANY GATE POWEROUT OPERATIONS AUTHORIZED AT ALL GATES POWEROUT OPERATIONS AUTHORIZED AT GATES ##, ##, ## ONLY POWEROUT OPERATIONS AUTHORIZED EQP ONLY – ALL GATES POWEROUT OPERATIONS AUTHORIZED EQP ONLY – GATES X, X, X The station has the ability to pushback an aircraft at a gate designated for powerout at their discretion, however, they may never allow an aircraft to powerout from a gate that is not authorized for powerout operations. The definition of powerout is an aircraft departing the gate under normal engine power. This Section does not authorize the use of reverse thrust to powerback from a gate.

1.5 Taxiing and Runway Incursion Avoidance AC 120-74B A. At airports with an operating control tower, no aircraft may be taxied on a runway or taxiway, or takeoff or land unless an appropriate clearance has been received from ATC and reviewed by the Flight Crew. B. During taxi operations, both the Captain and First Officer shall have out and follow the aircraft’s progress on the airport diagram (Jeppesen) to ensure that the instructions received are being followed by the pilot taxiing the aircraft. Particular attention should be paid to runway incursion hot spots and runway hold short lines. C. Anytime low visibility taxi procedures are in effect (i.e surface visibility < 1/2 SM or RVR 2400 feet or less), any task which may distract either pilot for extended periods of time should be performed with the aircraft stopped and the parking brake on. In these instances, ATC should be notified of the crew’s intentions. (Commercial Aviation Safety Team - Safety Enhancement 60) D. Prior to crossing a runway, hold short line to either perform a takeoff or cross a runway, both pilots should: a) Postpone all activities (e.g., checklists, FMS programming, company communications, etc.) that may pose a distraction and focus solely on taxi operations. b) Confirm aircraft position by comparing taxiway and runway identification signs to the taxi chart. c) Scan the full length of the runway, including approach areas and verbally confirm scan results with each other. If there is any difference or confusion on the part of any flight crew member about the scan results aircraft movement shall be stopped (AC 120-74B). d) All exterior lights, except Landing Lights and possibly Strobes, shall be illuminated when crossing an active runway. Crewmembers should take into account the proximity of other aircraft. FLIGHT OPERATIONS MANUAL 7.4 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

6) When cleared into position for takeoff, turn on exterior lights as required in AOM Volume 1. These lights will have the effect of making the aircraft more conspicuous to other aircraft on final approach and to ATC by highlighting the aircraft’s silhouette. Strobe Lights should not be used until a takeoff clearance has been issued if other aircraft are in the immediate vicinity, so as not to affect the vision of other pilots in the area. 7) When cleared for takeoff, exterior lights shall be set as required by AOM Volume 1. 8) The PIC shall notify the Flight Attendant when a short taxi for takeoff is anticipated.

1.6 Taxi while Exceeding Max Zero Fuel Weight

The aircraft must be returned to the gate and the overweight condition corrected. Neither an AML entry nor maintenance inspection is required unless the aircraft is actually flown in that condition.

1.7 Reverse Thrust

Reverse Thrust will not be used for the purpose of backing aircraft except in an emergency situation, for the protection of the aircraft and its occupants.

1.8 Tuning Navigational Equipment

Before takeoff in Instrument Meteorological Conditions (IMC), navigation equipment not required for initial departure procedures should be tuned to the facilities that would be required to execute an emergency return and landing.

1.9 Flight Attendant Activity 14 CFR 121.391 1) During taxi, Flight Attendant(s) must remain seated at their appropriate duty station(s) with seatbelts and shoulder harnesses fastened, except to perform duties related to the safety of the airplane and its occupants. 2) During lengthy ground delays the Captain may permit the Flight Attendant to move about the cabin; however, prior to resuming taxi the Captain must inform the Flight Attendant that taxiing is about to resume.

1.10 Taxiway Stop Bars 1) Taxiway Stop Bars are being installed at some airports. Located at the ILS critical area hold mark, Surface Movement Guidance and Control System (SMGCS) will be used when surface visibility drops below 1,200 ft. 2) When the aircraft is required to hold short of the hold mark, red stop bar lights (along with the side panels, if installed) are illuminated; simultaneously, a segment of green centerline lights beyond the stop bars will be extinguished. This will confirm a hold-short clearance has been issued. (See Figure 8 - 1.) 3) If a discrepancy arises between the verbal clearance and the stop bar light status, the crew should verify the taxi clearance. FLIGHT OPERATIONS MANUAL 7.5 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

Caution

AIRCRAFT MUST NEVER TAXI PAST A STOP BAR WHILE IT IS ILLUMINATED.

Figure 7.1 Surface Movement Guidance Control System Plan FLIGHT OPERATIONS MANUAL 7.6 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

1.11 Runway Status Lights (RWSL) (SAFO 11009) 1) Many airports have implemented Runway Status Lights (RWSL) to reduce the frequency and severity of runway incursions. The RWSL system integrates airport lighting equipment with approach and surface surveillance radar systems to provide flight crews a visual signal indicating when it is unsafe to enter/cross or begin/continue takeoff on a runway. 2) The RWSL systems consists of Runway Entrance Lights (RELs), Takeoff Hold Lights (THLs), and Runway Intersection Lights (RILs). 3) Red in-pavement lights will illuminate when it is unsafe to depart or enter/cross runways. 4) RWSL are not controlled by ATC and only indicate the status of the runway. RWSLs turning off does not constitute clearance to cross, enter, or depart from a runway. 5) An ATIS message will indicate the current operational status of RWSLs. 6) Refer to Flight Manual Part 2 for detailed information regarding RWSL systems at each airport.

1.12 Ground Interruption/Gate Return

A ground interruption is any interruption, in the orderly progression of the aircraft from the gate to takeoff position, other than the normal stopping in traffic. It is not necessary for a flight to return to the gate to be considered a ground interruption. If necessary to return to the gate after departure, notify the Flight Attendant(s) via the interphone, so they will be prepared to perform required duties when the “Prepare for Arrival” PA is made. The First Officer will give the “Prepare for Arrival” PA at the direction of the Captain.

1.13 Jet Blast 1) During ground operations and takeoff, jet engine blast (thrust stream turbulence) can cause damage and upsets if encountered at close range. Exhaust velocity versus distance studies at various thrust levels have shown a need for smaller aircraft to maintain adequate separation behind large turbojet aircraft. 2) The following table contains examples of the distance requirements to avoid exhaust velocities of greater than 25 MPH. Table 7.1 Distance to Avoid Exhaust Velocities

Distance To Avoid Exhaust Velocities (feet)> 25 MPH Takeoff Breakaway Idle B 727 550 200 150 DC-8 700 400 100 DC-10/L-1011 2,100 850 350 B747, 757, 767, 1,752 1,250 620 MD-11, A-300 FLIGHT OPERATIONS MANUAL 7.7 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

2TAKEOFF

2.1 Before Takeoff Alert

To ensure that the Flight Attendant is seated with her seatbelt fastened for the takeoff, approximately one minute before takeoff the Flight Crew will make the PA described in Section 10 (Taxi PA).

2.2 Takeoff Minima Policy – Revenue Flights 14 CFR 121.651, OpSpec C056, OpSpec C078 1) The standard takeoff minimum for two-engine aircraft is one statute mile or RVR 5000. 2) Some airports require higher than standard takeoff minima and/or Obstacle Departure Procedures. These minima or procedures are published in the Jeppesen Airway Manual (Flight Manual – Part 2), in the “TAKEOFF & OBSTACLE DEPARTURE PROCEDURE” column on the “AIRPORT INFO, TAKE-OFF MNMS” chart. When these takeoff minima are specified in terms of ceiling and visibility, both must be reported by the responsible ground unit and used when determining minimums. 3) If a published takeoff minimum is greater than one statute mile or RVR 5000, and an Obstacle Departure Procedure (such as a minimum climb gradient) is not available, Company flights shall not depart if the reported weather is less than that published takeoff minimum.

NOTE When an Obstacle Departure Procedure (such as a minimum climb gradient) is available the associated minimums for that procedure may be used. Airport analysis compliance assures compliance with specified climb gradient requirements for the runway.

4) If a published takeoff minimum is equal to or less than one statute mile or RVR 5000, or if a takeoff minimum is not published, Company flights may depart using the lowest applicable minimum shown on the “AIRPORT INFO, TAKEOFF MNMS” chart (in accordance with Appendix A) provided the actual minimums used for takeoff are not less than those listed in E. All provisions and limitations shown in the “TAKEOFF & OBSTACLE DEPARTURE PROCEDURE” column of the chart must be complied with in these instances (all engines operating). 5) In accordance with D. above, when weather conditions at the departure airport are less than one statute mile or RVR 5000, or if a takeoff minimum is not published, Avatar Airlines may release a flight using the lower than standard takeoff minimums listed below. If a takeoff minimum is published, use of these lower than standard takeoff minima is prohibited. a) Operations at or above RVR 1600 (500m) b) TDZ RVR report, if available, is controlling. c) Mid RVR report may be substituted for an unavailable TDZ report. d) TDZ RVR 1600 (500m) (beginning of takeoff roll) or visibility or Runway Visibility Value (RVV) ¼ statute mile, provided one of the following visual aids is available: FLIGHT OPERATIONS MANUAL 7.8 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

e) High intensity runway lights (HIRL). f) Operative runway centerline (CL) lights. g) Serviceable runway centerline markings (RCLM). h) In circumstances when none of the above visual aids are available, visibility or RVV ¼ statute mile may still be used, provided other runway markings or runway lighting provide pilots with adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff run. 6) Avatar Airlines, is authorized to conduct operations using the lowest RVR authorized: (Refer to Table 7-2)

Table 7.2 Lowest Authorized Takeoff RVR

Lowest Authorized Minimum Runway Other Limitations and RVR Requirements Provisions Paragraph E2, Provision. In circumstances when RCLM, or HIRL or CL are not available, visibility or RVV ¼ statute mile may still be used, provided other runway markings or runway RVR 1600 (500m) RCLM or HIRL or CL lighting provide pilots with Lights adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff roll. RVR 1200 (350m) - TDZ/ RVR 1200 (350m) RCLM (day only) or NA - MID/ RVR 1000 HIRL or CL Lights (300m) - RO. RVR 1000 (300m) - TDZ/ RVR 1000 (300m) RCLM and HIRL, or CL NA - MID/ RVR 1000 Lights (300m) - RO. RVR 600 (175m) - TDZ/ RVR 600 (175m) - MID/ HIRL and CL Lights NA RVR 600 (175m) - RO.

NOTE For operations below RVR 1600 (500m), a minimum of two operative RVR reporting systems are required. All available RVR reports are controlling, except a fourth far-end RVR report, which is advisory only. (A fourth far-end RVR is different from and is NOT a substitute for a rollout RVR. Far-end RVRs are usually associated with exceptionally long runways and are always advisory only.) FLIGHT OPERATIONS MANUAL 7.9 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

7) The available lower than standard takeoff minimums listed above (Refer to Table Above) are dependent upon the following criteria: a) TDZ RVR 1,200 (350m) (beginning of takeoff roll), mid-RVR 1200 (350m) (if installed) and rollout RVR 1,000 (300m), if authorized, may be used provided RVR equipment and one of the following visual aids combinations are available: 1) Daylight Hours. Serviceable RCLM or HIRL or operative CL lights. 2) Night Time Hours. HIRL or operative runway CL lights. b) TDZ RVR 1,000 (300m) (beginning of takeoff roll), mid-RVR 1000 (300m) (if installed) and rollout RVR 1,000 (300m), if authorized, may be used provided RVR equipment and one of the following visual aids combinations are available: 1) Operative runway CL lights, OR 2) HIRL and serviceable RCLM. c) TDZ RVR 600 (175m) (beginning of takeoff roll), mid-RVR 600 (175m) (if installed), and rollout RVR 600 (175m), if authorized, may be used provided RVR equipment and ALL of the following visual aids are available: 1) HIRL 2) Operative runway CL lights.

2.3 Visibility Values

When RVR is reported for the runway of intended operation it is controlling, even though not depicted on the chart. The RVR values must be converted to visibility values. The visibility values obtained from the conversion must be equal to or greater than the charted visibility requirements.

2.4 Crosswind Limits for Takeoff 1) The maximum demonstrated crosswinds below are not AFM limitations. However, a component at or near these values with higher gusts should be considered operationally unacceptable. B747-400 - 30 kts. 2) The Captain may choose to further reduce these limits based on such factors as gust velocity, runway width/length, braking action and weather.

2.5 Surface Wind Information 1) Pilots shall secure the latest surface wind direction and velocity prior to making a takeoff at any airport. 2) Operations will be suspended whenever the wind gusts of 50 kts. or more occur with such frequency that a flight might experience such velocities during taxiing or takeoff maneuvering.

2.6 Tailwind Takeoff

All aircraft may takeoff provided the tailwind component does not exceed 10 kts. (except as provided for in Appendix A), or the airport analysis provisions, whichever is most restrictive. A takeoff can be made only when the airport analysis for the type of equipment shows a tailwind weight for the runway used. FLIGHT OPERATIONS MANUAL 7.10 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

2.7 Night Takeoff 14 CFR 121.590, 139 1) Avatar Airlines serves airports that are certificated under 14 CFR 139. 14 CFR 139 airports are required to maintain lighting systems, including runway lights, for air carrier operations to be conducted. 2) Before performing a takeoff at night, flight crews must: a) Ensure runway lights are working. If there are no runway lights, takeoff at night is prohibited. a) Check NOTAMS. Flight crews must review all NOTAMS attached to the dispatch release. Pay close attention to NOTAMS in regards to runway light outages and taxiway/runway closures. Check the Field Condition Report as well and call Dispatch if an update is required. a) Think beyond the NOTAMS. Inoperative runway lights do not necessarily cause a runway to be closed. Partially inoperative runway lights may require Captain and Dispatcher agreement on whether the available runway lights are adequate for the conditions existing at the time. Listen carefully to ATIS information that may include runway/taxiway closures, runway snow plowing, and other information that may affect the safe operation of the flight. Think of other situations, such as disabled aircraft or vehicles, that may cause a runway to be unusable.

2.8 VFR Departures

14 CFR 121.649) 1) At airports which have an operating ATC facility, the flight may takeoff and depart under VFR provided all of the following conditions are met (14 CFR 121.649): a) Reported visibility must be as specified in Flight Operations Manual, Section 11 Table 11-1. b) Reported ceiling of at least 1,000 feet or greater. 2) At airports which do not have operating ATC facilities or it is not otherwise possible for the flight crew to obtain an IFR clearance, the flight may takeoff and depart under VFR provided all of the following conditions exist: a) VFR weather conditions are reported to exist at the time of takeoff. b) The flight remains in VMC at all times until clearance is received and complied with. c) The flight obtains an IFR clearance as soon as practical after takeoff, but under no circumstances farther than 50 NM from the departure airport. d) The Flight Crew must comply with the Departure Procedures established for a particular airport by the FAA. e) At airports where a Departure Procedure has not been established, the airport diagram will be used in order to identify obstacles and obstructions around the airport. FLIGHT OPERATIONS MANUAL 7.11 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

f) Flight Crews must comply with airport analyses (RF Data) limitations in order to ensure obstacle clearance during takeoff.

NOTE A VFR Minimums Table is contained in Section 12.

3 ABORTED TAKEOFF

Avatar Airlines Operating Procedures allow either pilot to call for an abort prior to V1 on any takeoff. The Flight Crew shall use the Aborted Takeoff Procedure specific to the applicable aircraft type as prescribed in the aircraft AOM Volume 1.

4 AFTER TAKEOFF

4.1 Turns After Takeoff 1) Turns normally will not be made below 400' AFL. However, when requested by ATC, required by Airport Analysis, Noise Abatement Procedures, Special Takeoff Procedures or a SID, turns may be commenced below 400' AFL when speed, altitude and conditions permit. Turns below 400’ should not normally exceed 15° of bank (or the appropriate “low bank” mode of the flight director system). Steeper turns at low altitude and low airspeed, even if not specifically prohibited by the appropriate AOM Volume 1, lower the margin of airspeed to stall and are disconcerting to passengers. 2) At 10,000 ft. MSL, or higher at the Captains discretion, sound a chime by rapidly cycling the NO SMOKING or SEATBELT sign (as appropriate) switch ON to OFF to ON. This chime will notify the Flight Attendant(s) that they may leave their seats and commence their duties

4.2 Wake Turbulence 1) Vortex Generation As an aircraft moves in flight, lift is generated by the creation of a pressure differential over the wing surface. The lowest pressure occurs over the upper wing surface and the highest pressure under the wing. This pressure differential triggers the roll up of the airflow aft of the wing resulting in swirling air masses trailing downstream of the wingtips. After the roll up is completed, the wake consists of two counter rotating cylindrical vortices. 2) Vortex Strength The strength of the vortex is governed by the weight, speed and shape of the wing of the generating aircraft. The vortex characteristics of any given aircraft can also be changed by extension of flaps or other wing configuring devices as well as by change in speed. However, as the basic factor is weight, the vortex strength increases proportionately. During tests, peak vortex tangential velocities were recorded at 244 ft. per second, or about 133 kts. The greatest vortex strength occurs when the generating aircraft is HEAVY, CLEAN and SLOW. FLIGHT OPERATIONS MANUAL 7.12 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

3) Induced Roll a) In rare instances, a wake encounter can cause in flight structural damage of catastrophic proportions. However, the usual hazard is associated with induced rolling movements which can exceed the rolling capability of the encountering aircraft. In flight experiments, aircraft have been intentionally flown directly up trailing vortex cores of large aircraft. It was shown that the capability of an aircraft to counteract the roll imposed by the wake vortex primarily depends on the wing span and counter responsiveness of the encountering aircraft. b) Counter control is usually effective and induced roll minimal in cases where the wing span and ailerons of the encountering aircraft extend beyond the rotational flow field of the vortex. It is more difficult for aircraft with short wing span (relative to the generating aircraft) to counter the imposed roll induced by vortex flow. Pilots of short span aircraft, even of the high performance type, must be especially alert to vortex encounters. 4) Vortex Behavior a) Trailing vortices have certain behavioral characteristics which can help a pilot visualize the wake location and thereby take avoidance precautions. b) Vortices are generated from the moment an aircraft leaves the ground, since trailing vortices are a by-product of wing lift. Prior to takeoff or touchdown, pilots should note the rotation or touchdown point of the preceding aircraft. c) The vortex circulation is outward, upward and around the wingtips when viewed from either ahead or behind the aircraft. Tests with large aircraft have shown that the vortex flow field, in a plane cutting through the wake at any point downstream, covers an area about two wing spans in width and one wing span in depth. The vortices remain so spaced (about a wing span apart) even drifting with the wind, at altitudes greater than a wing span from the ground. In view of this, if persistent vortex turbulence is encountered, a slight change of altitude and lateral position (preferably upwind) will provide a flight path clear of turbulence. d) Flight tests have shown that the vortices from large aircraft have the following characteristics. e) They sink at a rate of about 400 to 500 ft. per minute. f) Tend to level off at a distance about 900 ft. below the flight path of the generating aircraft. g) Diminish with time and distance behind the generating aircraft. h) Breakup is hastened by atmospheric turbulence. i) When the vortices of large aircraft sink close to the ground (within about 200 ft.), they tend to move laterally over the ground at a speed of about 5 kts. j) A crosswind will decrease the lateral movement of the upwind vortex and increase the movement of the downwind vortex. Thus a light wind of 3 to 7 kts. could result in the upwind vortex remaining in the touchdown zone for a period of time and hasten the drift of the downwind vortex toward another runway. FLIGHT OPERATIONS MANUAL 7.13 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

k) A tailwind condition can move the vortices of the preceding aircraft forward into the touchdown zone. The light quartering tailwind requires maximum caution. Pilots should be alert to large aircraft upwind from their approach and takeoff flight paths.

4.3 Vortex Avoidance Procedures 1) A wake encounter is not necessarily hazardous. It can be one or more jolts with varying severity depending upon the direction of the encounter, distance from the generating aircraft and point of vortex encounter. The probability of induced roll increases when the encountering aircraft's heading is generally aligned with the vortex trail or flight path of the generating aircraft. 2) Avoid the area below and behind the generating aircraft, especially at low altitude where even a momentary wake encounter could be hazardous and should be avoided. 3) Pilots should be particularly alert in calm wind conditions and situation where the vortices could: a) Remain in the touchdown area. b) Drift from aircraft operating on a nearby runway. c) Sink into the takeoff or landing path from crossing runway. d) Sink into the traffic patterns from other airport operations. e) Sink into the flight path of VFR flights operating at 500 ft. AGL and below. 4) The following vortex avoidance procedures are recommended for the various situations: a) Land behind a larger aircraft – same runway: Stay at or above the larger aircraft’s final approach flight path; note the touchdown point – land beyond it. b) Landing behind a larger aircraft – when parallel runway is closer than 2,500 ft.: Consider possible drift to your runway. Stay at or above the larger aircraft’s final approach flight path – note his touchdown point. c) Landing behind a larger aircraft – crossing runway: Cross above the larger aircraft’s flight path. d) Landing behind a departing larger aircraft – same runway: Note the larger aircraft’s rotation point; land well prior to rotation point. e) Landing behind a departing larger aircraft – crossing runway: Note the larger aircraft’s rotation point – if past the intersection, continue the approach; land prior to the intersection. If larger aircraft rotates prior to the intersection, avoid flight below the larger aircraft’s flight path. Abandon the approach unless a landing is assured well before reaching the intersection. f) Departing behind a larger aircraft – Note the larger aircraft’s rotation point – rotate prior to the larger aircraft’s rotation point; continue climb above and stay upwind of the larger aircraft’s climb path until turning clear of his wake. Avoid subsequent headings which will cross below and behind a larger aircraft. Be alert for any critical takeoff situation which could lead to a vortex encounter. FLIGHT OPERATIONS MANUAL 7.14 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

g) Intersection takeoffs – same runway: Be alert to adjacent larger aircraft operations, particularly upwind of your runway. If intersection takeoff clearance is received, avoid subsequent heading which will cross below a larger aircraft’s path. h) Departing or landing after a larger aircraft executing a low approach, missed approach or touch-and-go landing: Because vortices settle and move laterally near the ground, the vortex hazard may exist along the runway and in your flight path after a larger aircraft has executed a low approach, missed approach or a touch-and-go landing, particularly in light quartering wind conditions. You should ensure an interval at least two minutes has elapsed before your takeoff or landing.

NOTE Crewmembers should be especially aware when departing or landing in the vicinity of the B-757 as its wake turbulence can be particularly hazardous, in some cases more than that of the B-747.

4.4 ATC Wake Turbulence Separation Standards 1) Air traffic controllers are required to apply specific separation intervals for aircraft operating behind a heavy jet because of the possible effects of wake turbulence. 2) For the purpose of wake turbulence separation minima, the weight classification definitions of heavy, large and small are as follows:

NOTE Weights are maximum certificated gross takeoff weight.

a) Super – Airbus A380 (1,235,000 lb.). b) Heavy – Aircraft of more than 255,000 lb. c) Large – Aircraft of more than 41,000 lb. and up to 255,000 lb. d) Small – Aircraft of 41,000 lb. or less. 3) The following separation is applied to aircraft operating directly behind a heavy jet at the same altitude or directly behind and less than 1,000 ft. below while enroute: a) Small/large aircraft behind a super jet - five miles. b) Small/large aircraft behind a heavy jet - five miles. 4) In the terminal area, controllers are required to provide a two minute interval (behind a heavy aircraft) or a three minute interval (behind a super aircraft) or five mile radar separation to large aircraft departing behind a heavy aircraft or eight (8) mile radar separation to large aircraft departing behind a super aircraft: a) From the same threshold. b) On a parallel runway separated by less than 2,500 ft. and the threshold for the trailing aircraft is staggered no more than 500 ft. ahead of the other parallel runway (otherwise, it must be treated as an intersection takeoff), or; FLIGHT OPERATIONS MANUAL 7.15 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

c) On a crossing runway, if projected flight paths will cross. 5) If the pilot desires additional separation for takeoff, (i.e., two minutes vs. five miles following a heavy or the three minutes vs. eight miles following a super), he should so advise the controller prior to taxiing on the runway.

4.5 Pilot Responsibility – Wake Turbulence 1) Pilots are reminded that acceptance of instructions from ATC is an acknowledgment that the pilot will ensure safe takeoff and landing intervals and accepts the responsibility of providing their own wake turbulence separation in the following situations: a) Traffic information. b) Instructions to follow an aircraft. c) The acceptance of a visual approach clearance. 2) Whether or not a warning has been given, the pilot is expected to adjust his operations and flight path as necessary to preclude serious wake turbulence encounters. FLIGHT OPERATIONS MANUAL 7.16 CHAPTER 7 - TAKEOFF ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 8.1 CHAPTER 8 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 8 TOC Chapter 8 TOC

CHAPTER 8 - ENROUTE...... 8.1 1. ENROUTE ...... 8.1 1.1 Airspace Classification...... 8.1 1.2 Enroute Altitudes ...... 8.1 1.3 IFR Cruising Altitude or Flight Level ...... 8.1 1.4 Reduced Vertical Separation Minimum (RVSM)...... 8.2 1.5 Minimum Enroute Altitu01 APR 02des ...... 8.3 1.6 Minimum Crossing Altitude (MCA)...... 8.4 1.7 Minimum Safe Altitude...... 8.4 1.8 Enroute Collision Avoidance Procedures ...... 8.4 1.9 Enroute Deviation ...... 8.4 1.10 Flight Progress...... 8.4 1.11 Enroute Change in Release/Air Interrupt...... 8.5 1.12 Altimeter Policies ...... 8.5 1.13 Altitude Assignment Awareness ...... 8.5 1.14 Standard Callouts (Climb and Descent) ...... 8.6 1.15 Climbs, Descents and Altitude Awareness ...... 8.6 1.16 Change of Flight Plan ...... 8.7 1.17 Oxygen use above FL250/FL410/Cabin Altitude above 10,000 feet ...... 8.7 1.18 Domestic Airspeed Limitations ...... 8.7 1.19 Seatbelt Announcement ...... 8.7 2. HOLDING ...... 8.8 2.1 Holding – General...... 8.8 2.2 Charted Holding Pattern ...... 8.8 2.3 Uncharted Holding Fix ...... 8.8 2.4 Calculating Holding Fuel-On-Board ...... 8.8 2.5 Holding Procedures (Domestic)...... 8.8 3. U.S. TERMINAL AND ENROUTE AREA NAVIGATION (RNAV) OPERATIONS ...... 8.10 3.1 General...... 8.10 3.2 Terminology ...... 8.10 3.3 Assumptions ...... 8.13 3.4 Required Equipment ...... 8.13 3.5 Operating Procedures...... 8.13 FLIGHT OPERATIONS MANUAL 8.2 CHAPTER 8 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 8.1 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

Chapter 8CHAPTER 8 - ENROUTE

1 ENROUTE

1.1 Airspace Classification

Refer to Jeppesen Airway Manual Enroute Section, for current airspace classifications and descriptions (i.e., Class A, B, etc.).

1.2 Enroute Altitudes

Enroute altitudes are minimum altitudes at which flights can be flown under specified conditions. It is suggested that where practical, higher than minimum altitudes be planned and flown with due regard being taken of cloud clearance, surface turbulence, gust conditions associated with ridges or mountainous terrain, higher density traffic at near surface altitudes, migratory bird exposure, noise nuisance, aircraft performance, etc. The Captain shall also give special consideration to the possible effect of colder than standard outside temperatures and drift down profiles over high terrain.

1.3 IFR Cruising Altitude or Flight Level 1) In Controlled Airspace Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain the altitude or flight level assigned that aircraft by ATC. However, if the ATC clearance assigns “VFR conditions on-top,” that person shall maintain an altitude or flight level as prescribed by § 91.159. 2) In Uncontrolled Airspace.

NOTE Although these are only required in Uncontrolled Airspace, normal practice will be to operate at these altitudes.

3) Except while in a holding pattern of two minutes or less or while turning, each person operating an aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude as follows: a) When operating below 18,000 ft. MSL and: 1) On a magnetic course of 0° through 179°, any odd thousand foot MSL altitude (such as 3,000, 5,000 or 7,000); or 2) On a magnetic course of 180° through 359°, any even thousand foot MSL altitude (such as 2,000, 4,000 or 6,000). b) When operating at or above 18,000 ft. MSL but below flight level 290, and: 1) On a magnetic course of 0° through 179°, any odd flight level (such as 190, 210, or 230); or 2) On a magnetic course of 180° through 359°, any even flight level (such as 180, 200, or 220). c) When operating at flight level 290 and above (RVSM, see paragraph below), and: FLIGHT OPERATIONS MANUAL 8.2 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

1) On a magnetic course of 0° through 179°, any flight level, at 2,000 ft. intervals, beginning at and including flight level 290 (such as flight level 290, 310, 330, etc.); or 2) On a magnetic course of 180° through 359°, any flight level, at 2,000 ft. intervals, beginning at and including flight level 310 (such as flight level 300, 320, 340, etc.).

1.4 Reduced Vertical Separation Minimum (RVSM)

RVSM was implemented in the Domestic United States, Alaska, Gulf of Mexico, Southern California, Caribbean and Mexico on January 20, 2005 (0901 UTC). RVSM operations reduce the minimum vertical separation from 2,000 ft. to 1,000 ft. between FL 290 and FL 410. 1) Limitations Specified in each Aircraft Operating Manual – Volume 1. 2) Required Equipment RVSM operations must not be commenced or continued unless all of the required equipment as specified in the Aircraft Operating Manual – Volume 1 is operational.

NOTE In cases of required RVSM equipment failure, proper notification to ATC must be made. ATC may authorize the flight into RVSM airspace if ATC workload permits.

3) Exterior Preflight Inspection Particular attention should be paid to the condition of static sources and to the fuselage skin within the marked RVSM Critical Area. 4) Level-off Procedures a) The autopilot shall be used for level-off. b) Avoid climb and descent rates greater than 1,000 FPM within 2,000 feet or within five miles of level-off. c) Do not over or under shoot the cleared flight level by more than 150 feet 5) Cruise Procedures a) The autopilot shall be used during cruise, except for circumstances such as the need to re-trim the aircraft or when it must be disengaged due to turbulence. b) Cross-check the primary altimeters with the standby altimeter every hour. Note the error for use later in contingency situations. FLIGHT OPERATIONS MANUAL 8.3 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

6) ATC Immediate Notification Requirements a) Failure of any required RVSM equipment. b) Primary altimeters differing by 200 feet or more. c) Encountering greater than moderate turbulence. d) Unable to maintain 300 feet of assigned altitude due to turbulence. e) Message phraseology “Unable RVSM due to equipment or turbulence”. 7) After Landing In case of any required system malfunction or failure, the following should be recorded in the Aircraft Maintenance Log (AML) as applicable: a) Primary and standby altimeter readings. b) Altitude selector setting. c) QNE setting. d) Flight Director used with the autopilot to control the aircraft and any differences when the other Flight Director was coupled. e) Use of air data computer selected. f) The transponder selected to provide altitude information and any differences noted when the alternate transponder was selected.

1.5 Minimum Enroute Altitudes 1) When operating on published airways or routes all flights shall fly at or above the appropriate Minimum Enroute Altitude (MEA) as published on the enroute navigation charts, or in accordance with any direct routes established in the Operations Specifications (see Appendix A). 2) Aircraft operating off of published routes or airways, but within controlled airspace and over routes predicated on VOR/VORTAC facilities, and where no minimum altitude is prescribed, shall maintain at least: a) In mountainous areas, 2,000 ft. above the highest obstruction within 4 NM on each side of the course between the points defining such route. b) In other than mountainous areas, 1,000 ft. above the highest obstruction within 4 NM on each side of such route. 3) Aircraft operating off of published routes or airways, and outside of controlled airspace, over routes predicated on VOR/VORTAC facilities, shall do so only where specifically authorized in Appendix A of this manual, and if no minimum altitude is prescribed, shall comply with the altitude restrictions detailed in B. 1) and 2), above.

1.6 Minimum Crossing Altitude (MCA)

MCAs are provided at some climb fixes where the outbound airway has a higher MEA (Minimum Enroute Altitude). After crossing the fix at the MCA, a constant climb rate to MEA of at least 850 FPM at 250 kts. ground speed must be maintained to avoid obstacles. FLIGHT OPERATIONS MANUAL 8.4 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

1.7 Minimum Safe Altitude

A minimum safe altitude is an emergency altitude, expressed in feet above sea level, which provides 1,000 ft. clearance over all obstructions in that sector within 25 NM of the facility on which the Approach Procedure is based.

1.8 Enroute Collision Avoidance Procedures 1) Cockpit crew members while in flight, should maintain a constant outside vigilance so as to avoid the potential of a mid-air collision. The following should be considered: a) Pilots should make full use of the TCAS System installed on their particular aircraft. However, the TCAS System should not be used as the sole means of preventing a near mid-air collision. b) Use of proper scan technique is essential in all flight operations. c) Each crew member should scan the vicinity carefully while being cautious not to fixate on specific locations, but to scan the area in approximately 30 degree increments. d) In areas of high density air traffic, pilots should increase outside scan activity. 2) Situational awareness may also be enhanced through close monitoring of ATC communications with other aircraft.

1.9 Enroute Deviation 1) Although flights may deviate from the authorized route when necessary in order to improve passenger comfort, fly in better weather, or for safety of flight, flights must, except in an emergency, receive prior ATC authorization before deviating from course. 2) It is the responsibility of the Captain to inform OCC concerning changes in flight plan, and to keep OCC informed of the progress of the flight.

1.10 Flight Progress 1) The Flight Crew shall both verify the progress of the flight by comparing actual time and fuel over waypoints against the Flight Prog received from ACARS. 2) If the ACARS is INOP or the Flight Prog incomplete use the Flight Dispatch Release to verify waypoint progress. 3) Fuel and time shall be checked on each sector and at time intervals not longer than 60 minutes. 4) During RVSM operations, the flight crew shall cross-check the primary altimeters with the standby altimeter every hour.

1.11 Enroute Change in Release/Air Interrupt 14 CFR 121.631, 121.593, 121.661, 121.173 1) When enroute conditions make adherence to the Dispatch Release terms agreed on by the Captain and Dispatcher illegal or of dubious safety, the first aware of such condition shall inform the other. FLIGHT OPERATIONS MANUAL 8.5 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

2) An air interruption occurs when a flight does not land at scheduled stops; lands in other than scheduled sequence of stops or returns to station of departure after takeoff. 3) When a Captain believes that an unscheduled landing is necessary for any reason, he shall, except when emergency action is required, initiate a request for a change in release to Dispatch giving reasons for unscheduled landing, amount of Fuel-On-Board and suggested landing point. 4) While in flight, if a change in the Dispatch Release is required, the Dispatcher shall give such change to Captain by radio or ACARS. The Captain shall record on his release, receipt of any release received in flight. Time of receipt and Dispatcher’s name must be included. 5) When a flight is released to a station for possible re-release, or provisionally released to a station to land if conditions are satisfactory on arrival, that station will be considered as the first point of intended landing, for ATC clearance purposes, and the ATC clearance should be obtained to that station.

1.12 Altimeter Policies 1) During non-precision and Category I precision approaches, the working altimeter indicating the lowest MSL altitude, when properly set to barometric pressure, will be used in determining critical altitudes, including MDA or DA, as appropriate. During the climb, enroute and descent phase of flight, the properly set altimeter of the Pilot-Flying will be used. 2) Flights operating below 18,000 MSL, in airspace controlled by the FAA, shall have all altimeters set to the current ATC reported barometric pressure setting along the route within 100 NM of the aircraft. 3) Flights operating at or above 18,000 feet MSL, in airspace controlled by the FAA, shall have their altimeters set to 29.92. 4) For flights operating in ICAO airspace, refer to the AOM Volume 1, or Jeppesen Airway Manual, for the proper Altimeter Setting Procedures.

1.13 Altitude Assignment Awareness 1) If the altitude alerter is operational, the following will apply: a) When an ATC altitude assignment is received, the Pilot Monitoring (PM) will set the assigned altitude into the altitude alerter, will point to the alerter and will state the assigned altitude to the Pilot-Flying (PF). b) The PM will continue to point to the altitude alerter and will state the assigned altitude again, if necessary, until the PF states the assigned altitude. 2) If a “pilot’s discretion” clearance is received, set the new clearance altitude into the alerter.

NOTE The Pilot Flying should verbally brief the Pilot Monitoring regarding their plan for the discretionary descent (i.e, beginning of descent, time, distance, etc.). FLIGHT OPERATIONS MANUAL 8.6 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

3) When a descent clearance with a crossing restriction is given and the difference in altitude is 6000 feet or less, pilots should initiate a descent unless conditions would prevent doing so (i.e., weather, fuel considerations, etc). 4) If the altitude alerter is not operational, the following will apply: a) When an ATC altitude assignment is received, the Pilot Monitoring (PM) will state the assigned altitude to the Pilot-Flying (PF). b) The PM will state the assigned altitude again, if necessary, until the PF states the assigned altitude.

1.14 Standard Callouts (Climb and Descent) 1) Refer to aircraft specific AOM Volume 1 for additional calls and aircraft specific information: 2) Climb/Descent a) 1,000 feet prior to assigned altitude: “(altitude leaving) for (altitude assigned)” “one-eight-oh for one-nine-oh” or “eighteen for nineteen” b) 100 feet prior to the assigned altitude: “one hundred to go” c) Through 10,000 feet “Through ten thousand” d) Through 18,000 feet “Through Flight Level 180” or “Through eighteen thousand”

1.15 Climbs, Descents and Altitude Awareness 1) RVSM Level-off Procedures a) The autopilot shall be used for level-off. b) Avoid climb and descent rates greater than 1,000 FPM within 2,000 feet or within five miles of level-off. c) Do not over or under shoot the cleared flight level by more than 150 feet 2) When operating outside of RVSM airspace, climb or descend at a rate between 500 and 1,500 fpm for the last 1,000 feet. This procedure does not include the Takeoff or Approach environment. (Turbojet Aircraft Only) 3) The Pilot Monitoring shall call out when within 1,000 feet of any required or assigned altitude during climb and descent. The Pilot Monitoring shall call out significant excursions from any required or assigned altitude. Both pilots shall observe sterile cockpit policy the last 1,000 feet of any required or assigned altitude during climb and descent.

1.16 Change of Flight Plan 1) When a change of route or altitude from either that which is specified in the flight plan, or, a clearance received from ATC, is required or desired, a request must first be filed with ATC. FLIGHT OPERATIONS MANUAL 8.7 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

2) Except in an emergency, no change (other than in airspeed) from an approved flight plan or effective ATC clearance shall be made until approved by ATC. Requests for change in flight plan shall specify the new route or altitude desired, the reasons for the requested change and the revised flight plan.

1.17 Oxygen use above FL250/FL410/Cabin Altitude above 10,000 feet 14 CFR 121.333(c)(3) 1) If, when operating above FL250, it is necessary for a pilot to leave his station, the remaining pilot will don the oxygen mask and use it until the other pilot has returned to duty at his station at the controls. 2) When operating at flight levels above FL410, one pilot must wear an oxygen mask continuously. 3) When operating with cabin altitudes above 10,000 feet crew members will use their O2 masks.

1.18 Domestic Airspeed Limitations

Within the U.S. including airspace over the waters within 12 NM of the U.S. coast: 1) The maximum below 10,000 feet MSL is 250 KIAS. 2) Unless otherwise authorized by ATC, the maximum at or below 2,500 feet AFL within 4 NM of the primary airport in Class C or D airspace is 200 KIAS. This limitation does not apply to Class B airspace. 3) If the aircraft minimum safe airspeed is greater than either of the above maximum airspeeds, the pilot may operate at that minimum speed.

1.19 Seatbelt Announcement 14 CFR 121.571 After each takeoff, immediately before or after turning the FASTEN SEATBELT sign OFF, a crew member is required to give an announcement that passengers should keep their seatbelt fastened while seated, even when the FASTEN SEATBELT sign is OFF.

2 HOLDING

2.1 Holding – General

When a flight arrives at an ATC clearance limit or an assigned holding fix without having received either a clearance beyond, or holding instructions at such fix, the crew should immediately request further clearance and hold at the fix, in the charted holding pattern. If a holding pattern is not charted, they should hold in a standard holding pattern on the approved course to the fix, maintaining last assigned altitude, until further clearance is received.

2.2 Charted Holding Pattern

If required to hold at a fix where the pattern is charted, ATC will not issue holding instructions. Expect to hold in the pattern depicted unless otherwise advised by ATC. FLIGHT OPERATIONS MANUAL 8.8 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

2.3 Uncharted Holding Fix

If required to hold at a fix where the pattern is not charted, holding instructions will be given by ATC at least five minutes before the estimated arrival at the clearance limit. If unable to contact ATC, enter a standard holding pattern on the inbound radial.

2.4 Calculating Holding Fuel-On-Board

Upon entering a holding pattern, the total Fuel-On-Board will be calculated every 15 minutes by the Pilot Monitoring. After each calculation, advise of fuel remaining, holding time remaining and any other information required to ensure that adequate fuel remains for continuation to the filed airport and/or alternate.

2.5 Holding Procedures (Domestic)

The recommended holding speed for a given aircraft type may be found in the AOM. 1) All aircraft may hold at the following altitudes and maximum holding airspeeds: Altitude (MSL) Airspeed (KIAS) MHA – 6,000’ 200 6,001’ – 14,000’ 230 14,001’ and above 265 2) The following are exceptions to the maximum holding airspeeds: a) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This non-standard pattern will be depicted by an icon. b) Holding patterns at all altitudes may be restricted to a maximum airspeed of 175 KIAS. This non-standard pattern will be depicted by an icon. FLIGHT OPERATIONS MANUAL 8.9 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

3) Timing a) When holding at or below 14,000 ft. MSL, the inbound leg will be flown for one minute. When holding above 14,000 ft. MSL, the inbound leg will be flown for 1-1/2 minutes. The initial outbound leg should be flown for one minute or 1-1/2 minutes, depending upon altitude. Timing for subsequent outbound legs should be adjusted to achieve proper inbound leg time. 4) Outbound timing begins over or abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when the turn to the outbound leg is completed. 5) Turns Make all turns during entry and while holding at: 1) 30° bank angle, or; 2) 25° bank angle provided a Flight Director System is used. 3) Use whichever of the above requires the lesser bank angle. 6) Holding pattern entry a) Cross holding fix initially at or below maximum holding airspeed. Reduce to holding speed within three minutes prior to estimated initial time over the holding fix. b) Compensate for known effect of wind, except when turning. c) Determine entry turn from airplane heading upon arrival at the holding fix. Plus or minus 5° in heading is considered as within allowable good operating limits for determining entry. Standard pattern entry procedures: d) Parallel Procedure (approaching holding fix from sector [a] on chart below) – Parallel holding course, turn left and return to holding fix or intercept holding course. e) Teardrop Procedure (approaching holding fix from sector [b] on chart below) – Proceed on outbound track of 30°, or less, to holding course. Turn right to intercept holding course. f) Direct Entry Procedure (approaching holding fix from sector [c] on chart below): – Turn right and fly the pattern. FLIGHT OPERATIONS MANUAL 8.10 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

Figure 8.1 Holding Procedures

7) Non-standard holding pattern. Fix and outbound end turns are made to the left. Entry Procedures to a non-standard pattern are oriented in relation to the 70° line on the holding side as in the standard pattern. 8) DME holding is subject to the same Entry and Holding Procedures except that distances (NMs) are used in lieu of time values. The outbound course of a DME holding pattern is called the outbound leg of the pattern. The length of the outbound leg is determined by a DME reading.

3 U.S. TERMINAL AND ENROUTE AREA NAVIGATION (RNAV) OPERATIONS AC 90-100A, OpSpec C063, OpSpec B035

3.1 General

This Section provides operational and airworthiness guidance regarding operation on U.S. Area Navigation (RNAV) routes, Instrument Departure Procedures (DPs), and Standard Terminal Arrival Routes (STARs).

3.2 Terminology 1) Aircraft-Based Augmentation System (ABAS). A system augmenting and/or integrating information obtained from other GNSS elements with information on board the aircraft. The most common form of ABAS is receiver autonomous integrity monitoring (RAIM). 2) Area Navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within the coverage of station- referenced navigation aids or within the limits of the capability of self- contained aids, or a combination of these. RNAV systems include position inputs from GPS/GNSS and DME and accuracy must be met 95% of the flight time. FLIGHT OPERATIONS MANUAL 8.11 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

a) RNAV 1 requires a total system error of not more than 1 NM for 95% of the total flight time. b) RNAV 2 requires a total system error of not more than 2 NM for 95% of the total flight time. 3) DME/DME (D/D) RNAV refers to navigation using DME ranging from at least two DME facilities to determine position. 4) Flight Technical Error (FTE). Accuracy with which an aircraft is controlled, as measured by the indicated aircraft position with respect to the indicated command or desired position. It does not include procedural blunder errors. 5) Required Navigation Performance (RNP): Required Navigation Performance is a statement of the navigation performance necessary for operation within a defined airspace (AC 90-101). 6) RNP Value: The RNP value designates the lateral performance requirement associated with a procedure. Examples of RNP values are: RNP 2.0 and RNP 1.0 (AC 90-101).

NOTE Company aircraft are not considered RNP capable, because pilots cannot enter RNP values into the FMS.

7) Global Navigation Satellite System (GNSS): The GNSS is a worldwide position and time determination system, which includes one or more satellite constellations, aircraft receivers, and system integrity monitoring. GNSS is augmented as necessary to support the required navigation performance for the actual phase of operation. 8) Global Positioning System (GPS): The U.S. GNSS core satellite constellation providing space-based positioning, velocity and time. GPS is composed of space, control, and user elements. 9) Q-Route: A Q-route is an established RNAV routing which allows an aircraft to fly a more direct route, eliminating reliance on ground-based navigational aids. Q-routes, jet routes and airways all share the same FMS data entry procedures. Aircraft operating on RNAV Q-routes must maintain a track keeping accuracy bounded by +/-2 NM for 95% of the total flight time. 10) T-Route: A T-route is an established RNAV routing which allows an aircraft to fly a more direct route, eliminating reliance on ground-based navigational aids. 11) T-routes, jet routes and airways all share the same FMS data entry procedures. T-routes are available for use from 1,200 ft. above the surface up to, but not including 18,000 ft. MSL. T-routes are depicted on Enroute Low Altitude Charts. 12) Receiver Autonomous Integrity Monitoring (RAIM): A technique used within a GPS receiver/processor to monitor GPS signal performance. This integrity determination is achieved by a consistency check among redundant measurements. 13) RNAV Procedure. An RNAV Instrument Departure Procedure or RNAV Standard Terminal Arrival. FLIGHT OPERATIONS MANUAL 8.12 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

a) Instrument Departure Procedure. A DP is a published IFR procedure providing obstruction clearance from the terminal area to the enroute structure. There are two types of DPs: Standard Instrument Departures (SIDs) and Obstacle Departure Procedures (ODPs). b) Standard Instrument Departure (SID). A SID is a published IFR air traffic control (ATC) departure procedure providing obstacle clearance and a transition from the terminal area to the enroute structure. SIDs are primarily designed for air traffic system enhancement to expedite traffic flow and to reduce pilot/controller workload. c) Obstacle Departure Procedure (ODP). A preplanned instrument flight rule (IFR) departure procedure printed for pilot use in textual or graphic form to provide obstruction clearance via the least onerous route from the terminal area to the appropriate enroute structure. ODPs are recommended for obstruction clearance and may be flown without specifically assigned by ATC. d) Standard Terminal Arrival (STAR). A STAR is a published IFR air traffic control arrival procedure that provides a transition from the enroute structure to the terminal area. STARs may include one or more runway transitions providing guidance to either a standard instrument approach procedure or a point in space from which radar vectors are provided by ATC. 14) RNAV Route. An RNAV route (“Q” or “T”), within the high or low altitude structure of the Contiguous United States, requiring system performance by GPS/GNSS or DME/DME/IRU RNAV systems, as required. 15) Total System Error. The difference between the true position and the desired position. This error is equal to the vector sum of the path steering error, path definition error and position estimation error. FLIGHT OPERATIONS MANUAL 8.13 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

3.3 Assumptions

Operation on U.S. RNAV “Q” routes, DPs, and STARs: 1) Relies on normal descent profiles and identifies minimum segment altitude requirements.

NOTE Pilots must ensure compliance with all altitude constraints as published by reference to the barometric altimeter.

2) Does not require the pilot to monitor ground-based NAVAIDs used in position updating. 3) Unless the RNAV route, DP, or STAR specifically requires GPS or GNSS equipage, aircraft on the RNAV route, DP or STAR must be within ATC radar surveillance and communication. If ATC radar fails, an ATC clearance shall be obtained to continue the flight without the use of RNAV routes.

3.4 Required Equipment

U.S. RNAV “Q” routes, DPs, and STARs require the following equipment:

Required Equipment List Required for U.S. RNAV Equipment “Q” routes, SIDs, STARs Flight Management System (2) One (1) must be operational. Global Positioning System (2) One (1) must be operational. Flight Director (2) One (1) must be operational. Autopilot (1) Must be operational, only if required for published procedure.

NOTE Operative FMS/GPS/Flight Director must all be same-side capable.

3.5 Operating Procedures

Pilots should be familiar with the normal operating and contingency procedures associated with U.S. RNAV “Q” routes, DPs, and STARs. 1) Pilots must confirm availability of the on board navigation equipment necessary for the route, DP or STAR to be flown.

NOTE Flight plan equipment suffix codes are located in Chapter 6 of this manual. FLIGHT OPERATIONS MANUAL 8.14 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

2) Pilots must confirm on board navigation data is current and appropriate for the region of intended operation and must include the navigation aids, waypoints and relevant coded terminal airspace procedures for the departure, arrival and alternate airports.

NOTE Navigation databases are expected to be current for the duration of the flight. If the AIRAC cycle will change during flight, pilots must ensure the accuracy of navigation data. This may be accomplished by verifying electronic data against paper products. Compare aeronautical charts (new and old) to verify navigation fixes prior to dispatch. If an amended chart is published for the procedure, the database must not be used to conduct the operation.

3) At system initialization, pilots must confirm the navigation database is current and verify the aircraft’s present position. 4) RNAV DPs and STAR procedures must be retrieved by procedure name from the on board navigation database and conform to the charted procedure. 5) Whenever possible, RNAV routes should be extracted from the database in their entirety, rather than loading RNAV route waypoints from the database into the flight plan individually. Selecting and inserting individual, named fixes is permitted, provided all fixes along the published route to be flown are inserted. 6) Flight crews should crosscheck the cleared flight plan against charts or other applicable resources, as well as the navigation system textual display and the aircraft map display, if applicable. If required, confirm exclusion of a specific navigation aid. A procedure should not be used if doubt exists as to the validity of the procedure in the navigation base.

NOTE Pilots may notice a slight difference between the navigation information portrayed on the chart and their primary navigation display. Differences of 3° or less may result from equipment manufacturer’s application of magnetic variation and are operationally acceptable.

7) If GPS is not available, use of U.S. RNAV “Q” Routes, RNAV DPs and RNAV STARs are not authorized.

NOTE Aircraft specific indications of GPS not available can be found in each respective AOM-1, E/A [FMS] chapter.

8) Manual entry of waypoints using latitude/longitude or place/bearing is not permitted. Additionally, pilots must not change any RNAV DP or STAR database waypoint type from a fly-by to a fly-over or vice versa. 9) Verification of assigned route and correct entry of transitions into RNAV System/ Flight Management Systems (FMS). FLIGHT OPERATIONS MANUAL 8.15 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

a) DPs. Prior to flight, pilots must verify their aircraft navigation system is operating correctly and the correct runway and departure procedure (including any applicable en route transition) are entered and properly depicted. Pilots who are assigned an RNAV departure procedure and subsequently receive a change of runway, procedure or transition must verify the appropriate changes are entered and available for navigation prior to takeoff. A final check of proper runway entry and correct route depiction, shortly before takeoff, is recommended. a) Routes. Pilots must verify proper entry of their ATC assigned route upon initial clearance and any subsequent change of route. Pilots must ensure the waypoints sequence depicted by their navigation system matches the route depicted on the appropriate chart(s) and their assigned route. a) STARs. Pilots must verify their aircraft navigation system is operating correctly and the correct arrival procedure and runway (including any applicable transition) are entered and properly depicted. 10) Use of navigation map displays. Prior to takeoff, pilots of aircraft with navigation map display should verify the relationship of the aircraft position symbol to their assigned runway (if available) and route on their display matches external visual cues, as well as charts. Specifically, once on or near their assigned runway, pilots should ensure their navigation display reflects the same relative position to the runway and the route depiction reflects that of the respective chart. During flight, these displays should be used in concert with textual displays for route verification. 11) Pilots must use a lateral deviation indicator (or equivalent navigation map display), flight director and/or autopilot in lateral navigation mode on RNAV 1 routes. Pilots are encouraged to use a lateral deviation indicator, flight director and/or autopilot in lateral navigation mode on RNAV 2 routes. All pilots are expected to maintain route centerlines, as depicted by on board lateral deviation indicators and/or flight guidance during all RNAV operations unless authorized to deviate by ATC or under emergency conditions. 12) If ATC issues a heading assignment taking the aircraft off a procedure, the pilot should not modify the route in the RNAV system until a clearance is received to rejoin the procedure or the controller confirms a new route clearance. When the aircraft is not on the published procedure, the specified accuracy requirement does not apply. 13) Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain its desired track and are not recommended. Pilots should recognize manually selectable aircraft bank-limiting functions might reduce their ability to satisfy ATC path expectations, especially when executing large angle turns. This should not be construed as a requirement to deviate from Airplane Flight Manual procedures; rather, pilots should be encouraged to limit the selection of such functions within accepted procedures. 14) DPs and STARs are flown as RNAV 1 procedures. RNAV routes are flown as RNAV 2 unless otherwise specified. 15) RNAV DP Engagement Altitudes. For DP’s, the pilot must be able to engage RNAV equipment to follow flight guidance for lateral RNAV no later than 500 ft. above airport elevation. FLIGHT OPERATIONS MANUAL 8.16 CHAPTER 8 - ENROUTE ARevision: A avatar airlines 01-Apr-2021

16) Pilots must use a lateral deviation indicator, flight director and/or autopilot in lateral navigation mode on RNAV 1 routes. The full-scale CDI deflection value of plus or minus 1 NM is acceptable. 17) The GPS signal must be acquired before the takeoff roll commences.

NOTE Aircraft specific indications of GPS not available can be found in each respective AOM-1, E/A [FMS] chapter.

18) The pilot must notify ATC of any loss of the RNAV capability, together with the proposed course of action. If unable to comply with the requirements of an RNAV procedure, pilots must advise Air Traffic Control as soon as possible. For example, “Avatar 834, failure of GPS system, unable RNAV, request amended clearance”. The loss of RNAV capability includes any failure or event causing the aircraft to no longer satisfy the criteria of this section. Example failures include loss of autopilot/ flight director (if required), or reversion to navigation other than GNSS (even though no pilot monitoring of navigation updating source is required). FLIGHT OPERATIONS MANUAL 9.1 CHAPTER 9 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 9 TOC Chapter 9 TOC

CHAPTER 9 - APPROACH AND LANDING ...... 9.1 1. AIRPORT AND NAVAID INFORMATION ...... 9.1 1.1 Airport Condition Information ...... 9.1 1.2 Airport Information from Dispatch ...... 9.1 1.3 Advance Approach Information ...... 9.1 1.4 Navigational Aids, Aircraft Equipment and ATC Services During the Approach ...... 9.2 1.5 Pilot Report of Approach and Runway Conditions...... 9.2 2. APPROACHES ...... 9.2 2.1 Operations on Unpublished Routes and Use of Radar i n Instrument Approach Procedures ...... 9.2 2.2 Straight-In Approach and Landing ...... 9.3 2.3 Visual Approaches...... 9.3 2.4 ILS Approaches ...... 9.3 2.5 LS Localizer False Course Capture (FSAT 95-11) ...... 9.4 2.6 2.6 Simultaneous ILS Approaches (AIM)...... 9.5 2.7 Simultaneous ILS Approaches Using Precision Runway Monitoring (PRM) ...... 9.5 2.8 Parallel Approaches (AIM)...... 9.6 2.9 Sidestep Maneuver (AIM) ...... 9.6 2.10 Contact Approach ...... 9.6 2.11 NDB Approach...... 9.6 2.12 Circling Procedure (AIM) ...... 9.7 2.13 Circling Approach ...... 9.7 2.14 Aircraft Authorized Minimums...... 9.7 2.15 Air Surveillance Radar (ASR) Approach...... 9.8 2.16 Radar Based Approaches; Precision (PAR) and No-Gyro ...... 9.8 2.17 GPS (Global Positioning System)...... 9.9 3. WEATHER FOR APPROACH/APPROACH MINIMA ...... 9.9 3.1 Approach and Landing Minima – General ...... 9.9 3.2 Restricted Captain Minimums...... 9.10 3.3 Weather Reported Below Minimums ...... 9.11 3.4 Below Minimums Report During Final Approach Segment...... 9.11 3.5 Straight-In Non-Precision, Category I, and Category II Precision Approach and Landing Minima...... 9.11 3.6 Circle-to-Land Approach Maneuver...... 9.13 4. APPROACH PROCEDURES ...... 9.13 4.1 Approach Procedures (General)...... 9.13 4.2 Approach Policies (Category I) ...... 9.13 4.3 Category II Approach...... 9.14 4.4 Minimum Altitudes During Approach ...... 9.14 FLIGHT OPERATIONS MANUAL 9.2 CHAPTER 9 TOC ARevision: A avatar airlines 01-Apr-2021

4.5 Stabilized Approach Concept ...... 9.15 4.6 Aircraft Approach Categories – Straight-In Approach...... 9.15 4.7 Standard Callouts (Final Approach Segment) ...... 9.15 4.8 Cross Checking of Altimeters ...... 9.15 4.9 Approach Briefing ...... 9.16 4.10 Radar Vectoring...... 9.16 4.11 Visual Descent Point...... 9.16 4.12 VFR Approaches and Canceling IFR Flight Plans...... 9.17 4.13 Limitations on Procedure Turns...... 9.17 4.14 Descent Below MDA/DA(H)...... 9.17 5. MISSED APPROACH ...... 9.18 5.1 Missed Approach Decision Making...... 9.18 5.2 Missed Approach Procedure (SAFO 09016) ...... 9.19 5.3 Missed Approach While Circling (AIM) ...... 9.19 5.4 Diversions to Alternate Airports ...... 9.20 6. LANDING ...... 9.21 6.1 Parallel Runways (HBAT 04-07)...... 9.21 6.2 Flight Confidence Check...... 9.22 6.3 Category II Approach Reporting ...... 9.23 6.4 Intersecting Runway Separation...... 9.24 6.5 Landing (Wind Conditions) ...... 9.25 6.6 Land and Hold Short Operations (LAHSO) (FAAO 7110.118) .. 9.25 6.7 Night Landings...... 9.31 6.8 Clearing the Runway After Landing ...... 9.31 7. AFTER LANDING ...... 9.31 7.1 Ramp Parking ...... 9.31 7.2 Aircraft Ground Maneuvering...... 9.32 7.3 Automated Parking System ...... 9.32 7.4 Inoperative Passenger Entry Door Stairs ...... 9.32 FLIGHT OPERATIONS MANUAL 9.1 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

Chapter 9CHAPTER 9 - APPROACH AND LANDING

1 AIRPORT AND NAVAID INFORMATION

1.1 Airport Condition Information 1) ARTCC Before issuing an approach clearance or enroute descent, and subsequently as changes occur, controllers will inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that they know of which might restrict an approach or landing. 2) Approach Control On first contact or as soon as possible thereafter, and subsequently as changes occur, controllers will inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code.

1.2 Airport Information from Dispatch 1) Dispatch will furnish, when requested, up-to-the-minute runway and weather information (including surface winds) for the destination and alternate airport. Information furnished should cover the surface conditions of the active runway at both destination and alternate airports, as well as surface conditions of more lengthy runways that are available to the Captain at these airports, considering existing weather conditions. 2) At this time, the Captain and Dispatcher should evaluate the landing problem in relation to Fuel-On-Board and terminal and alternate weather (including surface winds). When a conservative appraisal of terminal runway(s) condition indicates marginal acceptability, flight should be diverted to an airport offering full acceptable runway and braking surface.

1.3 Advance Approach Information 1) When an aircraft intends to land at an airport where approach control services are provided and two or more Instrument Approach Procedures are published, the facility controlling the aircraft immediately before entry into the approach control area will inform the aircraft of the type of approach to expect or that it will be vectored to the airport. This information may be omitted if ATIS is provided for the airport or if visibility is three miles or better and the ceiling is at or above the highest initial approach altitude established for the applicable approach procedures. 2) Prior to the approach the flight crew members shall make the required communication with the Flight Attendant to advise him/her to prepare for landing. FLIGHT OPERATIONS MANUAL 9.2 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

1.4 Navigational Aids, Aircraft Equipment and ATC Services During the Approach 14 CFR 121.567 1) The pilots must, regardless of actual weather, utilize all available NAVAIDS, aircraft equipment and ATC services during all approaches. This procedure shall be accomplished in order to provide the Captain with precise navigation information (throughout the approach) as pertains to aircraft position and runway location for airport of intended landing. 2) Pilots shall adhere to the Instrument Approach Procedures and approved weather minimums published on the approach chart pages of Jeppesen Airway Manual; unless otherwise specified in Flight Operations Manual or other official company directives.

1.5 Pilot Report of Approach and Runway Conditions 1) When weather conditions during the approach and landing are significantly different than anticipated and to the extent that it may adversely affect following trips, Dispatch/Local Operations and the Tower shall be immediately notified so that the information can be given to the trips concerned. 2) When runway surface conditions are such that in the opinion of the Captain the aircraft was difficult to control during landing or conditions were such as to be of significant interest to subsequent flights, the Captain shall make such information immediately available to the Tower, Local Operations and Dispatch by the most expedient means.

2 APPROACHES

2.1 Operations on Unpublished Routes and Use of Radar in Instrument Approach Procedures

When radar is approved at certain locations for ATC purposes, it may be used in conjunction with Instrument Approach Procedures predicated on other types of radio navigational aids. Radar vectors may be authorized to provide course guidance through the segments of an approach to the final course or fix. When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance has been received shall maintain the last altitude assigned received until the aircraft is established on a segment of a published route or instrument approach procedure unless a different altitude is assigned by ATC. After the aircraft is established, published altitudes apply within each succeeding route or approach segment.

NOTE Unless ASR/PAR approaches are specifically authorized by the Operations Specifications, as indicated in Appendix A of this manual, or unless the Captain has declared an emergency, approaches executed using only ASR or PAR are not authorized. This restriction is applicable to scheduled, charter and all other types of flights. FLIGHT OPERATIONS MANUAL 9.3 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2.2 Straight-In Approach and Landing

Aircraft cleared for a straight-in approach will be expected to land straight-in or follow Missed Approach Procedures automatically if a straight-in landing cannot be completed. If it is anticipated that the landing may be made on a runway other than the runway aligned with the direction of the instrument approach, the pilot shall advise the Controlling Agency of this fact when over the initial approach fix inbound.

2.3 Visual Approaches 1) A visual approach is an approach wherein aircraft on an IFR flight plan, operating in VMC conditions under the control of an air traffic control facility and having an air traffic control authorization, may proceed to the destination airport in VMC conditions. A visual approach does not require the cancellation of an IFR flight plan. If the Captain considers that a visual approach will be in the best interest of Avatar Airlines, this may be used in lieu of a standard instrument approach and should be used in preference to canceling an IFR flight plan and making an approach under VFR flight rules. 2) In accordance with paragraph C77 of the Operations Specifications, the following limitations apply to acceptance of a visual approach or a Charted Visual Flight Procedure (CVFP): a) The flight must remain in controlled airspace, Class D airspace, or the airspace beneath a designated transition area. b) The flight must remain under the control of an ATC facility. c) VFR weather conditions in accordance with Flight Operations Manual, Section 11 must exist, and the flight must remain in weather conditions equal to or better than those required for VFR flight by FAR. Refer to tables in Section 11 for VFR criteria. d) The flight must be operating within 35 NM of the destination airport, and visual contact be made with the traffic to be followed to the airport, or visual contact with the airport itself (or a charted visual landmark for a CVFP) must be made and maintained throughout the approach and landing.

2.4 ILS Approaches 1) At airports with FAA Approach Control equipped with an ILS, the issuance of a clearance for an unrestricted ILS Approach implies normal ILS operation. At airports where the ILS is monitored by the local FAA FSS, pilots shall establish communications with the FSS prior to beginning an ILS Approach to ensure receipt of advisory information on the availability and operation of the ILS. 2) When radar monitoring of an ILS Approach is available, such service shall be used as a backup for the ILS throughout the approach. Whenever substantial disagreement between the ILS and radar monitored ground track or glide path occur, the approach shall be abandoned if visual contact has not been established and a normal approach confirmed. FLIGHT OPERATIONS MANUAL 9.4 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

3) The Localizer-type Directional Aid (LDA) compares in use and accuracy to a standard ILS Localizer but is not part of a complete ILS. The LDA is not aligned with the runway. Some are equipped with a glide slope and/ or DME. Straight-in minimums may be published where alignment between course and runway does not exceed 30 degrees. If alignment exceeds 30 degrees, circling minimums normally apply.

2.5 LS Localizer False Course Capture (FSAT 95-11) 1) The localizer capture criterion designed to minimize localizer overshoot for Automatic Flight Control System (AFCS) equipped aircraft may initiate false captures in areas located well off course where receivers cannot properly process the localizer modulation levels. These false captures are short lived deviations as they are not followed by the appropriate localizer guidance. 2) False course captures may occur when the pilot selects APPROACH mode from either HDG or LNAV mode. Some ILS receivers produce lower than expected course deviation outputs in the presence of high modulation levels of the localizer radiated signal. The reduced course deviation can, in turn, trigger a false course capture in the AFCS. False course captures can occur at azimuths anywhere from 8 degrees to 35 degrees but are most likely to occur in the vicinity of 8 degrees to 12 degrees azimuths from the published localizer course. This equates to approximately 1.3 NM when intercepting the localizer at 10 NM from the threshold. 3) In order to minimize the possibility of a false course capture during an ILS Approach, pilots should use raw data sources to ensure that the aircraft is on the correct localizer course prior to initiating a coupled approach. The following cockpit procedures are recommended: a) APPROACH mode should not be selected until the aircraft is within the ILS service volume (approximately 18 NM of the threshold); and b) Pilots should: 1) Ensure that the ADF bearing (associated with the appropriate NDB site) is monitored for correct runway orientation; 2) Be aware when the raw data indicates that the aircraft is approaching and established on the correct course; and 3) Be aware that should a false course capture occur, it may be necessary to deselect and re-arm the APPROACH mode in order to achieve a successful coupled approach on the correct localizer course. 4) The use of Final Approach Course Fixes (FACF) may aid aircraft with Flight Management Systems (FMS) in reducing the probability of ILS localizer false course captures. These fixes are generally established from 2 to 8 NM prior to the glide slope intercept point on the localizer center line. Transport Canada Aviation is studying the use of FACFs and is drafting a standard for the development and publication of FACFs. The priority will be to print a false capture notation on the plan view of the ILS Approach chart and publish FACFs at those locations that have been reported false course captures. FLIGHT OPERATIONS MANUAL 9.5 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2.6 2.6 Simultaneous ILS Approaches (AIM) 1) System An Approach System permitting simultaneous ILS Approaches to airports having parallel runways separated by a least 4,300 ft. between centerlines. Integral parts of a total system are ILS, radar, communications, ATC Procedures and appropriate airborne equipment. The Approach Procedure Chart permitting simultaneous approaches will contain the note “simultaneous approach authorized RWYS 14L and 14R” identifying the appropriate runways, as the case may be. When advised that simultaneous ILS Approaches are in progress, pilots shall advise approach control immediately of malfunctioning or inoperative receivers or if a simultaneous approach is not desired. 2) NTZ (No Transgression Zone) Monitor Service 3) This service is provided for each ILS to ensure prescribed lateral separation during approaches. Pilots will be assigned frequencies to receive advisories and instructions. Aircraft deviating from either localizer to the point where the no transgression zone (an area at least 2,000 ft. wide) may be penetrated will be instructed to take corrective action. If an aircraft is not observed to respond to such instruction, the aircraft on the adjacent localizer may be instructed to alter course. 4) NTZ Monitor Advisories Whenever simultaneous ILS Approaches are in progress monitor advisories will be provided on the tower frequency. a) The Monitor Controller will have the capability of overriding the Tower Controller on the tower frequency. b) The pilot will be advised to monitor the tower frequency, usually well prior to the marker. c) You may be asked to provide a radio check to the Monitor Controller. d) Pilots are not expected to acknowledge Monitor Controller transmissions unless specifically asked to do so. e) The monitor will automatically be terminated at one mile, or if procedurally required at a specific location or the ILS middle marker. f) The monitor controller will not advise you when monitoring is terminated.

2.7 Simultaneous ILS Approaches Using Precision Runway Monitoring (PRM)

Ordinarily, Simultaneous ILS Approaches to parallel runways are not authorized when the distance between runway centerlines is less than 4,300 ft. However, a new generation Radar System is being installed at selected airports, which, when operational, authorizes Simultaneous ILS Approaches to parallel runways when the distance is not less than 3,400 ft. The enhanced Radar System provides controllers almost instantaneous radar information. The supporting automated tracking software furnishes the controller with aircraft identification and position, a 10 second projected position as well as visual and aural alerts when an aircraft deviates off the localizer towards the no transgression zone (NTZ) which is 2,000 ft. equidistant between extended runway centerlines. All other communications, advisory and control services of regular Simultaneous ILS Approaches are provided by the controller. FLIGHT OPERATIONS MANUAL 9.6 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2.8 Parallel Approaches (AIM) 1) Parallel approaches are an Air Traffic Control Procedure permitting Parallel ILS Approaches to airports having parallel runways separated by at least 2,500 ft. between centerlines. Integral parts of a total system are ILS, radar, communications, ATC Procedures and appropriate airborne equipment. 2) A parallel approach differs from a simultaneous approach in that the minimum distance between parallel runway centerlines is reduced; there is no requirement for radar monitoring or advisories; and, a staggered separation of aircraft on the adjacent localizer course is required. 3) Aircraft are afforded a minimum of two miles radar separation between successive aircraft on the adjacent localizer course and a minimum of three miles radar separation is provided between aircraft during turn-on. 4) Whenever parallel approaches are in progress, aircraft are informed that approaches to both runways are in use. In addition, the Radar Controller will have the capability of overriding the Tower Controllers frequency where the responsibility for radar separation is not performed by the Tower Controller.

2.9 Sidestep Maneuver (AIM) 1) Air Traffic Control may authorize an Approach Procedure which serves either one of parallel runways that are separated by 1,200 ft. or less followed by a straight-in landing on the adjacent runway. Example: Eagle Flight 3335 cleared ILS Approach Runway 7 left side step to Runway 7 right. a) Definitions Approach Runway – the runway to which an Instrument Approach Procedure is to be flown. Landing Runway – the runway cleared to sidestep to and land on visually. b) Pilots are expected to commence the sidestep maneuver as soon as possible after: 1) The landing runway is in sight, or; 2) The landing runway environment is in sight. 2) Landing minima on the “landing runway” will be higher than the minima to the “approach runway.” ATC will not clear an aircraft for landing on a “landing” runway unless weather conditions will permit successful completion of the sidestep maneuver. 3) The sidestep limits are shown on the Jeppesen Charts as a separate box next to the straight-in limits.

2.10 Contact Approach

Contact approaches are not authorized.

2.11 NDB Approach

NDB approaches are not authorized. RNP Approach FLIGHT OPERATIONS MANUAL 9.7 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

RNP approaches are not authorized.

2.12 Circling Procedure (AIM)

The circling minimums published on the Instrument Approach Chart provide adequate obstruction clearance and the pilot should not descend below the circling altitude until the aircraft is in a position to make final descent for landing. Sound judgment and knowledge of his and the aircraft's capabilities are the criteria for a pilot to determine the exact maneuver in each instance since airport design, aircraft position, altitude and airspeed must all be considered. The following basic rules apply: 1) Maneuver the shortest path to the base or downwind leg, as appropriate, under minimum weather conditions. There is no restriction from passing over the airport or other runways. 2) It should be recognized that many circling maneuvers may be made while VFR or other flying is in progress at the airport. Standard left turns or specific instruction from the Controller for maneuvering must be considered when circling to land. 3) At airports without a control tower, it may be desirable to fly over the airport to determine wind and turn indicators, and to observe other traffic which may be on the runway or flying in the vicinity of the airport.

2.13 Circling Approach

Circling approaches may be executed as follows: 1) A circling approach is an approach in which the aircraft completes a portion of an established Instrument Approach Procedure to one runway and then proceeds visually to another runway. This definition of a circling approach does not apply when the approach has an adjacent parallel runway, and a landing minimum for the adjacent parallel runway is published on the approach chart. 2) A ceiling normally is not required and does not prohibit a circling approach when reported. However, some airports require a ceiling in addition to visibility. In such cases, the ceiling and visibility are both controlling and are required before a circling approach may be initiated. 3) Crewmembers should be alert for approach chart notes which restrict the circling maneuvers to specified areas in relation to the airport (i.e., “circling north of runway centerline extended not authorized,” etc.). 4) Circling approaches are not authorized when the reported weather is less than 1,000 feet ceiling and three miles visibility, or the reported weather is less than the charted circling landing minimums for the approach to be used, whichever is higher.

2.14 Aircraft Authorized Minimums 1) IFR Landing minimums for straight-in precision Category I approaches may have lower minimums depending on aircraft equipment and are approved in accordance with the following: FLIGHT OPERATIONS MANUAL 9.8 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

a) The authorized aircraft must be equipped with an approach coupler and flight director which provides guidance to decision height. Pilots-in-Command (PIC) are required to engage the autopilot coupler or flight director and use it to decision height or initiation of missed approach unless adequate visual references with the runway environment are established which allow safe continuation to a landing. b) Should the autopilot or flight director be disengaged during the approach, the PIC must execute a missed approach not later than arrival at standard minimums unless visual reference to the runway environment has been established. c) Pilots must be trained in the use of the autopilot coupler and flight director and demonstrate proficiency in ILS Approaches to minimums using this equipment.

2.15 Air Surveillance Radar (ASR) Approach 1) For ASR approaches (if Appendix A authorized), a controller gives azimuth instructions to keep the aircraft aligned with the extended centerline of the runway, but does not give specific altitude instructions unless requested. The controller also advises when the aircraft reaches the point to start final approach and rate of descent based on desirable glide angle and airspeed. The controller also advises touchdown distance each mile on final if requested and gives recommended minimum altitude for that distance point. The Controller provides instructions until one mile from the approach end of the runway and informs the pilot to execute the missed approach if the runway is not in sight at the minimum descent altitude. Normally, when the runway is reported “in sight,” further instructions are automatically discontinued. 2) In addition, the pilot will be advised of the location of the missed approach point (MAP) prescribed for the procedure and the aircraft’s position each mile on final from the runway or airport. 3) Controllers will normally terminate guidance and instruct the pilot to execute a missed approach unless at the MAP, the pilot has the runway or airport in sight, or the prescribed visual reference with the surface is established. 4) Also, if at any time during the approach the Controller considers that safe guidance for the remainder of the approach cannot be provided, the Controller will terminate guidance and instruct the pilot to execute a missed approach.

2.16 Radar Based Approaches; Precision (PAR) and No-Gyro 1) If PAR approaches are authorized in Appendix A of this manual, they will be executed in accordance with the procedures contained in the AOM Volume 1. 2) Regardless of Appendix A authorizations for any other radar based approaches, a no-gyro approach is available to any flight under radar control which experiences an emergency circumstance wherein the directional gyro or other stabilized compass is inoperative or inaccurate. a) When this occurs, the crew should so advise ATC and request a no-gyro vector or approach. b) The flight crew will report the incident on a Pilot Pipeline debrief in accordance with Section 15. FLIGHT OPERATIONS MANUAL 9.9 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2.17 GPS (Global Positioning System)

If GPS approaches are authorized in Appendix A of this manual, they will be conducted in accordance with the procedures contained in the AOM Volume 1.

3 WEATHER FOR APPROACH/APPROACH MINIMA

3.1 Approach and Landing Minima – General

A statement of ceiling and visibility, minimum descent altitude and visibility, or decision altitude and visibility, is required for a straight-in landing on a specified runway. If a straight-in minimum is not prescribed in the procedure, the circling minimum specified applies to a straight-in landing. 1) Straight-in landing weather minima will be that shown on the appropriate approach chart for the standard instrument approach being made. For those approaches where the minima is expressed in a required visibility and an associated Decision Altitude or Minimum Descent Altitude, the legal requirement is the reported visibility. If the required visibility is reported and upon reaching the Decision Altitude or Minimum Descent Altitude, the visual references listed in this Section under “Missed Approach” are visible, and a normal approach and landing can be made – legal minima has been established regardless of the reported ceiling. 2) Straight-in-minimums are shown on Instrument Approach Procedure Charts when the final approach course of the Instrument Approach Procedure is within 30° of the runway alignment and a normal descent can be made from the IFR altitude shown on the Instrument Approach Procedures to the runway surface. When either the normal rate of descent for the runway or alignment factor of 30° is exceeded, a straight-in minimum is not published and a circling minimum applies. The fact that a straight-in minimum is not published does not preclude the pilot from landing straight-in if he has the active runway in sight in sufficient time to make a normal approach for landing. Under such conditions and when Air Traffic Control has cleared the flight for landing on that runway, the aircraft is not expected to circle even though only circling minimums are published. If the Captain desires to circle, he should advise ATC.

NOTE Flights operated by “Restricted Captains” are subject to additional restrictions to landing minima. FLIGHT OPERATIONS MANUAL 9.10 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

3.2 Restricted Captain Minimums 14 CFR 121.652, OpSpec C054, FAA Exemption 5549 A “Restricted Captain” is a pilot who has not accumulated 100 hours as a Pilot-in- Command in revenue service on the type aircraft being operated. FOS will automatically remove the Captain from Restricted Captain status upon accumulating 100 hours of PIC flight time during nightly file maintenance. Flight time acquired during Operating Experience is not eligible toward the 100 hours of PIC flight time. The 100 hour requirement described above may be reduced by 50 percent by substituting one landing as PIC made in Part 121 operations in the same aircraft type, for one hour of required experience, if the pilot has at least 100 hours as PIC of another type aircraft in Part 121 operations. If the Captain wishes to be removed from Restricted Captain status, in accordance with the 50 percent rule, the Captain must transmit, from his personal mode, “RF 100 HIGH” to Crew Qualifications in order to comply with FAA record keeping requirements. 1) For restricted Captains, the DA or MDA and visibility landing minimums for the destination airport must be increased by 100 ft. and one-half mile (or RVR equivalent). RVR, if available, is controlling. In no case, however, can the DA or MDA be less than 300 ft. HAT/HAA as applicable; nor will the visibility be less than one mile or RVR less than 4,500 ft. 2) RVR/visibility conversion table for RESTRICTED Captains: Table 9.1 RVR/Visibility Conversion Table

Published Restricted Minima Minima RVR 1800 or 1/2 RVR 4500 or 1 RVR 2000 or 1/2 RVR 4500 or 1 RVR 2400 or 1/2 RVR 5000 or 1 RVR 4000 or 3/4 RVR 6000 or 1 1/4 RVR 5000 or 1 RVR 6000 or 1 1/2

3) Ceiling and Visibility: Table 9.2 Ceiling and Visibility

Published Restricted Minima Minima 200 and 1/2 300 and 1 250 and 1/2 350 and 1 300 and 3/4 400 and 1 1/4 400 and 3/4 500 and 1 1/4 400 and 1 500 and 1 1/2

4) The DA or MDA and visibility minimums need not be increased above those applicable to the airport when it is designated as a takeoff or landing alternate airport, but in no event may the landing minimums be less than 300 and one. FLIGHT OPERATIONS MANUAL 9.11 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

5) FAA Exemption 5549. a) The FAA recognizes the added safety associated with advanced simulator training and avionics and has provided exceptions to 14 CFR 121.652 restrictions discussed in paragraphs B and C, above. FAA exemption 5549 allows restricted Captains to execute precision approaches at destinations and alternate airports to charted CAT 1 visibility and DA minima, if they are not qualified for CAT 1 minimums based on experience requirements. b) It is Company’s policy that Captains use FAA Exemption 5549, whenever the requirements of the exemption can be met. c) FAA Exemption 5549 requirements. d) Autopilot coupler must be used to DA or missed approach. e) Aircraft must be capable of coupled approach to DA. f) Captain or First Officer must have at least 75 hours in the aircraft in their respective crew position. g) Crosswind and tailwind limit is 10 kts. h) Headwind limit is 25 kts.

3.3 Weather Reported Below Minimums 14 CFR 121.651 A flight cannot begin the “Final Approach Segment” of an approach if the reported visibility is below authorized IFR landing minimums (visibility) for that procedure. (The minimums shown on the applicable Instrument Approach Procedure Chart or as amended for “high minimum Captains”).

3.4 Below Minimums Report During Final Approach Segment 14 CFR 121.651 Once the aircraft is on the final approach segment and the existing visibility is reported to be below “charted” minimums, the approach may be continued as follows: (See Table 10 - 3) 1) ILS The pilot may continue the descent to DA(H) and land unless conditions requiring a missed approach are found to exist. 2) Non-Precision The pilot may descend to MDA and continue the approach and land unless conditions requiring a missed approach are found to exist.

3.5 Straight-In Non-Precision, Category I, and Category II Precision Approach and Landing Minima OpSpec C052, OpSpec C059 The following table defines the lowest authorized IFR landing minimums (ceiling expressed as HAT) an Company Pilot may use for straight-in non-precision and Category I and II precision approaches. When TDZ RVR reports are available for a particular runway, they are controlling for all approaches to and landings on that runway: FLIGHT OPERATIONS MANUAL 9.12 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

• A precision or surveillance radar fix, an NDB, VOR, DME fix or a published minimum GSIA fix may be used in lieu of an outer marker. • Visibility values below 1/2 statute mile for CAT I approaches are not authorized and shall not be used. Table 9.3 Approach Legality Chart h Not Runway Required Edge Lights B Lights Lights Markings Markings or CL Precision Runway Precision Runway Lights and Runway Lights TDZ and CL Lights TDZ ALSF I or II HIRL Not Required Not Required MID RVR600 RVR600 MID or better. A D Options Approach Lights Status and Sub TDZ Controlling Controlling TDZ Controlling TDZ Transmissometer Transmissometer (No Substitution) Substitution) (No Mid Substitution OK Mid Substitution MID & R/O-advisory Approach Legality Legality Chart Approach TDZ 2400 TDZ 3000 TDZ 1800 TDZ 4000 TDZ 1600 A 0/1 750 200 900 200 550 200 500 100 1 1200 200 C C Vis. RVR Meters HAT # ReportsType & RVR Report 4000 2400 3000 3/4 or 1/2 or 5/8 or 1/2 or 1800 1600 I II For Canada, to start CAT II ILS approach, TDZ must report RVR1600 or better and better RVR1600 or report TDZ must approach, ILS CAT II to start Canada, For RVR is not required when visibility is 1/2 mile or greater, but if reported, RVR must be used. used. be must RVR if reported, but greater, or mile 1/2 is visibility when required not is RVR Approaches to runways without or inoperative TDZ and CL must without or lights (AP) inoperative to or be a flown (FD), using autopilot runways flight director Approaches wit The crosswind component on the landing runway must be or less. 15 kts. the landing runway must on component The crosswind Should the FD or AP approach coupler malfunction coupler a missed execute AP approach must or FD the Flightcrew the or Should approach, the during disengaged be approach unless established. approach been has environment to the runway reference visual approach coupler to DA or MAP unless adequate visual references with the runway environment are established which allow which coupler established are approach environment MAPor runway with the DA to references visual adequate unless to a landing. continuation safe CAT A B D C NOTE x FLIGHT OPERATIONS MANUAL 9.13 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

3.6 Circle-to-Land Approach Maneuver OpSpec C075 1) Pilots are authorized to accept a circle-to-land approach and conduct a circle-to- land maneuver under the following conditions: a) The reported ceiling is at least 1,000 feet and the visibility is at least three statute miles; or b) The reported weather is at least equal to the charted circling landing minimums for the approach to be used, whichever is higher. 2) Pilots shall use a Minimum Descent Altitude (MDA) of 1,000 feet (HAA) or the MDA of the charted circling landing minimums for the approach to be used, whichever is higher. (Normal rounding procedures apply, see AOM Volume 1 for aircraft specific procedures.)

4 APPROACH PROCEDURES

4.1 Approach Procedures (General)

On all approaches the following will be accomplished: 1) Use all approach and landing aids available. 2) If autopilot is engaged, closely monitor its operations, keeping one hand on the control wheel near the disconnect button. 3) Always monitor “raw data”. 4) Flight crew members should maintain a constant cross check of instruments and indications on each pilot’s respective instrument panel.

4.2 Approach Policies (Category I) 1) The approach minimums for a Category I Precision Approach Procedure shall not be lower than that prescribed by the applicable published Instrument Approach Procedure. 2) The approach minimums for a Non-precision Approach Procedure shall not be lower than that prescribed by the applicable published Instrument Approach Procedure for the aircraft category. 3) A Category I ILS provides for a minimum decision altitude of 200 feet or higher above the touchdown zone. 4) If RVR is less than 1,800 feet, or if RVR is not reported/available and visibility for landing runway is less than 1/2 mile, a CAT I approach is not authorized and cannot be initiated. 5) If the approach is based on RVR, touchdown RVR is required and is controlling. 6) Midfield and Rollout RVR are not required; if given, they are advisory only and are not limiting. The Mid RVR report may be substituted for the TDZ RVR report if the TDZ RVR report is not available. 7) If operational, an autopilot coupled ILS Approach should be made when the visibility is reported less than RVR 5,000 or one mile FLIGHT OPERATIONS MANUAL 9.14 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

4.3 Category II Approach OpSpec C059 1) A CAT II approach is an instrument approach or approach and landing with the decision height lower than 200 ft. but not lower than 100 ft. and a runway visual range not less than 1200 ft. (AC 120-29A). 2) Published Category II ILS approaches may be conducted when the reported RVR is 1200 or more subject to the following restrictions (OpSpec C059): a) The decision height is published on the approach chart, and must be identified by the radio altimeter. b) Aircraft and ground equipment required for Category II approaches is specified in the MEL and Operating Manual. c) The Captain must have 300 hours as PIC for Avatar Airlines and 100 hours PIC in aircraft type. d) Refer to the Approach Legality Chart, Table 9-3, for current approved CAT II minima. 3) CAT II operations are authorized only to runways for which an approach chart has been issued. 4) CAT II ILS “RA NA” approaches are not authorized (refer to Jeppesen Airway Manual). 5) In Canada, before initiating a CAT II ILS approach, in addition to a touchdown zone transmissometer report of RVR1200 or better, a midfield report of RVR600 or better is required.

4.4 Minimum Altitudes During Approach 14 CFR 91.129, 121.659, 121.661 1) When approaching to land on a runway being served by an ILS, the aircraft shall be flown at or above the glide slope between the outer marker and the middle marker. 2) When approaching to land on a runway served by a VASI, the aircraft shall be flown at or above the glide slope. 3) If visual reference to the ground is established before completion of an Approach Procedure, it is expected that the entire procedure will be executed unless the pilot requests and is granted clearance to proceed directly to the airport. 4) When making an initial approach to a radio navigational facility under IFR, no person may descend below the pertinent minimum altitude for initial approach (as specified in the Instrument Approach Procedure for that facility) until his arrival over that facility has been definitely established. FLIGHT OPERATIONS MANUAL 9.15 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

4.5 Stabilized Approach Concept 1) The pilot’s decision-making process requires the pilot to be able to determine displacements from the course or glide path centerline, to mentally project the aircraft’s three-dimensional flight path by referring to flight instruments, and to then apply control inputs as necessary to achieve and maintain the desired approach path. This process is simplified by maintaining a stable approach speed, descent rate, vertical flight path and configuration during the final stages of an approach. Maintaining a stable speed, descent rate, vertical flight path and configuration is a procedure commonly referred to as the stabilized approach concept. Operational experience has shown that the stabilized approach concept is essential for safe operations. A stabilized approach means that the aircraft must be in an approved landing configuration, must maintain the proper approach speed with a stabilized power setting, and must be established on the proper flight path before descending below the “Minimum Stabilized Approach Altitude” specified for the type of operation being conducted. These conditions must be maintained throughout the rest of the approach for it to be considered a stabilized approach. 2) The approved landing configuration, proper approach speed and “Minimum Stabilized Approach Altitude” are approach and aircraft specific. This aircraft specific information can be found in each appropriate AOM Volume 1.

4.6 Aircraft Approach Categories – Straight-In Approach

The approach category used to determine applicable approach minimums is based on a speed of VREF, if specified, or if VREF is not specified, 1.3 times stall speed in landing configuration at maximum certificated landing weight. The following categories apply to Jeppesen Airway Manual for straight-in approaches: 1) Boeing – Category C

4.7 Standard Callouts (Final Approach Segment)

To ensure a complete and common understanding between crew members regarding the location and status of the aircraft during an approach, the standard callouts in AOM Volume 1 shall be used during all Avatar Airlines flights.

4.8 Cross Checking of Altimeters

Before and during an approach, use altimeter procedures as follows: 1) Check settings and compare readings of both barometric altimeters. If altimeter indications disagree, the functioning altimeter indicating the lowest altitude will be assumed correct, and all altimeters shall be set to match it to determine critical altitudes (MDA, DA, etc.) for the approach and landing. 2) During ILS Approaches, cross-check both altimeters at outer marker for agreement with the published Glide Slope Altitude at Outer Marker. FLIGHT OPERATIONS MANUAL 9.16 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

4.9 Approach Briefing

The Captain will ensure a briefing detailing the arrival, type of approach to be conducted (Visual, ILS, GPS, etc), and runway of intended landing has been completed prior to every approach. The Captain will specify which pilot will fly the approach and landing. Refer to the AOM for specific approach briefing guidance.

4.10 Radar Vectoring

Pilot and controller responsibilities for radar vectors are as follows: 1) Pilot a) Comply with headings and altitudes assigned by ATC. b) Question any assigned heading or altitude believed to be incorrect. c) If operating VFR or VMC and compliance with any radar vector or altitude assigned by ATC would cause a violation of any CFR, advise ATC and obtain a revised clearance or instruction. 2) Controller a) Vectors aircraft in controlled airspace: b) For separation c) For noise abatement d) To obtain an operational advantage for the pilot or controller e) Vectors aircraft in controlled and uncontrolled airspace when requested by the pilot. f) Vectors IFR aircraft at or above minimum vectoring altitudes. g) Is permitted to vector VFR aircraft, that are not at an ATC assigned altitude, at any altitude, provided that terrain avoidance/separation is the pilot's responsibility. 3) ATC radar facilities are authorized to clear aircraft, and pilots are authorized to accept clearances, below the minimum enroute altitude specified for an airway or route and, in some cases, below the Minimum Obstruction Clearance Altitude (MOCA). However, no clearance may be issued that places the aircraft below the Minimum Vectoring Altitude (MVA) for that particular route. Clearances above the Maximum Authorized Altitude (MAA) shown on enroute charts may be accepted provided the aircraft is being radar vectored or is under radar control. Also, ATC procedures permit the use of low altitude (victor) airways above FL180 if radar monitoring is provided.

4.11 Visual Descent Point 1) Visual Descent Points (VDP) are incorporated in selected Non-Precision Approach Procedures. A VDP is normally identified by DME on VOR and LOC procedures. The VDP is identified on the profile view of the approach chart by the symbol: V. 2) The Pilot-Flying shall not descend below the MDA prior to reaching the VDP (provided the pilot has the means to establish reaching the VDP), and acquiring adequate visual reference (as defined in this Section). Descent may not be commenced if the aircraft is not in position to allow normal descent and landing in the touchdown zone of the landing runway. FLIGHT OPERATIONS MANUAL 9.17 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

3) In most cases, a missed approach should be initiated upon reaching the VDP, if the criteria for continuing below MDA has not been met.

4.12 VFR Approaches and Canceling IFR Flight Plans 1) Good operating practice dictates that approaches be made under instrument flight rules (IFR) whenever practical. a) Approaches under visual flight rules (VFR) are permitted. However, prudent judgment on the part of the Captain must be exercised when canceling an IFR flight plan. All requirements of subparagraph B., below must be complied with. b) Flight crews shall remember that ATC traffic information to aircraft operating under VFR is on a “work load permitting” basis. Therefore, extreme caution and a most diligent traffic watch must be maintained. 2) In accordance with Operations Specifications, Paragraph C077, prior to canceling an IFR flight plan, VFR weather conditions as specified in the regulations must exist, and one of the following conditions must be met; a) The flight is operating within a Class B, C or D associated with the destination airport; remains within controlled airspace or an airport traffic area; is radar monitored by ATC; and is in direct communication with the appropriate ATC facility, or; b) The flight crew is in direct communication with an air/ground communication facility which provides airport traffic advisories and at least one of the following additional conditions are met: c) The flight is operating within 10 NM of the destination airport, or; d) Visual reference with the landing surface is established and can be maintained throughout the approach and landing.

4.13 Limitations on Procedure Turns 14 CFR 91.175 In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specified “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.

4.14 Descent Below MDA/DA(H) 14 CFR 121.651, SAFO 09016 1) When a landing cannot be accomplished, advise ATC and, upon reaching the missed approach point defined on the approach procedure chart, the pilot must comply with the missed approach instructions for the procedure being used or with an alternate missed approach procedure specified by ATC. (AIM 5-4-21)

NOTE If go-around is initiated prior to the Missed Approach Point (MAP), follow the final approach course until reaching the MAP. FLIGHT OPERATIONS MANUAL 9.18 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2) General 14 CFR 121.651, SAFO 09016 a) No pilot may operate an aircraft below the authorized MDA, or continue an approach below the authorized DA(H), unless: b) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers and where such a descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing. c) The flight visibility is not less than the visibility prescribed in the standard Instrument Approach Procedure being used; and, d) Except for Category II approaches, where any necessary visual reference requirements are specified by the authorization of the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot and remains distinctly visible and identifiable throughout the landing phase: 1) The approach light system, except that the pilot may not descend below 100 ft. above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or red side row bars are also distinctly visible and identifiable. 2) The threshold 3) The threshold markings 4) The threshold lights 5) The runway end identifier lights 6) The visual approach slope indicator 7) The touchdown zone or touchdown zone markings 8) The touchdown zone lights 9) The runway or runway markings 10) The runway lights

5 MISSED APPROACH

5.1 Missed Approach Decision Making 1) Avatar Airlines has a no-fault go-around policy. Pilots should execute every approach with the presumption that a missed approach is a successful outcome. Plan each approach through the missed-approach procedure and make the decision to land only when all criteria are safely satisfied. 2) Missed-approach decision: The Captain has “full control and authority in the operation of the aircraft” (14 CFR 121.533, 121.535), however the Captain should give every consideration to a recommendation by another cockpit crew member that a missed approach be executed. FLIGHT OPERATIONS MANUAL 9.19 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

5.2 Missed Approach Procedure (SAFO 09016)

The flight crew shall use the Missed Approach Procedure specific to the applicable aircraft type as prescribed in the aircraft AOM. A Missed Approach is required when: 1) Directed by ATC to do so, or; 2) The flight visibility (as judged by the pilot) is not equal to or greater than the visibility requirements published on the Jeppesen approach chart, or; 3) Radio or approach instrument failure occurs below 1,000 feet above the DA(H) or MDA, as appropriate, and visual contact has not been attained, or; 4) The aircraft is not continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and that descent rate will allow the pilot to touchdown in the touchdown zone of the intended runway, or; 5) At MAP or DA(H) as applicable, none of the following visual aids are identifiable or after identification and after the aircraft descends below the MDA or DA(H) are lost: a) The approach light system. However, if the approach light system is visible, descent below 100 feet above the touchdown zone is not permitted unless the red terminating bars or the red side row bars are also visible. b) The Visual Approach Slope Indicator (VASI). c) The Runway End Identification Lights (REIL). d) The threshold, the threshold markings or the threshold lights. e) The runway lights. f) The touchdown zone lights. g) The touchdown zone, or touchdown zone markings. h) The runway or runway markings. 6) Avatar Airlines operating procedures allow either pilot to call for a Missed Approach. When a Missed Approach is called, the Pilot-Flying will initiate an immediate Missed Approach Procedure. (SAFO 10005). 7) A missed approach/Go-around below DA(H) must be initiated if: a) A reduction in visual references occurs which prevent safely continuing the approach and landing. b) The Captain determines that a landing cannot be safely accomplished within the touchdown zone. 8) In the event that normal operation out of a runway (i.e., one way in/out) may not be possible following a balked or rejected landing, information regarding any commitment points and/or emergency extraction procedures will be contained in Jeppesen Airway Manual.

5.3 Missed Approach While Circling (AIM) 1) Each pilot operating an aircraft shall immediately execute an appropriate Missed Approach Procedure whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach. FLIGHT OPERATIONS MANUAL 9.20 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2) If visual reference is lost while circling to land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate Missed Approach Procedure is specified by Air Traffic Control). To become established on the prescribed missed approach course, the pilot should make an Initial Climbing turn toward the landing runway and continue the turn until he is established on the missed approach course. In as much as the circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas.

5.4 Diversions to Alternate Airports 14 CFR 121.652 1) If a flight is diverted to the alternate an instrument approach may be executed to the lowest published minima for the approach used. 2) A restricted Captain need not increase the DA or MDA and visibility landing minimums above those applicable to the airport when used as an alternate airport. But in no case, may the landing minimums be less than 300-1. (Exemption 5549 applies to all aircraft) 3) When a flight is being diverted to an alternate airport, and ACARS is installed, the Dispatcher shall issue a release message to the Captain with a copy to the airport of alternate landing and the airport of scheduled landing, and will include in the message, the disposition of the flight on arrival at the alternate airport. If the flight is cancelled on arrival at the alternate airport, or will be excessively delayed, specific instructions such as “Forward Passengers to Destination via Surface Transportation” will also be included. If ACARS is not available, the preceding information will be transmitted verbally via VHF company radio communication or TELESIS. 4) If the diversion to the alternate is merely for the purpose of refueling and then continuing to the scheduled destination, such information will be included in the message. 5) Upon receipt of the above message, the Captain shall advise the passengers in the cabin of the planned alternate airport operation. This announcement should include the estimated arrival time at the alternate airport. If cancellation or long delay is involved, request that passengers remain seated on arrival until the agent meeting the airplane or the Flight Attendant can announce over the aircraft’s PA System the most expeditious means of passengers getting to their desired destination. 6) Once a firm plan is established for alternate airport operations the crew should stick with that plan as long as operating conditions permit; otherwise, we will confuse and inconvenience our customers. 7) In the event of hold or cancellation at an intermediate station, information on disposition of crew should be included in original message, if practical, or supplied as soon thereafter as possible. Immediately on receipt of hold or cancellation message, crew scheduling personnel shall advise assigned crews accordingly. FLIGHT OPERATIONS MANUAL 9.21 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

8) In order that inquiries from friends of passengers (and cargo customers) may be readily answered, it is desired that information regarding air interruptions, lengthy holds, or expected termination of a flight more than two hours late be made available to station personnel. Distribution of this information will normally be made via the reservations SABRE System. Such information will be originated by the controlling Dispatch Center and will be entered into DECS. 9) Messages should be brief, indicate the cause of the irregularity, and be so worded that they may be read directly to inquirers without causing alarm. When possible, include the probable overall delay to the operation of the flight.

6 LANDING

6.1 Parallel Runways (HBAT 04-07)

Parallel runways of 1,000 feet or less separation present a special challenge to runway safety. The FAA has been analyzing runway incursions at the 35 busiest airports. This analysis revealed that a disproportionate number of pilot deviations occur on parallel runways with separation of 1,000 feet or less. Use of “high speed” runway turnoffs with closely spaced parallel runways may be particularly problematic. A typical situation involves a pilot who is instructed to “hold short” of the parallel runway after landing and exiting off a high-speed runway turnoff. The pilot reads back the “hold short” instruction correctly, but then fails to comply. The speed at which the aircraft is traveling and the reduced distance between runways combine to create a situation that increases the probability of a pilot crossing the hold short lines and/or entering the adjacent runway. Avatar Airlines operates to the following airports which have been identified to have parallel runways spaced 1,000 feet or less apart. Flight crews should use extra vigilance when conducting operations at these airports: ATL - Atlanta, GA - Hartsfield/Jackson Atlanta Intl. CUU - Chihuahua, Mexico - Gen. Div. P.A. Roberto Fierro Villalobos Intl. CLE - Cleveland, OH - Hopkins Intl. DFW - Dallas/Ft. Worth, TX - Dallas Ft. Worth Intl. FAT - Fresno, CA - Fresno Yosemite Intl. HOU - Houston, TX - Hobby IAH - Houston, TX - George Bush Intercontinental/Houston LRD - Laredo, TX - Laredo Intl. LAX - Los Angeles, CA - Los Angeles Intl. MEM - Memphis, TN - Memphis Intl. MIA - Miami, FL - Miami Intl. EWR - Newark, NJ - Newark Liberty Intl. ONT - Ontario, CA - Ontario Intl. PHX - Phoenix, AZ - Phoenix Sky Harbor Intl. PIT - Pittsburgh, PA - Pittsburgh Intl. SAT - San Antonio, TX - San Antonio Intl. SFO - San Francisco, CA - San Francisco Intl. SJC - San Jose, CA - Mineta San Jose Intl. SNA - Santa Ana, CA - John Wayne/Orange Co. FLIGHT OPERATIONS MANUAL 9.22 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

TOR - Toronto, Ontario Canada - Toronto/Pearson Intl. SPS - Wichita Falls, TX - Sheppard AFB/Wichita Falls Mun.

NOTE When conducting operations out of the above listed airports a F-4 message will be appended to the release.

6.2 Flight Confidence Check 1) A. FAA Approved Lower Landing Minimums (LLM), which allow CAT II operations, requires a successful CAT II approach be accomplished and reported at least once every 60 days. This validating approach is referred to as a Flight Confidence 2) Reported CAT II approaches are tracked by FOS. Beginning 15 days prior, to the expiration of the Flight Confidence Check, FOS will append a Special Message (J8) to the flight plan requesting a CAT II approach be made and reported. If no CAT II approach is reported within 60 days of the last reported successful CAT II approach, a MEL will be posted in the AML with the following notation – “Restricted to CAT I Weather Minima Awaiting Flight Confidence Check.” This downgrades the weather minima, not the aircraft system. A CAT II approach should be accomplished when feasible, weather and traffic conditions permitting. 3) Flight Confidence Checks must be accomplished using normal CAT II procedures. Weather conditions for a Flight Confidence Check after the 60 day limit has expired, must be CAT I or better. All other limitations and operational requirements for accomplishing a CAT II approach must also be observed, and consideration given to the information on ILS critical area protection. a) When conducting CAT II approaches in other than CAT II weather, the flight crew must confirm with ATC the ILS Critical area for the runway being used is clear. 4) After completing a satisfactory Flight Confidence Check the following shall be accomplished: a) Send an ACARS freetext entry “M65Sxxxx” where the RVR at the time of the approach is reported in the (xxxx) location. (If the RVR is greater than 4000, place “4000” into the (xxxx) location), and b) Place an Info to Maintenance entry in the AML (procedure listed in Sec. 4 of this manual) stating – “Successful CAT II approach completed.”

NOTE If a Flight Confidence Check J8 message appears on the Flight Release, but a “Successful CAT II approach completed” entry is observed during the AML review, there is no need to complete an additional Flight Confidence Check. FLIGHT OPERATIONS MANUAL 9.23 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

5) If a CAT II approach is unsatisfactory for the purposes of a Flight Confidence Check the following shall be completed: a) Place an Info to Maintenance entry in the AML (procedure listed in Sec. 4 of this manual) stating appropriate cause: • “CAT II approach FAIL - Airborne equipment fault”, or • “CAT II approach FAIL - Ground facility difficulties”, or • “CAT II approach FAIL - Abort of approach”, and b) Send one of the following ACARS freetext messages associated with the failure: ACARS Freetext Reason for failure M65F11 Poor system performance (i.e., Equipment irregularity without the presence of a fault) M65F22 Airborne equipment fault (i.e., Equipment failure resulting in an AML entry) M65F33 Ground facility difficulties M65F44 Air Traffic Control M65F55 Lack of critical area protection M65F66 Other

NOTE 1 If the CAT II approach failed for a system failure or abnormality requiring flightcrew intervention at less than 100 feet AGL in less then CAT I weather minima, MOC must obtain additional information during the Info to Maintenance reporting.

NOTE 2 If the CAT II approach was unsatisfactory due to aircraft equipment fault, the associated aircraft discrepancy must be entered into the AML.

6.3 Category II Approach Reporting

After attempting or successfully completing a Category II approach, for the purpose other than a Fight Confidence Check, the following reporting requirements apply. 1) After completing a satisfactory CAT II approach the following shall be accomplished: a) Send an ACARS freetext entry “M65Sxxxx” where the RVR at the time of the approach is reported in the (xxxx) location. (If the RVR is greater than 4000, place “4000” into the (xxxx) location), and b) Place an Info to Maintenance entry in the AML (procedure listed in Sec. 4 of this manual) stating – “Successful CAT II approach completed.” FLIGHT OPERATIONS MANUAL 9.24 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2) If an attempted CAT II approach results in a MAP the following shall be accomplished: a) Place an Info to Maintenance entry in the AML (procedure listed in Sec. 4 of this manual) stating appropriate cause: • “CAT II approach FAIL - Airborne equipment fault”, or • “CAT II approach FAIL - Ground facility difficulties”, or • “CAT II approach FAIL - Abort of approach”, and b) Send one of the following ACARS freetext messages associated with the failure: ACARS Freetext Reason for failure M65F11 Poor system performance (i.e., Equipment irregularity without the presence of a fault) M65F22 Airborne equipment fault (i.e., Equipment failure resulting in an AML entry) M65F33 Ground facility difficulties M65F44 Air Traffic Control M65F55 Lack of critical area protection M65F66 Other

NOTE 1 If the CAT II approach failed for a system failure or abnormality requiring flightcrew intervention at less than 100 feet AGL in less then CAT I weather minima, MOC must obtain additional information during the Info to Maintenance reporting.

NOTE 2 If the CAT II approach was unsatisfactory due to aircraft equipment fault, the associated aircraft discrepancy must be entered into the AML.

6.4 Intersecting Runway Separation

Where approved, a controller may authorize an aircraft to takeoff from one runway and another aircraft to land simultaneously on an intersecting runway. Authorization may also be issued for simultaneous landings on intersecting runways. The following restrictions apply: 1) Simultaneous takeoff and landing operations, or simultaneous landing operations may be conducted during daytime or night-time VFR (VMC) conditions only. 2) ATC will instruct the landing aircraft to hold short of the runway being used by an aircraft taking off. For simultaneous landings, the aircraft capable of the shorter landing distance will be restricted. 3) ATC will issue the available runway length to the intersection, if requested. The Captain shall notify ATC if full length is required. 4) ATC will issue clearance in sufficient time to allow the flight to take other action, if desired. Acknowledgment must include the runway and aircraft identification. FLIGHT OPERATIONS MANUAL 9.25 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

5) Both runways must be dry, with braking action reported as good or better. A wet grooved runway may be used, if braking action is reported as good or better. 6) No tailwind component is permitted for a landing aircraft restricted to hold short of an intersection.

6.5 Landing (Wind Conditions) 1) Pilots shall obtain the latest surface wind direction and velocity prior to landing. 2) The wind will be described as calm when the wind velocity is less than three kts. 3) Operations shall be suspended whenever wind gusts of 50 knots or more occur with such frequency that a Captain might experience such velocities during landing or taxiing. 4) Crosswind and Tailwind: a) In determining crosswind components gust velocities and direction are advisory only, but should be given consideration as such when weighing the operational acceptability of a cross wind situation. b) A maximum tailwind component of 10 knots for takeoff or landing, for all aircraft, is allowed if supported by the airport analysis. c) Maximum Acceptable Crosswind Component, including Gusts. Max 20 Knots 15 Knots 10 Knots Demonstrated • Dry Runway • Braking action • Vis less than ¾ • Braking action or reported fair mile or reported poor or • Braking or • RVR <4000 on • Environmental action reported • Environmental the runway of conditions are such that good conditions are intended landing braking action such that braking • CAT II is poor. action is fair. Operations

d) Crosswind limits may be further restricted by the AOM or Abnormal/Emergency Procedures.

6.6 Land and Hold Short Operations (LAHSO) (FAAO 7110.118) FAA Order 7110.118, OpSpec A027 1) General Procedures and Policies The following guidelines and procedures will be used to enhance crew member awareness and facilitate the safe conduct of all LAHSO operations. a) Definitions 1) LAHSO – An acronym for ‘Land and Hold Short Operations’. These operations include landing and holding short of an intersecting runway, a taxiway, a predetermined point or an approach/departure flight path. 2) Available Landing Distance (ALD) – That portion of a runway available for landing and rollout for aircraft cleared for LAHSO. This distance is measured from the landing threshold to the hold- short point. FLIGHT OPERATIONS MANUAL 9.26 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

3) Hold-Short Point – A point on the runway beyond which a landing aircraft with a LAHSO clearance is not authorized to proceed. 4) Hold-Short Position Marking – The painted runway marking located at the hold-short point on all LAHSO runways. 5) Hold-Short Position Signs – Red and white holding position signs located alongside the hold-short point. 6) LAHSO Lighting – Six, or seven in-pavement, pulsing white lights at the LAHSO hold short point. 7) Rejected Landing – A rejected landing, for the purposes of LAHSO, is when the PIC elects to go-around having determined that a full stop landing at the hold-short point is not assured due to an emergency situation, unsafe condition on the runway, or the aircraft is not properly configured to complete a full stop within the available landing distance. 8) Dry Runway – Defined as no visible moisture. 9) Vertical Guidance – Visual or electronic glide slope, (i.e., Precision Approach Path Indicator (PAPI), Visual Approach Slope Indicator (VASI)).

NOTE The pulsed light approach slope indicator (PLASI) may not be used to provide visual glide slope information during LAHSO.

10) Contaminated Runway – For the purpose of LAHSO operations, a runway is considered contaminated whenever standing water, ice, snow, slush, frost in any form, heavy rubber deposits, or other substances are present. A runway is contaminated with respect to rubber deposits or other friction degrading substances when the average friction value for any 500 feet segment of the runway within the available landing distance falls below the recommended minimum friction level and the average friction value in the adjacent 500 feet segment falls below the maintenance planning friction level. b) Planning 1) To conduct LAHSO, pilots should consider aircraft performance requirements during preflight planning. 2) The Pilot-in-Command (PIC) shall determine the capability for LAHSO as soon as possible after notification of LAHSO. 3) Upon receipt of the ATIS, or notification by ATC that LAHSO is being conducted on the expected landing runway, the PIC shall determine the capability to accept the LAHSO clearance. When the ATIS is acknowledged, and upon initial contact with the appropriate control tower, the PIC will advise ATC when unable to accept the LAHSO clearance. 4) LAHSO clearance shall not be accepted if provided after the aircraft has descended below 1,000 ft. Above Ground Level (AGL) on final approach to the landing runway. FLIGHT OPERATIONS MANUAL 9.27 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

2) Runway Surface and Weather Limitations and Provisions (OpSpec A027): At certain controlled airports, ATC may provide a clearance for LAHSO operations, and this clearance may be accepted by flight crew members under the following conditions: a) The LAHSO runway available landing distance must be dry. LAHSO operations on wet runways or contaminated runways are prohibited. b) LAHSO will not be authorized to a runway that does not have visual or electronic vertical guidance: c) Weather minima for LAHSO requires a prevailing weather condition consisting of a ceiling of no less than 1,500 feet and a visibility of no less than five statute miles. d) Weather minima: Where a VASI or PAPI is installed and operational, the weather conditions may be no less than a ceiling of 1,000 feet and a visibility of no less than three statute miles. e) LAHSO shall not be utilized if windshear advisories are included on the ATIS broadcast. At locations not served by an ATIS, or where the ATIS is out of service, LAHSO operations are not authorized if windshear has been reported within the previous 20 minutes prior to the LAHSO clearance being issued. f) The tailwind on the hold short runway shall be calm (less than three kts). g) The PIC has final authority to accept or decline any LAHSO clearance. 3) Minimum Equipment List Requirements a) LAHSO is prohibited if the aircraft is subject to any minimum equipment list items that effect the stopping capability of the aircraft. b) Autobrakes, anti-skid, ground spoilers and thrust reversers, if installed, are required to be operational prior to accepting a LAHSO clearance. 4) Required Landing Distance for LAHSO a) AFM distance plus 1,000 feet is assured if the specific airport and runway configuration is included in the Jeppesen Airway Manual. b) If the computation of LAHSO landing data interferes with other cockpit safety of flight duties, the LAHSO shall not be accomplished. c) Required landing distances for LAHSO is readily available to the PIC and is contained in the aircraft Flip Cards. 5) Stabilized Approach Criteria for LAHSO Operations a) It is essential that a stabilized approach to the landing runway be flown. A stabilized approach must be established before descending below the following minimum stabilized approach heights: b) 500 feet above the airport elevation during Visual Flight Rules (VFR) or visual approaches and during straight-in instrument approaches in Visual Meteorological Conditions (VMC). FLIGHT OPERATIONS MANUAL 9.28 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

c) Minimum descent altitude or 500 feet above airport elevation, whichever is lower, if a circling maneuver is to be conducted after completing an instrument approach. d) 1,000 feet above the airport or Touchdown Zone (TDZ) elevation during any straight-in instrument approach in Instrument Meteorological Conditions (IMC).

NOTE Refer to AOM Volume 1 – Stabilized Approach Criteria for aircraft specific minimums.

a) The tables in FAAO 7110.118 are an air traffic control tool for identifying aircraft, by group, that are able to land and hold short based on the available landing distance. b) Landing distance will be the FAA-approved AFM distance (Flip Cards) plus 1,000 feet for the configuration, environment, and weight actually used for landing obtained from the aircraft Flip Cards. In no cases shall LAHSO be conducted to a runway distance less than specified for an aircraft type as identified in FAAO 7110.118, Appendix 1. 6) Approved LAHSO Airports and Runway Configurations.

NOTE If a particular airport or runway configuration is not listed in the Jepps as approved for LAHSO, it shall not be used for LAHSO operations.

a) LAHSO operations will be conducted only to runways that meet the following criteria: b) LAHSO Lighting – Six or seven in-pavement pulsing white lights at the LAHSO hold-short point. c) When LAHSO in-pavement lighting is available – The lights shall be on when LAHSO is included on the ATIS broadcast. d) Night LAHSO may be conducted only where an approved LAHSO lighting configuration is installed. e) When LAHSO is in effect, mixed operations may occur on the LAHSO runway. This means that periodically the LAHSO runway may be used for full-length landings and departures as traffic conditions may allow. The PIC, using a LAHSO runway for full- length takeoff or landing when LAHSO is in effect for that runway, must understand that if the hold short point lights are installed they will be ON. f) LAHSO will not be authorized to a runway that does not have visual or electronic vertical guidance.

NOTE Pulsed Light Approach Slope Indicator (PLASI) is not acceptable for vertical guidance.

g) Refer to the AIM for published LAHSO markings and signs. FLIGHT OPERATIONS MANUAL 9.29 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

7) Rejected Landing Procedures a) Rejected Landing Procedures may be established for some locations. Pilots are expected to execute the published procedure unless alternate instructions are given by Air Traffic Control. Rejected Landing Procedures are published in the Jeppesen. b) If a rejected landing becomes necessary, the PIC must promptly notify ATC. c) A rejected landing must be initiated if touchdown using normal landing procedures would cause the aircraft’s landing distance required to exceed the ALD. d) When conducting an instrument approach and cleared to land and hold short, and a go-around is required, pilots are expected to: e) If below 1,000 feet and in Visual Meteorological flight Conditions (VMC), execute the published Rejected Landing Procedure. f) If on the approach at or above 1,000 feet, and in Instrument Meteorological Conditions (IMC) or Visual Meteorological flight Conditions (VMC), execute the published Missed Approach Procedure for the Instrument Procedure being flown. g) When conducting a visual approach and cleared to land and hold short, and a go-around is required, pilots are expected to: if below 1,000 feet execute the published Rejected Landing Procedure (RLP). h) Heading and/or altitude assignments must be flown as published until directed otherwise by ATC. 8) Crewmember Responsibilities At certain controlled airports, ATC may provide a clearance for LAHSO operations, and this clearance may be accepted by flight crew members under the following conditions: 1) The PIC must determine from information provided in the Jepps that the LAHSO clearance is authorized. 2) A PIC who accepts a LAHSO clearance shall exit the runway at the first convenient taxiway (unless directed otherwise by ATC) before reaching the hold-short point. Otherwise the pilot must stop and hold at the hold-short point. 3) Crewmembers shall provide a full readback of the LAHSO clearance using the phraseology “HOLD-SHORT OF RUNWAY/ TAXIWAY/OR POINT”. 4) If, for any reason, such as difficulty in discerning the location of a LAHSO intersection, wind conditions, aircraft conditions, etc., the PIC determines that compliance with a LAHSO clearance is not safe, he shall promptly inform ATC using the most expeditious means possible. 5) The PIC has final authority to accept or decline any LAHSO clearance. 9) Crew Brief Items a) Available Landing Distance b) Landing Distance Required c) Stabilized Approach FLIGHT OPERATIONS MANUAL 9.30 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

d) Touch down must be made using normal procedures within the ALD.

NOTE The tables in FAAO 7110.118 are an air traffic control tool for identifying aircraft, by group, that are able to land and hold short based on the available landing distance.

e) Rejected Landing Procedure (if applicable). 10) Land And Hold Short Operations (LAHSO), FAA Order 7110.118 • Authorized Land and Hold Short Operations airport and runway configurations are listed in the appropriate Jeppesen Charts. If an airport runway configuration is NOT listed, LAHSO operations are Not Authorized. • Only the following tables comply with manufacturer Aircraft Flight Manuals (AFM) plus 1,000 feet restrictions, and are sufficient to ensure required aircraft performance. Aircraft are categorized into Groups. Groups are determined by aircraft specific landing performance. Group 7: Avatar • Prior to accepting a LAHSO clearance, pilots must review the appropriate table to ensure compliance. Review the intended landing runway information on the Jeppesen Charts to ensure sufficient landing performance. FLIGHT OPERATIONS MANUAL 9.31 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

• If applicable, the authorized Rejected Landing Procedure (RLP) will be listed with the LAHSO runway. Avatar Aircraft Group/Distance Minima Sea 1,000 2,000 3,000 4,000 5,000 6,000 7,000 Grou Level to ft. ft. ft. ft. ft. ft. ft. 7 6,000 6,100 6,200 6,300 6,400 6,500 6,600 6,700

6.7 Night Landings 1) The requirements of 2., below must be complied with for all operations conducted during the period between the end of evening civil twilight to the beginning of morning civil twilight (times are available from OCC). 2) Runway centerline lights, temporary electronic lights or flare pots spaced at 200 ft. intervals outlining runway length not less than the CFR required field length needed for existing conditions for the aircraft type being operated, may be substituted for normal electronic runway edge lights provided the local weather is reported as 1000-3 or better and the runway is reported as one dry, two not covered with snow or three not covered with ice.

6.8 Clearing the Runway After Landing

After landing, unless otherwise instructed by the control tower, continue to taxi in the landing direction, proceed to the nearest suitable taxiway and exit the runway without delay. Do not turn onto another runway, make a 180° turn to taxi back on the active runway, or change to ground control frequency while on the active runway without authorization from the tower.

7 AFTER LANDING

7.1 Ramp Parking 1) The Captain is responsible for aligning the aircraft on the appropriate nose wheel lead-in line and visually ensuring that ground equipment or vehicles are outside of the planned path of the aircraft. 2) If waiting for a guideman the aircraft may be turned on to the lead-in line, but should not approach closer than approximately one aircraft length from the final parking position. 3) The guideperson and wingwalker will direct the aircraft from that point to the final parking position using approved signal wands and authorized ramp signals (see Section 5 for Approved Ramp Signals). FLIGHT OPERATIONS MANUAL 9.32 CHAPTER 9 - APPROACH AND LANDING ARevision: A avatar airlines 01-Apr-2021

7.2 Aircraft Ground Maneuvering 1) The Captain is responsible for taxiing the aircraft into position on the designated gate. 2) A minimum of (2) ramp agents, comprised of (1) guideperson and (1) wingwalker are required for taxi-in procedures. Station Management may require the use of additional wingwalkers. However, if the Captain utilizes an automatic parking system, no ramp agents are required (ramp agent signals have priority over automated parking signals). The DFW Docking Guidance System is currently the only approved automatic parking system permitted for use. 3) During taxi operations, if in the judgement of the Captain, safety would be compromised without additional wingtip guidance or other assistance, it is his responsibility to stop the aircraft and obtain the necessary assistance. Hand signals given by guides stationed at a wingtip indicate clearance at that wingtip only and pilots must not interpret or accept them as maneuvering signals. Such “clearance” signals do not relieve the Captain of his responsibility to maneuver the aircraft safely.

7.3 Automated Parking System

To assist in positioning aircraft at a desired parking location, certain systems are utilized to provide guidance for alignment, clearances, and allow maximum use of service equipment. Wingwalkers and Guidemen normally provide guidance for gates even with automated parking systems, however they are not required (ramp agent signals have priority over automated parking signals). Pilots must ensure that all equipment is behind the safety lines. If there is doubt, stop for assistance from ground personnel.

Caution

DOCKING GUIDANCE SYSTEMS (DGS) DOES NOT SCAN THE GATE AREA FOR GROUND EQUIPMENT. THEREFORE, ALL GROUND EQUIPMENT MUST BE PROPERLY PARKED BEHIND THE SAFETY CLEARANCE LINES EXCEPT FOR THOSE UNITS PARKED WITHIN PAINTED PARKING AREAS AND NOTED IN THE FIELD CONDITIONS REPORT, SUCH AS A LOW-PROFILE FUELING STATION AND SAFETY CONES.

7.4 Inoperative Passenger Entry Door Stairs

In the event that the aircraft’s entry stairs should malfunction or otherwise become unusable, the Captain and the arrival station shall be notified as soon as possible, and will determine with station personnel the best means of deplaning passengers. Once suitable arrangements have been determined, the Captain will brief the crew on Passenger Deplaning Procedures. FLIGHT OPERATIONS MANUAL 10.1 CHAPTER 10 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 10 TOC Chapter 10 TOC

CHAPTER 10 - COMMUNICATIONS ...... 10.1 1. GENERAL COMMUNICATIONS PROCEDURES ...... 10.1 1.1 Equipment Checks...... 10.1 1.2 Flight Identification...... 10.1 1.3 Listening Watch ...... 10.2 1.4 Safety Alerts ...... 10.2 1.5 Airport Advisory Service ...... 10.2 1.6 Transponder Inoperative Enroute ...... 10.3 1.7 Time Signals ...... 10.3 2. ATIS ...... 10.3 2.1 ATIS Monitoring ...... 10.3 3. ATC CLEARANCES ...... 10.3 3.1 General...... 10.3 3.2 Pre-Departure Clearances (PDC)...... 10.3 3.3 Pre-Taxi Clearance...... 10.4 3.4 Gate Holds...... 10.4 3.5 Required Readbacks ...... 10.4 3.6 Abbreviated Readbacks...... 10.4 3.7 Full Route Clearances ...... 10.5 3.8 Abbreviated Departure Clearance ...... 10.5 4. TAXI ...... 10.5 4.1 Taxi Clearance...... 10.5 4.2 Line Up and Wait ...... 10.6 4.3 Line Up and Wait - Canada and ICAO Operations ...... 10.6 4.4 Clear of the Runway (AIM) ...... 10.6 5. ATC COMMUNICATIONS ...... 10.7 5.1 Position Reports – Radar...... 10.7 5.2 Position Reports – Non-Radar Environment...... 10.7 5.3 Mandatory ATC Reports ...... 10.7 5.4 Reporting Equipment Malfunctions...... 10.8 6. COMPANY COMMUNICATIONS ...... 10.8 6.1 ARINC...... 10.8 6.2 ARINC Communications Addressing and Reporting System (ACARS) ...... 10.9 6.3 Communication Equipment...... 10.9 6.4 Pilot – Dispatcher Communication...... 10.9 6.5 Company Reports – Requirements and Procedures: (ACARS and Voice) ...... 10.11 6.6 Communication Requirements – “Time Sensitive” Departing Flights ...... 10.16 6.7 Malfunction – Reports...... 10.16 FLIGHT OPERATIONS MANUAL 10.2 CHAPTER 10 TOC ARevision: A avatar airlines 01-Apr-2021

6.8 Delay Reporting ...... 10.17 6.9 Reporting Aircraft On-Ground Status During Diversions ...... 10.20 7. PASSENGER ADDRESS SYSTEM ...... 10.21 7.1 Passenger Address System ...... 10.21 7.2 PA Technique ...... 10.22 7.3 Welcome Aboard Announcements ...... 10.22 7.4 Briefing Passengers Before Takeoff ...... 10.22 7.5 Frequency of Routine Announcements ...... 10.23 7.6 PA Coordination Between Captain and Flight Attendant ...... 10.23 7.7 Use of PA in Irregular Operations...... 10.24 7.8 On Board Delay Announcements ...... 10.24 7.9 Rerouting and Diversions ...... 10.24 7.10 Turbulence...... 10.25 7.11 Prior to Landing ...... 10.25 7.12 Arrival PA – Parking...... 10.25 7.13 Cockpit/Cabin Communications/Passenger Briefing Scripts ... 10.25 FLIGHT OPERATIONS MANUAL 10.1 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Chapter 10CHAPTER 10 - COMMUNICATIONS

1 GENERAL COMMUNICATIONS PROCEDURES

1.1 Equipment Checks 1) Radio Checks Crewmembers shall determine that all electronic equipment is functioning properly by establishing contact with ARINC or ATC on appropriate transceivers and by tuning navigation receivers to the nearest facility and observing proper aural and visual operation. 2) ACARS Checks (If Aircraft is Equipped): a) An automatic ACARS communication link test is accomplished each time power is applied to the aircraft. This link automatically updates the ACARS UTC clock before the first originating flight of the day for the airplane. b) At originating stations which do not have the ground station in service, “ACARS-OTS” is indicated on the release. The flight will proceed as scheduled and the test shall be conducted at the first station where ACARS is in service. c) If a “NO COMM” warning appears, or the ACARS UTC time display is incorrect prior to any departure, perform a manual update using the “PREFLIGHT” screen.

1.2 Flight Identification 1) The call sign for all Company flights “Call Sign” A corresponding three letter identifier is used in ATC filings. This identifier is “Call Sign.” 2) All scheduled, charter, ferry, special, training and functional check flights shall identify themselves using the assigned company identifier, followed by the assigned flight number in group form: (i.e.,“Call Sign Thirty Three Thirty Five.”)

NOTE All DECS or RES entries and all marketing considerations will use the four digit format.

3) This form of identification shall be used in all air/ground communications, whether with Avatar Airlines or ATC. 4) The International Civil Aviation Organization (ICAO) phonetic alphabet shall be used when transmitting letters or numbers. 5) Company flights responding to medical emergencies (first call to an accident scene, carrying patients, organ donors, organs or other urgently needed lifesaving medical materials) shall use in all radio communications, the call sign MEDEVAC followed by Avatar Airlines name and flight number. This designation will provide for expeditious handling by ATC. It is the pilot’s responsibility to ensure this information is provided to ATC. FLIGHT OPERATIONS MANUAL 10.2 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

1.3 Listening Watch 1) Crewmembers shall maintain a constant listening watch on the assigned ATC frequency on Comm radio 1. Crewmembers shall maintain a constant listening watch on Comm radio 2 of the emergency frequency on 121.5 MHz, or appropriate company communications frequency, as required. 2) On functional checks and training flights, crew members should make contact on, and guard, a suitable ATC or FSS frequency so that emergency communications will be available when required. 3) Unless constrained by overriding operational considerations, both pilots should monitor all ATC clearances and instructions. 4) From the time of initial contact with ATC at the airport of takeoff until ramp arrival at destination, crew members shall change ATC frequency at the time and/or points specified by ATC. a) Upon initial contact with ATC, the pilot shall state the aircraft’s assigned altitude preceded by the words “level”, “climbing to”, or “descending to” as appropriate, and b) The aircraft’s vacating altitude, as applicable.

1.4 Safety Alerts

A safety alert will be issued to an aircraft if the controller is aware the aircraft is at an altitude which, in his/her judgment, places it in unsafe proximity to terrain, obstructions, or other aircraft. Once the pilot informs the controller that action is being taken to resolve the situation, the controller may discontinue the issuance of further alerts. 1) Terrain/Obstruction Alert ATC will immediately issue/initiate an alert to an aircraft if they are aware the aircraft is at an altitude which, in their judgment, places it in unsafe proximity to terrain/obstructions. The alert will be issued by ATC as follows: “Avatar flight 3325, low altitude alert, check your altitude immediately. The...... (MEA/MVA/MOCA) in your area is...... (altitude).” 2) Aircraft Conflict Alert ATC will immediately issue/initiate an alert to an aircraft if they are aware of another aircraft at an altitude which they believe places them in unsafe proximity. If feasible, the controller will offer the pilot an alternate course of action. Example: Avatar flight 3325 traffic alert (position of traffic if time permits). Advise you turn left/right (specific headings, if appropriate), and/or Climb/Descend (specific altitude, if appropriate) Immediately.

1.5 Airport Advisory Service 1) If local advisory service is not otherwise available (i.e., FSS or UNICOM), station personnel at airports with no operating control tower are required to supply flight crews in revenue service with airport advisories. These advisories must be given and received regardless of weather conditions, for both inbound and outbound flights. FLIGHT OPERATIONS MANUAL 10.3 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

2) Specific polices regarding airport advisories at uncontrolled airports are located in Chapter 5 of this manual.

1.6 Transponder Inoperative Enroute 1) Consult the aircraft’s MEL for required procedures and allowances in the event of transponder failure. 2) Generally, a flight may continue with an inoperative transponder, within the constraints of the MEL. However, the aircraft’s flight plan should be amended to include the phrase “Transponder Inoperative” in the remarks section. Such amendment can be made by, and coordinated through, Avatar Airlines Dispatch Center. 3) The Captain of a flight shall ensure that ATC is aware of any known or suspected loss of transponder reporting capability.

1.7 Time Signals 1) ARINC VHF networks will broadcast a time signal twice each hour on all domestic and international frequencies within the conterminous United States. It will be broadcast at 29 minutes, 59 seconds; and 59 minutes, 59 seconds past the hour. Additional time checks will be provided on request. 2) Time checks will be provided upon request by any FAA/ARINC facility having voice capability. This check will normally be provided to nearest quarter minute.

2ATIS

2.1 ATIS Monitoring

The ATIS shall be monitored prior to contacting Approach Control. ATIS information shall be printed or copied onto a piece of paper, and be available in the cockpit for reference by both pilots.

3 ATC CLEARANCES

3.1 General AC 120-74B Both pilots shall monitor and verbally verify all clearances, altitudes, headings, speed restrictions and routings with one another. If either pilot is uncertain of a clearance, the controller should be questioned and the clearance clarified. It is recommended to write down any complex instruction received by ATC (IATA Standard).

3.2 Pre-Departure Clearances (PDC)

When Pre-Departure Clearances are received via ACARS, both pilots should verify that the clearance is in accordance with the flight plan. FLIGHT OPERATIONS MANUAL 10.4 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

3.3 Pre-Taxi Clearance 1) Pre-Taxi Clearance Programs (Clearance Delivery) are used at airports where the phrase “(airport name) Clearance (frequency)” (i.e., “LOVE Clearance 119.50),” appears, with or without the letters “CPT” on the Airport Diagram side of an airport's first Approach Procedure Chart. 2) To use the Pre-Taxi Clearance Procedure, crew members shall initiate contact on the Clearance Delivery frequency to obtain clearance not more than 10 minutes prior to proposed taxi time.

3.4 Gate Holds

When Gate Hold Procedures are in effect, the following departure delay information will be issued as appropriate: 1) Departing aircraft will be advised of the time at which the pilot can expect to receive engine start-up advisory. 2) Departing aircraft will be advised when to start engines.

3.5 Required Readbacks

The following ATC clearances and instructions shall be acknowledged by the call sign and flight number followed by a verbatim readback of the clearance: 1) Initial IFR clearance, clearance limits and amendments to flight plan (see Abbreviated Readbacks, below). 2) Runway holding instructions in regards to intersecting runway operations. 3) Taxi and ground holding clearances regarding access to runways. 4) Takeoff clearance. 5) Instructions to initiate contact on a specific radio frequency. 6) Clearances to change altitude. 7) Instructions and clearances specifying VOR radials, turns to headings, airspeeds, rates of descent and runway information. 8) Clearance to land with appropriate runway number left/right. 9) Instructions to cancel takeoff clearance, abandon approach or “Go- around”.

3.6 Abbreviated Readbacks 1) The Abbreviated IFR Clearance Readback Procedure is utilized at some airports. After receiving the IFR clearance from Clearance Delivery and only if the clearance is as filed and completely understood, the pilot may acknowledge receipt by stating aircraft call sign, flight number and assigned transponder code. 2) ATC advisory information will be transcribed and/or read back as the Captain directs, and although some latitude is permissible in abbreviating or paraphrasing this information in reading back, good judgment must be exercised to ensure that the essential details are confirmed. FLIGHT OPERATIONS MANUAL 10.5 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

3.7 Full Route Clearances

ATC abbreviated clearances such as “Cleared as Filed” or “Via Flight Plan Route,” must be refused if the flight plan filed with ATC has been changed by the Captain since the original filing, or if the Captain's copy of the Flight Plan indicates a revision immediately following the ATC Flight Plan routing. Under these circumstances, the flight crew must request ATC to issue a full route clearance.

3.8 Abbreviated Departure Clearance

ATC facilities will issue an abbreviated departure clearance based on the route of flight filed in the flight plan, provided the filed route can be approved with little or no revision. These procedures are based on the following conditions: 1) Crewmembers will not accept an abbreviated clearance if the route or destination of a flight plan filed with ATC has been changed prior to departure. 2) Ground personnel will make no changes to a flight plan without the Captain's specific approval, in which case they will provide the Captain with a copy of the flight plan filed. 3) It is the responsibility of crew members to inform ATC, in the initial call-up (for departure clearance), when the original filed flight plan has been amended or canceled and replaced with a new filed flight plan. 4) ATC will issue a detailed clearance when they have knowledge that the original filed flight plan has been changed or when requested to do so. 5) The “cleared as filed” clearance, as issued, will be considered as a clearance to the destination airport filed. The controller normally will not state the destination airport. 6) When SIDs are to be flown, the controller will state the SID name, number and transition in addition to the phrase “Cleared as Filed.” This is applicable regardless of whether or not a SID has been filed. 7) STARs – when filed - are not considered a part of the filed route of flight and will not normally be stated in the initial departure clearance. 8) “Cleared as Filed” does not include the enroute altitude filed in the flight plan. An enroute altitude will be stated in the clearance or the crew will be advised to expect an assigned/filed altitude within a given time frame or at a specific point after departure.

4TAXI

4.1 Taxi Clearance AC 120-74B 1) Ground control must be contacted prior to entering the tower controlled area. Where a ramp control facility is functioning, ramp control must be contacted prior to moving from the parking area. 2) When standard taxi patterns are published, they will be followed unless otherwise directed by ATC. 3) Flight crews must readback all hold-short and runway crossing instructions and clearances, including the runway designator (AC 120-74B). FLIGHT OPERATIONS MANUAL 10.6 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

4) When ATC clears an airplane to an assigned takeoff runway or other point on the airport, the assigned runway or destination will be given followed by specific taxi instructions. Aircraft should expect to hold short of all intersecting runways unless specifically instructed to cross. If in doubt, request clarification.

4.2 Line Up and Wait 1) ATC Procedures provide that the Tower Controller may authorize an aircraft to line up and wait when takeoff clearances cannot immediately be issued. 2) ATC may instruct an aircraft to line up and wait at an intersection between sunset and sunrise under the following conditions: a) The runway must be used as a departure only runway. b) Only one aircraft at a time is permitted to line up and wait on the same runway. 3) Aircraft should not be cleared to line up and wait at any time when not visible from the tower. 4) Because of increasing traffic, crews must be vigilant during taxi operations, especially when cleared onto or across an active runway or intersection. At some airports, the FAA has granted exceptions to this directive; however, anytime a clearance is issued that appears to violate this directive, the Captain should question it.

4.3 Line Up and Wait - Canada and ICAO Operations

The following phraseology applies when operating in Canada:

ICAO CANADA U.S. (FAA) TAXI VIA (taxiway RUNWAY (number) RUNWAY (number) routing) TAXI VIA (taxiway TAXI VIA (taxiway TO HOLDING POINT routing) routing) RUNWAY (number) LINE UP LINE UP RUNWAY (number) LINE UP AND WAIT LINE UP AND WAIT LINE UP AND WAIT RUNWAY (number) (reason) LINE UP AND WAIT

4.4 Clear of the Runway (AIM) 1) Taxiing aircraft, which is approaching a runway, is clear of the runway when all parts of the aircraft are held short of the applicable holding position marking. 2) A pilot or controller may consider an aircraft, which is exiting or crossing a runway, to be clear of the runway when all parts of the aircraft are beyond the runway edge and there is no ATC restriction to its continued movement beyond the applicable holding position marking. 3) Pilots and controllers shall exercise good judgement to ensure that adequate separation exists between all aircraft on runways and taxiways at airports with inadequate runway edge lines or holding position markings. FLIGHT OPERATIONS MANUAL 10.7 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

5 ATC COMMUNICATIONS

5.1 Position Reports – Radar 1) Crewmembers shall automatically omit all enroute position reports when advised by ATC that their aircraft is in “Radar Contact.” If ATC requires a position report from an aircraft in “Radar Contact,” they will make a specific request. 2) Crewmembers will automatically resume normal position reporting when informed by ATC that “Radar Contact Lost” or “Radar Service Terminated.”

5.2 Position Reports – Non-Radar Environment

In addition to the reports required in this section when operating in a non-radar environment, flights shall report to ATC on the appropriate frequency as soon as possible: 1) The time and altitude of passing each designated reporting point, or the reporting points specified by ATC. 2) The name of and estimated time over the next reporting point. C. The name of the next succeeding reporting point.

5.3 Mandatory ATC Reports

The following reports will be made to ATC or FSS facilities without a specific ATC request: 1) At All Times: a) When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. b) When an approach has been missed. (Request clearance for specific action i.e., to alternate airport, another approach, etc.). c) A change in the average true airspeed at cruising altitude of five percent or 10 kts., whichever is greater, from that filed in the flight plan. d) The time and altitude or flight level upon reaching a holding fix or point to which cleared. e) When leaving any assigned holding fix or point. f) When unable to climb/descend at a rate of at least 500 ft. per minute. g) When an altitude change will be made when operating on a clearance specifying VFR on top. h) Any loss in controlled air space of navigation capability or loss of or impairment of air/ground communications capability. i) If encountering unforecast weather conditions, or hazardous conditions which have been forecast. FLIGHT OPERATIONS MANUAL 10.8 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

2) When Not in Radar Contact: a) When leaving final approach fix inbound on final approach. b) A corrected estimate at anytime it becomes apparent that the previously submitted estimate is in error in excess of three minutes.

5.4 Reporting Equipment Malfunctions CFR 91.187, 121.565, 121.349(a) 1) The Captain shall be responsible for reporting immediately to ATC any of the following malfunctions: a) Loss of VOR, DME, ADF or Transponder. b) Complete or partial loss of ILS. c) Loss of transmit or receive capability of any communications transceiver. d) Engine failure or loss of power affecting the aircraft maneuvering capability to an extent likely to require special handling by ATC. e) Any malfunction that, in the Captain's opinion, impairs the capability of the aircraft to operate under IFR. 2) The Captain must include in this report the nature and extent of assistance he requires from ATC. 3) The malfunctions listed above shall also be reported to Avatar Airlines as soon as possible after notifying ATC. 4) In the event one VHF transceiver fails, ATC communications takes precedence over any company requirements. The remaining transceiver must be tuned to the appropriate ATC facility.

6 COMPANY COMMUNICATIONS

6.1 ARINC 1) Aeronautical Radio Inc. (ARINC) is a private not-for-profit communications company formed jointly by and supported by the airline industry. ARINC provides domestic VHF voice coverage, worldwide HF voice coverage and a domestic ACARS network. 2) The ARINC domestic VHF voice network may be used for pilot/ dispatcher communications when use of the previously described direct or relay communication techniques are not successful. ARINC airborne frequencies are shown on the “ARINC Enroute VHF Frequencies” map in Flight Manual – Part 2, Enroute Section. Crews desiring a phone patch to Dispatch can call the ARINC radio operator on the listed frequency for assistance. Give the flight number and request a patch with Dispatch. FLIGHT OPERATIONS MANUAL 10.9 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

6.2 ARINC Communications Addressing and Reporting System (ACARS) 1) ACARS is an Air/Ground Communications System developed by ARINC. The system automatically collects departure and arrival times, as well as other operational data, manually entered into the on board control unit by the flight crew. The information is transmitted from the aircraft via a data link radio channel to ACARS ground stations, then by telephone circuits to an ARINC formatting computer in Annapolis, MD, then to an ARINC switching computer in Chicago. From there the signal is fed into the Avatar Airlines DECS computer at TULSA. All DECS responses to the aircraft use the same route, in reverse. The DECS Computer disseminates information to all designated 2) Avatar stations and departments. 3) On aircraft so equipped, ACARS, (and the ACARS printer) is to be used to the maximum extent possible for transmission and receipt of company messages defined in this section (Company Reports). It is usable when the on board equipment is functioning and the aircraft is within the ACARS ground station covered network. 4) Should ACARS “NO COMM” occur during any send attempt, an alternate voice procedure (“ACARS not usable”) will be used to complete the report in accordance with “Company Reports” in this section.

NOTE ACARS will store-hold-and-forward data input in the system. Transmission of the stored data will occur the next time the system is activated in the normal manner.

6.3 Communication Equipment

Flight crew members are prohibited from using any Avatar Airlines communication equipment installed in our aircraft for personal use except in the event of an emergency. This equipment is to be used solely for company and ATC communications.

6.4 Pilot – Dispatcher Communication CFR 121.99, 121.601, 121.603 1) The Mercury Airborne Group, Inc. Dial-Access Communication System (“TELESIS”) is a Voice System for pilot-dispatcher communications, designed to provide terminal and enroute area VHF aeronautical coverage. This system is a direct access Voice Communications System allowing company Dispatch or Maintenance Control to dial into selected remotely located company frequency radio transmitters and obtain voice communications with company aircraft. The Communication System uses the public switch telephone network for access and control, thus providing bi-directional communications links. Frequencies are listed and illustrated in the Avatar Airlines Pages of Jeppesen Manual, Authorized Airports & Enroute Sections. 2) This system incorporates timers and safety mechanisms to protect against unauthorized access control and use. FLIGHT OPERATIONS MANUAL 10.10 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

3) Flight crew communication to dispatch is accomplished on a “dial-down” basis from the aircraft using the special Electro-voice Airlink microphone located at a designated position in the aircraft. When the conversation between the aircraft and Dispatch is completed, the ground facility will disconnect automatically. It is not necessary for the flight crew to take any further action. 4) Dispatch may also signal the aircraft via any other selected calling format (i.e., ATSCALL) if the COMM radio being used for company communication is selected to the appropriate area company frequency the aircraft is equipped to respond. 5) Flight crews should be aware that conversations may be recorded and may be overheard by other aircraft and ground facilities. a) System performance is directly related to telephone line integrity. Poor connections can cause premature disconnect requiring redial. b) Broadcast range and performance is directly related to the range and altitude of the aircraft from the selected ground station. Dispatchers should select the closest ground station to which the aircraft is operating. 6) The Backup System uses the same Radio System at the stations, passing messages between the crew and the Dispatcher via station personnel. The messages should be short and concise. Read-back technique is recommended. 7) Jeppesen Manual, Enroute Section, and following contain Equipment Operating Procedures, frequency charts and system details to assist the crew with in flight communications. 8) When installed and operational, the ACARS unit shall be considered the primary method of communication between the pilot and Dispatcher. During a flight, the aircraft Dispatcher shall provide the PIC any additional available information of meteorological conditions (including, adverse weather phenomena, such as clear air turbulence, thunderstorms and low altitude windshear) and any irregularities of facilities or services that may affect the safety of the flight.

NOTE TELESIS should be used only after company radio contact has been unsuccessful. FLIGHT OPERATIONS MANUAL 10.11 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

6.5 Company Reports – Requirements and Procedures: (ACARS and Voice)

For all Company flights, it is the Captain's responsibility to ensure that each report described in this paragraph is made in a timely and concise manner. All “time” reports or estimates will be referenced to the officially reported “SABRE” time, which can be found by typing “XPZ” in DECS, followed by the [ENTER] key. Other times in RES may be slightly different and are not to be used.

NOTE If for some reason ACARS times appear erroneous, the crew may “request a change” of the times via the appropriate ACARS manual entry screen. For each report below, a format entitled “ACARS usable” describes ACARS code and action to accomplish the requirement. Whenever possible, ACARS will be used as the primary method of communications. This is followed by another paragraph entitled “ACARS not usable”, which describes the verbal report to be used. This report will be used when the ACARS Procedure is not completed, for whatever reason.

1) Preflight Prior to leaving the chocks, the flight crew shall contact Avatar Airlines to report total Fuel-On-Board. This report is a verification of the actual Fuel-On-Board at departure. In the event the station cannot be contacted prior to block out, the report may be made in conjunction with the OUT time report. a) ACARS Usable: Enter required data in “PREFLIGHT” screen. Verify preflight Fuel-On-Board. Update if incorrect. Send will occur. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 2) Gate Hold Delays After all block out requirements have been completed, if an ATC gate hold is received, which further delays the flight’s release from the gate, the crew shall notify Avatar Airlines immediately. This report is not to be sent via ACARS. Data described above will be transmitted via company radio or TELESIS. 3) Out Time After leaving the chocks, the OUT time, which is defined as the time at which the aircraft’s wheels leave the chocks, whether under its own power or pushed back/towed from the gate, will be given to the station.

NOTE The OUT time and Fuel-On-Board must be relayed to the departure station prior to takeoff so that station personnel may make the necessary entry into the SABRE System.

a) ACARS Usable: FLIGHT OPERATIONS MANUAL 10.12 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

b) This function is automatic. c) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 4) Takeoff or taxiing delays; when a flight is not airborne (OFF) within 15 minutes of the reported or revised OUT time, the crew shall contact the departure station and provide an Estimated Time OFF (ETO) plus the total Fuel-On-Board. If a flight should be further delayed, so that it will not actually be off within 15 minutes of the ETO, an updated ETO, plus Fuel- On-Board, shall be transmitted to Avatar Airlines. a) ACARS Usable: Report delays using the “DELAYS” screen.

NOTE SABRE is programmed to expect an OFF message within a pre-determined time after the OUT message is received. The system will send an ACARS message alert to the crew when this time has expired. The message will ask the crew to “UPDATE ETO AS NECESSARY.”

b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 5) OFF Time OFF time is defined as the time at which the aircraft actually becomes airborne. This report should be transmitted to the departure station as soon as practical after takeoff, considering cockpit work load, terminal area congestion, etc. a) ACARS Usable: This function is automatic. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 6) Holding or Flow-Control Delays When encountering such delays, the crew shall advise OCC of the situation, including the name of the holding fix or point, the new ETA, remaining Fuel-On-Board, and any pertinent remarks. a) ACARS Usable: Enter data in the “DELAYS” screen. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 7) Diversions When a decision is contemplated, or has been made, to proceed to an alternate airport, the crew shall notify OCC of the name of the alternate airport, ETA at the alternate airport, estimated arrival fuel at the alternate airport, and any pertinent remarks. FLIGHT OPERATIONS MANUAL 10.13 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

a) ACARS Usable: Enter data in the “DIVERSIONS” screen. 1) When the “ALT ROUTE” is selected, OCC will assume the crew is requesting guidance and consultation. 2) If the “ALT ROUTE” is NOT selected, OCC will assume a divert scenario is in progress. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 8) Cruise Either pilot can update landings using the “POSTFLIGHT” page of ACARS. 1) ACARS Usable: Enter Flying Pilot’s employee number in the “POSTFLIGHT” screen. The employee number must be input during the enroute phase of flight. 2) ACARS Not Usable: Enter landings using HI function in DECS. 9) In Range Crews shall notify the arrival station of the flight’s Estimated ON Time (EON) approximately 20 minutes from touchdown. A revised estimated touchdown time should be reported whenever it is apparent that the previous EON will change by more than +5 minutes.

NOTE It is important to maintain an accurate EON time to ensure overall system efficiency and therefore the handling of our passengers. Lack of attention will adversely impact our operation and customer service.

Crews shall notify the arrival station: • Equipment condition likely to cause a delay. • Request for special assistance passengers whose requests are not reflected in the Flight Attendant paperwork. • To obtain airport advisories when the airport control tower is closed or at an uncontrolled airport in accordance with policies outlined in Chapter 6 of this manual. a) ACARS Usable: Enter the “EON” on the ACARS “IN RANGE” screen and “SEND”. Arrival gate information will auto-reply after sending the EON time. Gate exceptions are only issued when equipment is out of service or unavailable. Standardized messages are used for the following: FLIGHT OPERATIONS MANUAL 10.14 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Cod Definition GPU OTS Ground Power Unit is out of service. PCA OTS Pre-Conditioned Air is out of service. GPU/PCA Ground Power Unit AND Pre-Conditioned Air OTS is out NO AIR Air Start Bottle is not available. JB OTS Jet Bridge is out of service and the use of stairs is required Example: 44 PCA OTS In this example, this message indicates the aircraft is scheduled to park at the gate 44 and Pre-Conditioned Air is out of service at gate 44. If applicable, maintenance and service request described above must be transmitted via company radio or TELESIS. b) ACARS Not Usable: Data described above must be transmitted via company radio or TELESIS. 10) Missed Approaches Anytime a flight executes a missed approach, the crew, as soon as practical, shall notify Avatar Airlines of the new touchdown time if another approach is to be attempted, or if not, the crew's intention to hold or proceed to an alternate airport. a) ACARS Usable: Use “Diversion” Procedures. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 11) ON and IN Times After the aircraft has been brought to a complete stop at the arrival station gate (with parking brake set and/or chocks in place), ON and IN times, plus total Fuel-On-Board, shall be reported. ON and IN times are defined, respectively, as the time at which the aircraft’s wheels first touch the runway at the arrival station, and the time at which the aircraft comes to a stop at the gate. ON and IN times and Fuel-On-Board may be called in separately, or at the same time upon blocking the wheels at the gate, at the discretion of the flight crew. a) ACARS Usable: This function is automatic.

NOTE Electrical power from engine or ground power must remain on for a minimum of two minutes after the aircraft arrives at the gate. (See AOM Normals for procedures.) FLIGHT OPERATIONS MANUAL 10.15 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 12) Postflight • After setting the brakes, the flight crew shall contact Avatar Airlines to report total Fuel-On-Board. This report is a verification of the actual Fuel-On- Board at arrival. Do not change the “LANDING CREDIT” field. a) ACARS Usable: Enter required data in “POSTFLIGHT” screen. Verify postflight “Fuel-On-Board.” Update if incorrect. Send will occur. b) ACARS Not Usable: Fuel-On-Board described above will be transmitted via company radio or TELESIS.

NOTE Electrical power from engine or ground power must remain on for a minimum of two minutes after the entry is made.

13) Delay Code Reporting To ensure proper identification of real or potential delay problem areas, whenever a reportable delay is encountered the crew will notify Avatar Airlines, using the codes and guidelines found in this section under “Delay Reporting.” a) ACARS Usable: Enter data in the “DELAYS” screen, using the codes and guidelines found in this section under “Delay Reporting.” b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS. 14) Pilot Landing Credits a) ACARS Usable: During cruise flight, enter data in the “POSTFLIGHT” screen, using the employee number of the landing pilot. b) ACARS Not Usable: FOS-CREWS entries will continue to be made until further notice. 15) Load Close Out a) ACARS Usable: This function is not available via ACARS at this time. b) ACARS Not Usable: Procedures described in Chapter 6 (Load Manifest) will be accomplished when ACARS close out is not available. FLIGHT OPERATIONS MANUAL 10.16 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

16) Flight Confidence Check/Category II Approach Reporting a) ACARS Usable: Use “Flight Confidence Check” or “Category II Approach Reporting” Procedures. b) ACARS Not Usable: Data described above will be transmitted via company radio or TELESIS.

6.6 Communication Requirements – “Time Sensitive” Departing Flights

To ensure that flights do not depart that have been identified as having possible crew legality or other critical issues, the following communications procedures are to be followed for departing flights that meet the criteria of “time sensitive”. A “time sensitive” departing flight is defined as: 1) Notification is being made within 20 minutes of scheduled or adjusted departure time. 2) The dispatch release has calculated and is available in the system. C. The aircraft and crew are available at the departure airport. If a flight is considered as a “time sensitive” departing flight, every effort is to be made by OCC to contact the crew and prevent the flight from departing the gate or becoming airborne. OCC will: 1) Contact station operations and notify them of the problem and intended action (i.e. flight cancellation, re-crew, etc.). OCC will remain on the line with station operations until confirmation is received that the flight has been positively notified. 2) If station operations cannot positively confirm notification to the crew, OCC will send an ACARS message, attempt to reach the aircraft via Telesis or contact the controlling ATC facility.

6.7 Malfunction – Reports 1) The Captain is responsible for advising Avatar Airlines as soon as possible of any equipment condition likely to cause delay, affect passenger service, or have a bearing on aircraft servicing or availability. This includes special cleaning service required by the flight crew/Flight Attendant. 2) Ground Support Equipment Difficulties can be reported directly via the free text function through ACARs. To direct the report to the correct management team the following format should be used: M31_STA_GATE_Flt#_Brief description of difficulty (i.e., M31 ORD G6 1234 GPU inop) 3) Aircraft fault codes can be reported directly to MOC via the free text function through ACARS using the M20 code. The M20 codes and associated procedures provide MOC with an extended notification period which may greatly increase the time available for maintenance to prepare over the traditional in-range radio call (refer to associated aircraft AOM Vol 1.). FLIGHT OPERATIONS MANUAL 10.17 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

4) When within radio range of the destination station, the crew will determine the maintenance status of the aircraft and forward that status to local maintenance when at a hub where Company maintenance is available or MOC as appropriate according to the following code: • A-1 Status OK (This will be assumed by stations if no ALPHA code is given with the in-range call). • A-2 Minor discrepancy(ies) that should require minimum delay to correct. • A-3 Major discrepancy(ies) which renders the aircraft out of service.

NOTE In all cases, the Captain is responsible to ensure the positive notification to either local maintenance at a hub where Company maintenance is available or MOC when the status of the aircraft is other than A-1.

5) The code is pronounced “ALPHA ONE,” “TWO” or “THREE.” If the item is related to the MEL/CDL or NEF, the applicable item number(s) should be passed on to the station. 6) The Captain should use good judgement in giving a description of the problem.

6.8 Delay Reporting 1) Proper reporting of delays is essential for purposes of identifying delay problem areas in need of corrective action. 2) Reporting of delays out of the gate is the responsibility of Field Services, however pilots have a unique perspective from the flight deck to assist in timely identification of the last item that caused the OUT delay (Last Cause). To assist in identifying these “last cause” items for operations, pilots are requested to send via ACARS free text a M51 message. The “last cause” is to identify the last known cause of the OUT delay and not any precursors to it. This report will assist the operations agent responsible for entering the code into SABRE and your domicile chief pilot. The following format should be used: M51_STA_Flt#_DLY## [i.e., M51 DFW 3227 DLY13 (add brief explanation for clarification if necessary)] FLIGHT OPERATIONS MANUAL 10.18 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

3) “Out” Delay Codes to be entered after DLY as indicated above: Cod Definition 01 Jetbridge still attached to aircraft. 13 Closeout activities (incorrect pax or bag count, load closeout 15 Flight Attendant (completion of duties, late 27 Cargo loading or cargo door still open 34 Fueling or fueling door still open 46 Maintenance 56 Awaiting Ramp Agents (including waiting on wands, a push back tug, headsets, etc.) 63 Cockpit crew 80 Weather 81 Deicing 90 ATC - Gate hold 4) Reporting of “Out to In” delays, including the judging of the number of minutes chargeable to each delay code, is the Captain’s responsibility. In other words, whenever time is lost between ramp departure and ramp arrival, due to one or more of the causes listed below, it is a reportable delay – irrespective of scheduled block time, flying time or planned taxi time indicated on the flight plan. Report all delays in minutes, by code categories listed below, with an ACARS entry, if applicable, or in accordance with Company Reports, when ACARS is not functional. FLIGHT OPERATIONS MANUAL 10.19 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

5) “Out to In” Delay Codes: Cod Definition 18 Unable to depart gate, passengers standing in 19 Awaiting push/powerback clearance from 20 During pushback due to tug malfunction, equipment problem or traffic congestion 21 During taxi due to traffic congestion in ramp 22 Awaiting radio closeout information 23 Field traffic, vehicular/aircraft 24 Awaiting ATC enroute clearance 25 During aircraft systems operational check, cabin check, 26 During recalculation of takeoff performance 30 Runway change, hold for departure control, 31 ATC hold for departure control 32 Other flights landing or departing 33 Awaiting takeoff weather minimums 34 Aircraft deicing delay 40 In terminal departure area for aircraft systems operational checks, etc. 41 Extended departure vectors, rerouting SID, or departure holding 42 Detouring account of weather, reduce speed for turbulence, 43 Reduced speed-traffic ahead, holding rerouting, undesired altitude 44 In terminal arrival area for vectors, reduced speed, holding, 45 In terminal arrival area weather below limits, rerouting because of weather or holding for 46 In terminal arrival area aircraft systems operational checks, fuel dump, Emergency/Abnormal 50 Mechanical malfunction, aircraft towed from 51 Reduced visibility, snow, ice 52 Field traffic vehicular/aircraft 53 Ramp congestion aircraft/ground equipment 54 Awaiting gate assignment 55 Awaiting gate, when assigned, gate is 56 Awaiting green light/guideman to park at assigned gate, or unable to self park due to boom not in position, ground interference 57 During tow-in, tug malfunctions, equipment problem, traffic congestion in ramp area 58 Awaiting agent/jetbridge FLIGHT OPERATIONS MANUAL 10.20 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

NOTE Any significant delays not covered in the above may be called in verbally.

6.9 Reporting Aircraft On-Ground Status During Diversions

In order to maintain improved tracking of diversion aircraft status during off schedule operations (OSO) while reducing radio frequency congestion, a communications protocol using the ACARS system has been developed. During OSOs, OCC will meter diverted flights back into the hub. Having timely access to the current status of the diverted flight is critical in the decision making process. To assist OCC in tracking the status of diverted flights, a three digit code using the table on following page will be sent using the “M58” Free Text Message prefix. This code will indicate location of the airplane on the diversion station airport, passenger boarding status, and departure readiness.

NOTE The “M58” code does not replace direct communications between the flight and the diversion station to coordinate servicing requirements. The “M58” merely advises OCC of the flight status

1) Procedure Approximately 30 minutes after landing, an ACARS message will be sent automatically to the diverted flight requesting the crew transmit M58 messages as their status changes.

MESSAGE CAPTAIN, PLEASE SEND A MISC 58 WITH YOUR DIVERSION STATUS AS SOON AS POSSIBLE.

If no updated status messages are received by approximately 75 minutes after landing, another ACARS request will be transmitted automatically. To report the diversion status, use the following table. The first digit represents the location of the airplane on the diversion station airport. The second digit represents passenger boarding status. The third digit represents the departure readiness. Three digits must be used when sending the “M58” code.

Table 10.1 M58 Diversion Status Codes Location Passenger Status (2nd Departure Readiness (1st Digit) Digit) (3rd Digit) 1 Gate 1 Passengers onboard 1 Aircraft is fueled Passengers have 2Pad 2 2 Awaiting fuel deplaned Awaiting Dispatch 3Taxiway 3 Release Awaiting Need Aircraft 4 4 gate or pad Maintenance FLIGHT OPERATIONS MANUAL 10.21 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Example To indicate the airplane is on the pad with the passengers onboard but the flight needs fuel, send a “M58” diversion code 212. To send a “M58” diversion code, use the following procedure: Enter and transmit the free text message, “M58212” FOS will send a return message indicating message received and the reported status. Example Return Message MISC 58 MESSAGE RECEIVED, AIRCRAFT ON PAD, PASSENGERS ONBOARD, AWAITING FUEL.

7 PASSENGER ADDRESS SYSTEM

7.1 Passenger Address System 1) The Passenger Address System in flight is one of our most effective service tools. With its use, we can assure passengers of a more interesting and informative journey; we answer questions that passengers are too reserved to ask; we explain conditions peculiar to air transportation and deviations from normal operations; thus promoting greater confidence in our service. 2) It is a responsibility of the Captain to keep his passengers informed of weather, delays, etc., through the use of the aircraft PA System. This responsibility may be delegated to one of the other crew members. Captains should help train First Officers in effective PA technique. This is particularly important for First Officers who are about to upgrade to Captain. At the Captain's discretion, First Officers should be given the opportunity to make in flight PA Announcements. 3) In the event of an aircraft emergency or accident involving another aircraft being discussed on the radio, and/or in view of passengers, the crew should avoid making any mention of such on the PA. 4) Information on delays of five minutes or more in departing the gate or after push-out, any delay awaiting a gate, rerouting or other irregular operations, must be passed on to the passengers promptly. “Welcome Aboard” announcements and enroute announcements are requirements of our service and should conform to the schedule of announcements outlined below. 5) Because our in flight passengers are a “captive audience,” experience has shown that the Passenger Address System has mixed acceptance. Therefore, it will be our policy: a) To make the use of the Passenger Address System as pleasing as possible to those who like it, and; b) To make it as little irritating as possible to those who basically object to it. FLIGHT OPERATIONS MANUAL 10.22 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

7.2 PA Technique

Stick to facts. Use concise, direct and simple language. In short, “a factual announcement in a friendly manner.” Emphasize the positive whenever possible, choosing subjects, phrases and words that have pleasant association. Avoid those having negative connotations. 1) Be cautious in using humor. Passengers may disagree on what is funny. 2) Avoid expressing personal opinions. Give facts only. 3) Do not use technical terms which passengers may not understand (i.e., “IFR”, broken clouds, etc.) 4) When describing weather conditions, use media terms rather than terms found on the ATIS, (i.e., sunny, partly cloudy, etc.)

7.3 Welcome Aboard Announcements 1) The Welcome Aboard announcement will be given by the Flight Attendant just prior to the required safety briefing. The information shall be provided using the following format: a) Crew names. b) Estimated flying time. c) Enroute altitude. d) Cloud conditions at destination airport (i.e., partly cloudy, clear, etc.) e) Temperature at destination. 2) The Captain is required to furnish the Flight Attendant with this information prior to each flight.

7.4 Briefing Passengers Before Takeoff CFR 121.571, 121.317(b), 121.333(f) 1) The Captain shall ensure all passengers are orally briefed by the appropriate crew member on each of the following subjects; a) Before each takeoff, on each of the following: 1) Smoking 2) The location of emergency exits 3) The use of seatbelts 4) If flight is to be conducted above FL250, the use of oxygen dispensing equipment. [CFR 121.333 (f)] b) After each takeoff, immediately before or immediately after turning the FASTEN SEATBELT sign OFF, an announcement shall be made that passengers should keep their seatbelts fastened, while seated, even when the FASTEN SEATBELT sign is OFF. 2) Except as provided in Paragraph 3, before each takeoff, the First Officer or Flight Attendant, as applicable, assigned to the flight, shall conduct an individual briefing of each person who may need the assistance of another person to move expeditiously to an exit in the event of an emergency. In the briefing, the Flight Attendant shall: FLIGHT OPERATIONS MANUAL 10.23 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

a) Brief the person and his attendant, if any, on the routes to each appropriate exit and on the most appropriate time to begin moving to an exit in the event of an emergency, and; b) Inquire of the person and his attendant, if any, as to the most appropriate manner of assisting the person so as to prevent pain and further injury. 3) The requirements of Paragraph 2 do not apply to a person who has been given a briefing before a previous leg of a flight, in the same aircraft, when the Flight Attendants on duty have been advised as to the most appropriate manner of assisting the person so as to prevent pain and further injury. 4) Prior to closing of the passenger entry door, the First Officer or Flight Attendant, as applicable, will brief passengers to ensure understanding of the restrictions and responsibilities of persons seated in exit row seats. 5) Each certificate holder shall carry on each passenger-carrying airplane, in convenient locations for use of each passenger, printed cards supplementing the oral briefing and containing: a) Diagrams of, and methods of operating, the emergency exits, and; b) Other instruction necessary for use of emergency equipment. c) Description of the restrictions and responsibilities of persons seated in emergency exit row seats. 6) Each card required by this paragraph must contain information that is pertinent only to the type and model airplane used for that flight. 7) The procedure to be followed in the briefing is described in Avatar Airlines Inflight Procedures Manual. 8) A pre-recorded briefing may be used in aircraft that are so equipped.

7.5 Frequency of Routine Announcements 1) Approximately one minute before takeoff, the flight crew, normally the First Officer will, if conditions allow, make the “Prepare for Takeoff” PA described in Table 10 - 1. 2) If takeoff is imminent, and a PA cannot be made, the flight crew will signal the Flight Attendant by sounding a chime signal as described in the aircraft's approved Company AOM. 3) On each segment of a flight of 45 minutes or more, the Captain will give a “Welcome Aboard”, with a flight plan and weather information, as soon as operating conditions permit after takeoff. 4) Additional routine announcements by the Flight Attendant are outlined in their manual.

7.6 PA Coordination Between Captain and Flight Attendant

Before making an announcement, other than a standard routine announcement (e.x. weather delays, aircraft mechanical failures), the Flight Attendant will call the Captain on the interphone and state her intentions. This will prevent the Captain from repeating information already given or giving conflicting information. FLIGHT OPERATIONS MANUAL 10.24 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

7.7 Use of PA in Irregular Operations 1) The PA System is of invaluable aid when irregularities occur. It is the policy of Avatar Airlines that passengers be informed of any irregularity. One of the pilots will make these announcements. However, there may be times when Flight Attendants may make technical announcements. The Captain will be credited as the source of technical information. 2) Explain any rough weather immediately, along with any avoidance plans, but do not unnecessarily call attention to distant trouble spots that may dissipate by the time you reach them. 3) Explain any mechanical difficulties or problems to which the passengers may be exposed. 4) Because passengers are generally apprehensive about landings and takeoffs in instrument weather, carefully worded explanation of the situation can put them at ease. Also explain any operational delays due to ATC or local traffic. 5) In an emergency situation, the PA System can be of immeasurable help. The passengers can all follow your instructions simultaneously. Speak in a calm, controlled voice. However, “over-explain” rather than “under- explain” for clarity.

7.8 On Board Delay Announcements 1) When passengers are on board the aircraft and a delay of five minutes or more is expected, an announcement will be made by the Captain or First Officer when either one is on board the aircraft. Agents will inform the flight crew of the reason for the delay when it is due to a passenger service function (i.e., Ticketing, Catering, Awaiting Connections, Cabin Service, Loading Cargo, etc.). It is the pilot’s responsibility to obtain the reason for any other delay. The Captain or First Officer will make follow- up announcements as more information is received or to confirm information previously given. The frequency of follow-up announcements will be at least every 15 minutes. 2) If neither the Captain or First Officer is available, it is the responsibility of the agent or the Flight Attendant to inform the passengers of the delay. In such cases, the agent will obtain the latest information before making an announcement. 3) It is the agent’s responsibility to advise the Captain or First Officer whenever he has previously made a PA regarding delays. The Captain should be advised of what the passengers were told and given the anticipated length of the delay. 4) The Captain is responsible for making a PA shortly before engine start explaining everything is normal. 5) Start the Airline Right Today (START) / Kick Off Delay PA: see Special Conditions Table for script.

7.9 Rerouting and Diversions

Preface these announcements with “We're sorry to inform you...” and include the phrase “We apologize for any inconvenience.” Do not overuse the terms “late” or “delay” and do not speculate on the possibility of delays that may never materialize. FLIGHT OPERATIONS MANUAL 10.25 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

7.10 Turbulence 1) Anticipated Turbulence a) The Captain will notify the Flight Attendant via interphone whenever turbulence is anticipated that could disrupt in-flight service. b) This notification should be made with enough advanced notice for the Flight Attendant to secure service items and be seated, and should include expected duration. c) A PA announcement will be made five to 10 minutes, where possible, prior to entering turbulence areas. The announcement should point out that the flight will enter an area of turbulence for an expected duration of time or while between geographical fixes. 2) While operating in areas of moderate or greater turbulence the Flight Attendant shall be required to be seated with seatbelt on. A PA announcement shall be made advising the passengers that the Flight Attendant is required to be seated with his/ her seatbelt on until further advised. 3) If a service cart is in the cabin at the time of the Captain’s announcement of anticipated moderate or greater turbulence, it must be moved to the appropriate area and latched down. Services may resume as scheduled after the flight crew has notified the Flight Attendant that it is safe to do so. 4) In the event of encountering unanticipated moderate or greater turbulence, a PA announcement shall be made to the Flight Attendant and passengers to immediately be seated. 5) After it has been determined that the flight is clear of turbulence, the Flight Attendant should be notified by turning the Fasten Seatbelt Sign OFF. If the Captain determines that the Seatbelt Sign should stay ON, communicate with the Flight Attendant accordingly via interphone.

7.11 Prior to Landing

At no later than six minutes prior to landing, the flight crew will make a PA announcement for the Flight Attendant, as applicable, to prepare for landing. The script for this PA is described in Table 10 - 2.

7.12 Arrival PA – Parking

Approaching the gate the First Officer will make the “Arrival PA” described in Table 10 - 2. There shall be no mention made of “early” or “on schedule” arrival, as doing so could be construed as a violation of Sterile Cockpit Procedures.

7.13 Cockpit/Cabin Communications/Passenger Briefing Scripts 1) The following material defines the proper standards and scripts for use of the Public Address (PA) System and the interphone for cockpit/cabin communication. These general procedures are to be complied with for all revenue flight operations. Aircraft specific procedures are contained in the AOM. 2) Statements in double quotes (““) are to be quoted verbatim as given in this document. Those in single quotes (“) provide the general intent of the PA, and crew judgement will dictate the actual verbiage used. FLIGHT OPERATIONS MANUAL 10.26 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

3) Caution must be exercised to ensure “sterile” cockpit, when applicable, is not violated. Table 10.2 Cockpit/Cabin Communications

Event Signal Routine Conditions Prior to Taxi or Before leaving the gate and the cabin is ready for taxi: Pushback •The Flight Attendant will advise “Cabin ready to taxi” after closing the PAX Entry Door and ensuring the cellular function on all electronic devices are turned OFF. Taxi The Flight Attendant will occupy her jumpseat with the seatbelt and shoulder harness fastened immediately after completing all safety related duties. The Flight Attendant will wait for the First Officer to make the following PA at least one minute prior to takeoff: •“Ladies and Gentlemen, we will be departing in just a few moments; will the Flight Attendant(s) please prepare for takeoff.” • After hearing this PA, the Flight Attendant will then depress the CALL button once and when the Flight Crew answers the Flight Attendant will confirm “Cabin ready for takeoff”. Takeoff Taking the active runway for takeoff or position-and- hold: • The Flight Crew will cycle the FASTEN SEATBELT sign, OFF then ON, quickly. •However, if the FASTEN SEATBELT sign switch is inoperative, the Flight Crew will cycle the NO SMOKING sign, OFF then ON, quickly. Flight Attendant may Climbing through 10,000 ft. or cruising altitude: begin duties •The Flight Crew will turn off the Sterile Cockpit light and cycle the FASTEN SEATBELT sign, OFF then ON, quickly. •If the FASTEN SEATBELT sign is inoperative, the Flight Crew will cycle the NO SMOKING sign, OFF then ON, quickly. Sterile Cockpit Entering and leaving “sterile” conditions: •The Flight Crew will turn OFF the Sterile Cockpit light upon leaving “sterile” conditions and turn ON the Sterile Cockpit light upon entering “sterile” conditions. • If the Sterile Cockpit light is not operative, the Flight Crew will cycle the FASTEN SEATBELT sign, OFF then ON, quickly. FLIGHT OPERATIONS MANUAL 10.27 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Event Signal FASTEN SEATBELT • The Flight Crew will make the following PA just sign before or after they have turned OFF the FASTEN SEATBELT sign: ‘Ladies and Gentlemen, this is Captain (F/O) _____speaking. Now that we have leveled off at our cruising altitude, and are forecast to have a smooth flight, I am going to turn OFF the FASTEN SEATBELT sign. However, you should keep your seatbelt fastened at all times while seated. Even though the FASTEN SEATBELT sign is OFF, I must caution you that turbulent air can occur at any time. When out of your seat, please be aware that our advance notice of any turbulence may be very limited. So, if I turn the FASTEN SEATBELT sign back ON, please return to your seats immediately and fasten your seatbelt. Your safety and comfort are of the utmost importance to all of us at Avatar Airlines. Thank you for your cooperation.’ • If a PA is not made by the cockpit, the Flight Attendant is responsible for making the FASTEN SEATBELT sign OFF PA. •The Flight Attendant will make the FASTEN SEATBELT ON PA just after the Flight Crew turns ON the FASTEN SEATBELT sign. In Range Prior to accomplishing the descent checklist and not in “sterile” conditions: •The Flight Crew will call the Flight Attendant by pressing the CALL button once. The Flight Attendant will answer by pressing the CALL button. The Flight Crew will then advise that the aircraft is “In Range” and if a jetbridge will not be available for deplaning. The crew will also advise during the remainder of the flight if there is possible turbulence. •The Flight Attendant will also request of the Flight Crew any additional services required from the station upon landing. Prior to Landing Approximately six minutes prior to landing: •The Flight Crew will make the following PA: “Ladies and Gentlemen, we will be landing in just a few minutes. Will the Flight Attendant(s) please prepare for landing.” Arrival PAs Approaching the gate: •The First Officer will make the following PA, “Ladies and Gentlemen, please remain seated until the aircraft is stopped and the Captain turns OFF the FASTEN SEATBELT sign.” • If the PA is inoperative, the flight crew will cycle the FASTEN SEATBELT sign OFF then ON quickly. Cockpit to Flight The Flight Crew will depress the CALL button once. Attendant The Flight Attendant will answer when able. FLIGHT OPERATIONS MANUAL 10.28 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Flight Attendant to The Flight Attendant will depress the CALL button once Cockpit and the Flight Crew will answer when able.

Event Signal Special Conditions Light turbulence The Flight Crew should turn the FASTEN SEAT BELT (anticipated or sign unanticipated) ON when encountering or anticipating light turbulence.

Moderate or greater The Flight Crew will make the following PA before turbulence expected entering (anticipated) moderate or greater turbulence, •“Ladies and Gentlemen, this is Captain (F/O)____ . I have instructed the Flight Attendant(s) to take their seat(s) and fasten their seatbelt due to reports of turbulence ahead. Please ensure that your seatbelts are properly fastened. We will make every attempt to minimize the bumpy air we encounter. Thank you for your cooperation”. Moderate or greater • The Captain will turn on seatbelt sign and make turbulence encounter the (unanticipated) following PA, “Flight Attendant(s) and passengers please be immediately seated until this area of turbulence has passed and I have cleared you to move about the cabin”. •After it has been determined that the flight is clear of turbulence, Captain will make a PA advising the cabin crew that they may resume their duties and whether or not passengers may move about the cabin. It is recommended that the Captain confer with cabin crew to confirm that conditions in the cabin warrant resumption of duties. Use of portable If the Flight Crew anticipates a ground delay to be in electronic devices excess during ground delays of 15 minutes and the aircraft is parked, either ON or OFF the gate, but not near the ILS critical area of an active runway: •The Flight Crew can make the following PA: “Ladies & Gentlemen, this is Captain ____. We are anticipating our ground delay to last at least 15 minutes, so I am going to authorize the use of portable electronic devices with the cellular function turned ON. Once we are ready to resume our (taxi or departure), I will instruct you to turn OFF the cellular function on all devices. Thank you for your patience”. Prior to resuming taxi: •The Flight Crew will make the following PA: “Ladies & Gentlemen, this is Captain ___. We are preparing to resume our (taxi or departure). Please turn the cellular function OFF on all portable electronic devices. The aircraft cannot be moved until the cellular function on all items are turned OFF. Thank you”. FLIGHT OPERATIONS MANUAL 10.29 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

START/Kickoff Flight The Captain will make the following PA: “Good Delay PA morning ladies and gentlemen, this is your Captain speaking. First, I’d like to welcome you aboard flight____ with service from ___to ___. I wanted to advise you personally that our flight is running later this morning than expected due to crew flight-time and rest legalities. Our flight last night arrived into_____, later than planned. FAA Regulations require us to have a minimum time for rest and this, ladies and gentlemen, is for your safety. We do apologize for this delay and appreciate your understanding. Thank you for flying Avatar Airlines, where getting you to your final destination safely is our number one goal”.

Event Signal Emergency Conditions Flight Crew needs to • If the aircraft is equipped with an EMER call button, speak with Flight this Attendant immediately will be used by the Flight Crew. This will be indicated in the cabin as a Red Flashing light. •If an EMERG call button is not available, the Flight Crew will depress the CALL button twice. This will be indicated in the cabin as a White light. Flight Attendant needs • If the aircraft is equipped with an EMER call button, to speak with Flight the Crew immediately Flight Attendant will call the cockpit by pressing the EMER call button. If Interphone System is inoperative, immediately proceed to the cockpit. Flight Crew needs the • The Flight Crew will use the PA and announce: Flight Attendant to “Will come to the cockpit the Flight Attendant please come forward.” immediately • If the PA is inoperative, the Flight Crew will cycle the FASTEN SEATBELT sign six times. Non-Routine Operations •“Ladies and Gentlemen, this is Captain_____ – in flight or on ground (or First Officer if so delegated) speaking. We have This PA is to be used developed a mechanical problem with our aircraft whenever an and will be returning to_____ for landing (or to the emergency is declared gate). In the unlikely event we encounter any by the crew and the complications and for your safety, I have requested ‘brace, brace’ the Flight Attendant(s) to brief you on the procedure is NOT procedures required should an emergency required as directed by situation develop. Please give your attention and the AOM Volume 1 i.e., cooperation to our Flight Attendant(s). We will be engine shutdown, zero landing in_____ minutes.” flap landing, fire/smoke warning, etc. If time is available, brief Flight Attendant #1 prior to making PA to passengers. Brace for impact • The Flight Crew will use the PA and announce: “BRACE, BRACE.” FLIGHT OPERATIONS MANUAL 10.30 CHAPTER 10 - COMMUNICATIONS ARevision: A avatar airlines 01-Apr-2021

Evacuate the aircraft • The Flight Crew will use the PA and announce: “EASY VICTOR, EASY VICTOR, EASY VICTOR.” •If the PA is inoperative, the Flight Crew will turn the EMERGENCY EXIT lights ON, turn the FASTEN SEATBELT sign OFF, and depress the EMERG call button (Red Flashing light in cabin) or if not available depress the CALL button once (White light in the cabin).

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 11.1 CHAPTER 11 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 11 TOC Chapter 11 TOC

CHAPTER 11 - WEATHER ...... 11.1 1. SURFACE WEATHER ...... 11.1 1.1 Automated Weather Observing System/Automated Surface Observing System (AWOS/ASOS) ...... 11.1 1.2 Company System for Obtaining, Storing and Disseminating Weather ...... 11.1 1.3 Pilot Reports – General ...... 11.2 1.4 Use of Weather Forecasts ...... 11.2 1.5 Terminal Forecasts ...... 11.2 1.6 METAR ...... 11.3 1.7 TAF ...... 11.5 1.8 VFR Minimums Table ...... 11.8 1.9 Minimums – Controlling Visibility ...... 11.10 1.10 Continuing Flight in Unsafe Conditions...... 11.10 2. WEATHER INFORMATION SOURCES ...... 11.10 2.1 AIRMET (Airman’s Meteorological Information) ...... 11.10 2.2 SIGMET (Significant Meteorological Information)...... 11.11 2.3 SIGMEC (Significant Meteorological Condition) ...... 11.11 2.4 Precipitation Reports from ATC ...... 11.11 2.5 Surface and Enroute Weather Information ...... 11.11 2.6 Airborne Radar Usage ...... 11.12 2.7 Radar Procedure ...... 11.13 2.8 Station Monitor and Report of Weather ...... 11.13 3. RUNWAY BRAKING ACTION REPORTS ...... 11.14 3.1 Braking Action Advisories (SAFO 06012)...... 11.14 3.2 Runway Friction Reports ...... 11.15 3.3 Canadian Braking Action (CANADIAN FLIGHT SUPPLEMENT) ...... 11.17 4. GROUND DEICING/ANTI-ICING PROGRAM (GDAP) ...... 11.18 4.1 General...... 11.18 4.2 OpSpec A023 ...... 11.18 4.3 14 CFR 121.629 ...... 11.18 4.4 Definitions ...... 11.20 4.5 Cold Weather Preflight Inspections ...... 11.23 4.6 Deicing/Anti-icing Methods ...... 11.26 4.7 Communication...... 11.27 4.8 Holdover Charts - General...... 11.29 4.9 Holdover Charts - Weather Conditions ...... 11.31 4.10 FAA Guidelines for Holdover Times in Active Frost, SAE TYPE I and TYPE IV Fluids ...... 11.38 4.11 FAA TYPE I Holdover Time Guideline...... 11.39 FLIGHT OPERATIONS MANUAL 11.2 CHAPTER 11 TOC ARevision: A avatar airlines 01-Apr-2021

4.12 FAA TYPE IV Holdover Time Guideline ...... 11.40 4.13 DOW UCAR ENDURANCE EG106 TYPE IV ...... 11.41 4.14 DOW UCAR FLGIHTGUARD AD-480 TYPE IV ...... 11.42 4.15 DOW UCAR AD-49 TYPE IV...... 11.43 4.16 CLARIANT MAX-FLIGHT 04 TYPE IV ...... 11.44 4.17 KILFROST ABC-S PLUS TYPE IV ...... 11.45 4.18 Takeoff Prior to the Expiration of Holdover Time...... 11.46 4.19 Takeoff After the Expiration of Holdover Time...... 11.46 4.20 Inspection Check Quick Reference ...... 11.47 4.21 Fluid Failure/Contamination Recognition Techniques ...... 11.47 4.22 Offline Deicing/Anti-icing...... 11.48 5. ICING ...... 11.48 5.1 Icing – Dispatch Policy and Procedures ...... 11.48 5.2 Icing – Approach and Landing ...... 11.49 5.3 Icing – Aircraft Ice Protection Systems ...... 11.49 5.4 Icing – Pilot Reports to OCC and ATC ...... 11.49 5.5 Icing – Station Deice/Anti-ice Status Reports to OCC ...... 11.50 5.6 PIREPS Relating to Airframe Icing ...... 11.50 5.7 Unusual Icing Reporting Program...... 11.52 5.8 Types of Encounters to be Reported ...... 11.53 5.9 RAA/FAA Unusual Icing Reporting Form...... 11.53 6. TURBULENCE ...... 11.57 6.1 General ...... 11.57 6.2 Low Level Turbulence Causes ...... 11.58 6.3 High Altitude Clear Air Turbulence Causes ...... 11.58 6.4 Turbulence Terms...... 11.58 6.5 Duration of Turbulence Terms ...... 11.59 6.6 Distinction – Chop and Turbulence...... 11.59 6.7 Turbulent Air Penetration...... 11.59 6.8 PIREPS Relating to Turbulence ...... 11.60 7. THUNDERSTORMS ...... 11.60 7.1 General ...... 11.60 7.2 Tornado Identification ...... 11.61 7.3 Reporting Bases and Tops ...... 11.61 8. WINDSHEAR ...... 11.61 8.1 Windshear...... 11.61 9. MICROBURSTS ...... 11.65 9.1 Microbursts ...... 11.65 10.VOLCANIC ASH ...... 11.67 10.1 General ...... 11.67 10.2 Detection...... 11.67 FLIGHT OPERATIONS MANUAL 11.3 CHAPTER 11 TOC ARevision: A avatar airlines 01-Apr-2021

10.3 Hazards ...... 11.67 10.4 Recommendations...... 11.68 10.5 Reporting ...... 11.68 11.WEATHER ABBREVIATIONS ...... 11.68 11.1 Abbreviations/Definitions ...... 11.68 11.2 Conversion Tables...... 11.71 11.3 NOTAM Keywords ...... 11.72 11.4 NOTAM Abbreviations ...... 11.74 11.5 Meteorology Abbreviations ...... 11.76 12. MOUNTAIN FLYING ...... 11.80 12.1 General ...... 11.80 FLIGHT OPERATIONS MANUAL 11.4 CHAPTER 11 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 11.1 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Chapter 11CHAPTER 11 - WEATHER

1 SURFACE WEATHER

1.1 Automated Weather Observing System/Automated Surface Observing System (AWOS/ASOS) 1) Automated Weather Reporting Systems (AWOS/ASOS) are increasingly being installed at airports. These systems consist of various sensors, a processor, a computer-generated voice subsystem and a transmitter to broadcast local, minute-by-minute weather data to the pilot. 2) The information is transmitted over a discrete radio frequency or the voice portion of local NAVAID. AWOS/ASOS transmissions are receivable within 25 NM of the AWOS/ASOS site, at or above 3,000 ft. AGL. In many cases, AWOS/ASOS signals may be received on the surface of the airport. The system transmits a 20 to 30 second weather message updated each minute. Most AWOS/ASOS sites also have a dial-up capability so that the minute-by-minute weather messages can be accessed via telephone. 3) AWOS/ASOS information (system level, frequency, phone number, etc.) concerning specific locations is published, as the system become operational, in the Airport/Facility Directory, and where applicable, on published Instrument Approach Procedures. Selected individual systems may be incorporated into nationwide data collection and dissemination networks in the future. 4) Computer-generated voice is used in (AWOS/ASOS) to automate the broadcast of the minute-by-minute weather observations. In addition, some systems are configured to permit the addition of an operator- generated voice message (i.e., weather remark) following the automated parameters. The phraseology used generally follows that used for other weather broadcasts. 5) Flight crews should be aware that an AWOS/ASOS site may actually begin transmitting weather information before it is fully certificated. In such cases, the site will transmit a message indicating its test or provisional status. Approaches shall not be conducted if such an AWOS/ASOS site is the only available weather source. 6) No pilot may operate an IFR flight into an airport where the only approved weather information available is from an AWOS/ASOS site unless that airport is specifically authorized in the “Authorized Airports” contained in the Avatar Airlines pages. 7) AWOS/ASOS cannot be used as an automated weather source if the visibility is missing from the AWOS/ASOS Report and IFR approaches will not be initiated when this visibility is missing. 8) An AWOS/ASOS is out-of-service for all IFR approaches if the altimeter setting is reported as missing.

1.2 Company System for Obtaining, Storing and Disseminating Weather 14 CFR 121.101 1) In determining that airport weather conditions are above or below minimum specified, personnel shall refer to weather reports as follows: FLIGHT OPERATIONS MANUAL 11.2 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

a) For operations within the 48 contiguous states and the District of Columbia, reports prepared by the U.S. National Weather Service (NWS) or a source approved by the U.S. National Weather Service. b) The weather obtained from approved sources in 1) above is entered directly into the SABRE System from the NWS switching center at Kansas City and updated whenever new information becomes available. The SABRE System is available at all regular airports listed in the Operations Specifications. For airports other than those listed in the Operations Specifications, and for off route operations, the weather will be included in the flight release provided by Dispatch, or obtained by the Captain and discussed with Dispatch prior to departure. 2) Weather forecasts for company operations are provided by Weather Service International (WSI). Any time a WSI forecast is available, it shall be controlling for company revenue operations. Should a WSI forecast not be available, use of NWS forecasts is authorized.

1.3 Pilot Reports – General 14 CFR 121.561 1) Whenever a pilot encounters a potentially hazardous meteorological condition or an irregularity in a ground communications or navigational facility in flight, the knowledge of which the pilot considers essential to the safety of other flights, the pilot shall notify ATC and Dispatch (as appropriate). 2) Pilots shall provide in flight weather information requested by ATC or Dispatchers. 3) Pilots in flight shall immediately advise flight Dispatch by the most expeditious method available whenever weather conditions are encountered which might materially affect the safety or conduct of other flights.

1.4 Use of Weather Forecasts 1) The Captain and Dispatcher shall be in agreement that at the estimated time of arrival at a destination to which the flight is to be dispatched, weather conditions are expected to be equal to or greater than those specified in Avatar Airlines Operations Specifications. In arriving at an agreement, the Captain and Dispatcher shall consider, and must have, current weather information for the departure, arrival and alternate airports, as well as those along the intended route of flight. 2) The responsibility for the evaluation of the validity of the current available forecasts, insofar as their application to operational decisions, is held jointly by the Captain and the Dispatcher and cannot be delegated.

1.5 Terminal Forecasts 1) Attachments to the Dispatch Release shall include copies of current terminal forecasts(s) applicable to the cities listed on the flight plan as well as copies of available terminal forecasts valid for the time of arrival at landing points and alternate(s) specified in the release. FLIGHT OPERATIONS MANUAL 11.3 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) Whenever an approved weather service terminal forecast is not available, valid for time of arrival at landing point(s) or alternate(s) specified in the release, the Captain shall be informed of such deficiency by the Dispatcher. The Captain must be provided a current forecast(s) to proceed. A forecast or report received verbally by radio or telephone suffices for this requirement, in which case the Captain and Dispatcher should record the information used on the release with remarks indicating the decision reached.

1.6 METAR 1) The following is a typical METAR report: a) METAR (or SPECI for Special Report) KPIT 201955Z (AUTO for automated observation) (COR for correction to observation) 22015G25KT 3/4SM R28R/2600FT TSRA OVC010CB 18/16 A2992 RMK SLP013 T01760158

NOTE When METAR data is missing from the body of the report, it is simply omitted and the user must know the sequence to recognize this. Some exceptions apply in remarks such as RVRNO, or SLPNO when RVR or SLP are normally reported but not currently available.

b) To help remember the sequence, think of 3Ws at the beginning - Where, When and Wind. This works for METAR as well as TAF. METAR KPIT 201955Z 22015G25KT 1) Where KPIT is the ICAO station identifier. The usual three letter identifiers we are familiar with are now preceded by a “K” for the contiguous United States. Alaska and Hawaii will use four letter identifiers beginning with “PA” and “PH” respectively. Changes are planned to incorporate alphabetic identifiers for those weather reporting stations where numbers and letters are now used. 2) When 201955Z is the 20th day of the month at 1955Z time. 3) Wind i. 22015G25KT next is the two or three digit speed. ii. 22015G25KT a “G” comes next if the wind is gusting. iii. 22015G25KT followed by the two or three digit maximum speed and units (KT). iv. 00000KT for calm winds. v. 22015KT 180V260 When wind direction varies 60 degrees or more and wind is greater than 6 kts. vi. VRB Used when wind direction is variable and speed is less than or equal to 6 kts. FLIGHT OPERATIONS MANUAL 11.4 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

vii. RMK Peak wind is one element reported in the remarks section whenever the maximum instantaneous speed is greater than 25 kts. 22030/ 15 means a maximum instantaneous wind of 30 kts. occurred 15 minutes past the hour from 220 degrees. PK WND 22030/15

NOTE 22015G25KT is reported as the three digit true direction to the nearest 10 degrees. ATC towers, ATIS and airport advisory service report wind as magnetic.

4) Visibility i. 3/4SM meaning 3/4 statute mile visibility. Miles and fractions are also reported (i.e., 2 3/4SM for 2 and 3/4 statute miles visibility). ii. R28R/2600FT Means Runway Visual Range (RVR). Signifies that the runway visual range for runway 28 Right is 2,600 feet. The format is R(XXX) Runway Designator including (L)eft, (C)enter or (R)ight/(XXX) 4 digit visibility in feet. iii. Some coding pilots may also see for RVR include: iv. M Indicates the RVR is less than lowest reportable sensor value (i.e. M0600FT). v. P Indicates RVR greater than highest reportable sensor value (i.e. P600FT). vi. V Variable. If the RVR is variable between 2,000 and 4,000 ft. for runway 6L: (R06L/2000V4000FT). May contain up to four RVR Reports. 2) Significant Present Weather a) TSRA: Thunderstorm/Moderate Rain Format is a two character descriptor (i.e., TS, SH, DR) sometimes followed by a two character weather phenomenon (i.e., RA, SN, FG). (See Abbreviations Section) b) Intensity or proximity of weather phenomenon: 1) “-” Light 2) “+” Heavy 3) “no sign” Moderate 4) “VC” In the vicinity 3) Clouds a) OVC010CB: Specifies cloud amount, height and type. Overcast clouds are present at 1,000 ft. consisting of cumulonimbus clouds. FLIGHT OPERATIONS MANUAL 11.5 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

b) Cloud height is reported in hundreds of feet. When clouds are composed of towering cumulus or cumulonimbus TCU or CB will follow cloud height. c) The clouds are categorized based on eighths (octas) of the sky: 1) SKC Sky Clear 2) FEW >0-2 octas 3) SCT 3-4 octas 4) BKN 5-7 octas 5) OVC 8 octas 6) VV may be listed here for indefinite ceiling such as “VV004” for Vertical Visibility 400 ft. 7) 18/16 Temperature/Dew Point listed in degrees Celsius. When temperatures are below 0 degrees Celsius, they are preceded by “M” for “Minus” (i.e., 10/M06 for temperature 10 degrees C, dew point Minus 6 degrees C). 8) A2992 Altimeter Setting “A” indicates setting in inches of mercury for United States. Consists of four digits: inches and hundredths. 9) RMK SLP013 T01760158 4) RMK SLP013 T01760158. Remarks come last. a) RMK SLP013 T01760158. Selected stations will contain SLP for Sea Level Pressure reported as the last three digits in hectopascals (millibars) to the nearest tenth (i.e., 1001.3 is reported SLP013). b) RMK SLP013 T01760158. Also, at selected stations, the nine character code (T01760158) breaks down the temperature and dewpoint to the nearest 1/10th of degree Celsius. The “T” stands for temperature and the “0” means positive temperature. A “1” in place of the “0” stands for negative temperature. At selected stations, other temperature codes, such as 10142, 20012, or 401120084, may appear to document temperatures not related to aviation.

1.7 TAF 1) TAF contains a definitive forecast for specific time periods and will replace the terminal forecast. 2) TAF (TAF AMD is Amended Forecast when included) a) KPIT 091730Z 0918/1024 22020KT 3SM - SHRA BKN020 b) FM092030 30015G25KT 3SM SHRA OV015 TEMPO 0920/0922 1/2SM TSRA OVC008CB c) FM100100 27008KT 5SM -SHRA BKN020 OVC040 PROB40 1004/1007 0000KT 1SM -RA BR d) FM101000 22010KT 5SM -SHRA OVC020 BECMG 1013/1015 20010KT P6SM NSW SKC FLIGHT OPERATIONS MANUAL 11.6 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

e) Once you know how to pick out the TAF forecast time periods, the same logical sequence that we saw in METAR will follow. Below, a TAF is broken down to highlight its individual segments. Key words, and their definitions, indicating a new time period has started are highlighted. FLIGHT OPERATIONS MANUAL 11.7 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) TAF 4) KPIT 091730Z 0918/1024 22020KT 3SM - SHRA BKN020 a) FM092030 30015G25KT 3SM SHRA OVC015 WS015/30045KT TEMPO 0920/0922 1/2SM TSRA OVC008CB b) FM100100 27008KT 5SM -SHRA BKN020 OVC040 PROB40 1004/1007 0000KT 1SM -RA BR c) FM 101000 22010KT 5SM -SHRA OVC020 BECMG 1013/1015 20010KT P6SM NSW SKC d) The Where, When, and Wind trick works with TAF, too. There’s a little twist with the “when”, however. 5) TAF KPIT 091730Z 0918/1024 22020KT 6) Where KPIT is the ICAO station identifier. The usual three letter identifiers we are all familiar with preceded by a “K” for the contiguous United States. Alaska and Hawaii will use four letter identifiers beginning with “PA” and “PH” respectively. Changes are planned to incorporate three letter identifiers for those weather reporting stations where numbers and letters are now used (i.e., W10 to KHEF). 7) When a) 091730Z This is the forecast for the 9th day of the month with an issuance time of 1730Z or UTC. This is a two digit date and four digit time. b) 0918/1024 is the valid period (either 24 hours or 30 hours) with the first two digits of EACH four digit number indicate the date of the valid period. (09XX/10XX). c) 0918/1024 the final two digits of EACH four digit number indicate the time (valid from 18Z on the 9th to 24Z on the 10th). 8) Wind a) 22020KT b) See description under METAR c) WS015/30045KT means at 1,500 ft. we expect wind to be 300 degrees at 45KT. This indicates low level windshear, not associated with convective activity. 9) Time Periods, Etc. a) FM092030 From 2030Z or UTC time. Indicates day, hours and minutes. b) TEMPO 0920/0922 Temporary changes expected on the 9th, between 2000Z and 2200Z. c) FM100100 On the 10th from 0100Z d) PROB40 1004/1007 There is a 40 percent probability of these conditions occurring on the 10th between 0400Z and 0700Z. e) FM101000 On the 10th from 1000Z f) BECMG 1013/1015 Conditions Becoming on the 10th between 1300Z and 1500Z. FLIGHT OPERATIONS MANUAL 11.8 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

g) Once the specific time periods can be discerned, the sequence of wind, visibility, significant weather, cloud cover and cloud height follows and is repeated for each time block. The only exception is after qualifiers such as PROB40, TEMPO and BECMG, some of the components may be omitted if these are not expected to change. Notice after TEMPO 0920/0922, there is no wind given and after PROB40 1004/1007, there is no cloud cover listed.

NOTE When No Significant Weather (NSW) appears it only indicates obstruction to visibility or precipitation previously noted has ended. (See Abbreviations Section)

1.8 VFR Minimums Table 14 CFR 91.155, 121.649 VFR minimums are summarized below from applicable regulation. FLIGHT OPERATIONS MANUAL 11.9 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.1 VFR Minimum – Controlled Airspace

Altitude Flight Distance From Visibility Clouds Class A Not Not Applicable Class B 3 statute Clear of Clouds Class C 3 statute 500’ below miles 1,000’ above 2,000’ horizontal Class D 3 statute 500’ below miles 1,000’ above 2,000’ horizontal Class E: Less that 10,000’ MSL 3 statute 500’ below miles 1,000’ above 2,000’ horizontal

At or above 10,000’ MSL 5 statute 1,000’ below miles 1,000’ above 1 statute mile Class G: 1,200’ or less above the surface (regardless of MSL altitude). 1 statute mile Clear of Clouds

Day, except as provided in 3 statute 500’ below §91.155(b) miles 1,000’ above 2,000’ horizontal

Night, except as provided in 1 statute mile 500’ below §91.155(b) 1,000’ above 2,000’ horizontal

More than 1,200’ above the 3 statute 500’ below surface but less than 10,000’ miles 1,000’ above MSL 2,000’ horizontal

Day

Night

More than 1,200’ above the 5 statute 1,000’ below surface and at or above 10,000’ miles 1,000’ above MSL 1 statute mile horizontal FLIGHT OPERATIONS MANUAL 11.10 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

NOTE Where local surface restriction to visibility exists (i.e., smoke, dust, blowing snow or sand), the visibility for day and night operations may be reduced to one-half mile, if all turns after takeoff and prior to landing, and all flight beyond one mile from the airport boundary, can be accomplished above or outside of the area of local surface visibility restriction.

1.9 Minimums – Controlling Visibility 14 CFR 121.655 1) The visibility values in the main body of the latest weather report control for takeoffs and landings and for instrument approach procedures on all runways of an airport. Visibility information contained in the remarks section of the report, such as “TWR VSBY” or “SFC VSBY” is for information only and does not modify visibility contained in the main body of the report for purposes of determining weather minimums. 2) If the latest weather report, including an oral report from the control tower, contains a visibility value specified as runway visual range (RVR) for a particular runway of an airport, that specified value controls for landings and takeoffs and straight-in instrument approaches for that runway. Example: “R14/2600FT” indicates that visibility on Runway 14 is 2,600 ft. Visibility in the main body of the report applies to all other runways.

1.10 Continuing Flight in Unsafe Conditions 14 CFR 121.627 1) No Pilot-in-Command may allow a flight to continue toward any airport to which it has been released if, in the opinion of the Pilot-in-Command or Dispatcher, the flight cannot be completed safely, unless, in the opinion of the Pilot-in-Command, there is no safer procedure. In that event, continuation shall be considered an emergency procedure and shall require a written report to the Domicile Chief Pilot as soon as possible. 2) In the event of a deviation from the rules or procedures in this manual or in the CFRs, the Captain shall submit a complete report of the deviation and the reasons for it. The report must be filed within 10 working days and shall be submitted to the Domicile Chief Pilot for forwarding to the VP of Flight Operations and to the FAA FSDO charged with inspection of Avatar Airlines.

2 WEATHER INFORMATION SOURCES

2.1 AIRMET (Airman’s Meteorological Information) 1) In flight weather advisories issued only to amend the area forecast concerning weather phenomena which are of operational interest to all aircraft and potentially hazardous to aircraft having limited capability because of lack of equipment, instrumentation, or pilot qualifications. 2) AIRMETs cover moderate icing and moderate turbulence, sustained winds of 30 kts. or more at the surface, widespread areas of ceiling of less than 1,000 ft. and/or visibility less than three miles, and extensive mountain obscurement. FLIGHT OPERATIONS MANUAL 11.11 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) Crewmembers should contact OCC for the most current AIRMET information.

2.2 SIGMET (Significant Meteorological Information) 1) A SIGMET is defined as a weather advisory issued by the National Weather Services concerning weather significant to the safety of all aircraft. SIGMET advisories cover tornadoes, lines of thunderstorms, embedded thunderstorms, large hail, severe and extreme turbulence, severe icing and widespread dust or sandstorms that reduce visibility to less than three miles. 2) SIGMET advisories are attached to the Dispatch Release.

2.3 SIGMEC (Significant Meteorological Condition) 1) SIGMECs are issued by Weather Service International. These reports cover such information as clear air turbulence, thunderstorm activity, low level windshear activity and icing conditions. The SIGMEC is a WSI enhancement of the SIGMET with emphasis on significant weather phenomenon of interest to Company operations. At present, only Terminal SIGMECs are available for American Eagle operations. 2) SIGMEC advisories are attached to the Dispatch Release.

2.4 Precipitation Reports from ATC

ATC work stations normally use a weather processing system, permitting a controller to see, and report to pilots, four levels of precipitation as a function of reflectivity expressed in decibels (dBZ), as follows: LIGHT” < 30 dBZ* Rainfall rate of 0.01 – 0.10 inches per hour “MODERATE” 30 to 40 dBZ Rainfall rate of 0.175 – 0.50 inches per hour “HEAVY” > 40 to 50 dBZ Rainfall rate of 0.5 – 2.0 inches per hour “EXTREME” > 50 dBZ Rainfall rate of 2.0 – 16+ inches per hour *Air Route Traffic Control Center (ARTCC, also known as “center radar”) controllers will not use the term “LIGHT” because their systems do not display “LIGHT” precipitation. (This information will be included in August 2007 update to the Aeronautical Information Manual.) None of the Air Traffic Control Weather Processing Systems distinguish between types of precipitation such as snow, rain, hail or ice pellets (sleet). Hence all observations reported to pilots are expressed as “precipitation”. Pilots should understand that precipitation data may be up to six minutes old when actually displayed to a controller.

2.5 Surface and Enroute Weather Information

Pilots in flight may obtain weather information from: 1) Transcribed weather broadcast (TWEB) frequencies as shown on High Altitude Chart US (HI). 2) ATIS in selected high activity terminal areas. 3) AWOS/ASOS (Automated Weather Observing System/Automated Surface Observing System) in selected terminal areas. FLIGHT OPERATIONS MANUAL 11.12 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4) Unscheduled voice broadcasts of potentially hazardous conditions to all aircraft (SIGMETS) made by Flight Service Stations (FSS) at random times when these flight advisories are issued. Those conditions include warnings of actual and/or potential tornadoes, thunderstorms and thunderstorm lines, hail 3/4” diameter or more, greater than moderate turbulence, heavy icing, widespread dust/sand storms, etc. 5) ARINC Stations on request by radio communications. 6) Avatar Airlines Operations - Generally, the weather report available from Avatar Airlines operations is read from DECS, which is in the same database as ACARS. An exception would be when no control tower, FSS, or AWOS is in operation and manual observations are accomplished either by “Approved Avatar Airlines or other personnel.” 7) Dispatchers using direct Pilot-to-Dispatcher radio-telephone patch communications. 8) Radar weather advisory service communications procedures. 9) All Flight Service Stations (FSS) having voice facilities on VORs or NDBs. FSS provide hourly weather reports and PIREPS upon request only. 10) Enroute Flight Advisory Service (EFAS), commonly known as Flight Watch, is a service especially designed to provide timely weather advisories to enroute aircraft. Flight watch service is available between 6:00 a.m. and 10:00 p.m. local time on frequency 122.0 MHz, if aircraft is below FL180. If flight is operating above FL180, 122.00 MHz should not be used due to possible frequency blockage. The availability of this service is printed above the NAVAID name on the VOR identification box on the enroute high and low altitude charts and on the 10 -1 area charts.

2.6 Airborne Radar Usage 1) In recognition of the present day limitations of ATC and airborne radar, it is our policy not to enter or depart terminal areas when such areas are blanketed by thunderstorms, except where known thunderstorm free areas exist and are followed. Airborne weather radar equipment and all available weather reports shall be utilized to make this determination. 2) Airborne weather radar equipment shall be used on all flights as a means of detecting and circumnavigating turbulence and avoiding hail associated with storm areas. It is primarily an avoidance rather than a penetration tool. 3) When thunderstorm activity is anticipated the Captain shall, after a thorough review of the weather reports and forecasts, plan his flight so as to avoid the storm areas or permit their circumnavigation with airborne and ground radar. 4) Aircraft shall not be dispatched or flown when current or forecast weather reports indicate thunderstorms in the area or along the route to be flown unless the airborne weather radar equipment is in satisfactory operating condition, or the storms in the area are widely scattered and reports indicate that the tops may be circumnavigated visually or by direction of ground radar facilities. 5) No approach will be continued, or departure initiated, when thunderstorms are located on the approach course or takeoff path of the aircraft, or over the airport of intended landing or takeoff. FLIGHT OPERATIONS MANUAL 11.13 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

6) In the event of radar failure, the Captain shall notify Dispatch and ensure areas of thunderstorm activity can be navigated with safety and reasonable comfort to passengers. 7) The airborne radar is not to be used as a terrain avoidance tool. However, it may be used in terrain mapping capacity to establish the relative position of the aircraft to high terrain, large bodies of water and other easily distinguishable ground features.

2.7 Radar Procedure 1) The primary purpose of our airborne radar equipment is fixing the position of thunderstorm cells so that these areas of turbulence, and possible hail, may be avoided. In avoiding thunderstorm cells the following cell clearance rules shall be observed. 2) When operating below 20,000 feet aircraft may be flown through an area where radar echoes indicate a weak rainfall gradient, if such action dictates that this is the best course to follow. Above 20,000 feet weak rainfall gradient areas should be avoided by 20 miles. 3) Areas where echoes indicate a steep rainfall gradient should be avoided by 20 miles at all altitudes. 4) Echoes that are rapidly changing in size, shape or intensity, and those having prominent scallops, hooks, fingers or other protrusions should be treated with concern and the above distance should be increased accordingly. 5) Hail damage and turbulence can be expected anytime an aircraft is flown too close to thunderstorms. Observe the clearance criteria set forth in the previous paragraphs. The most characteristic hail “patterns” are hooks or scallops protruding from the main thunderstorm echo. 6) Tornado identification is much less reliable but it is known that certain major tornadoes produce an echo. Other tornadoes will leave no characteristic echo for identification. 7) When flying above echoes that are rapidly changing or those having prominent protrusions, maintain a minimum of 5,000 feet vertical separation.

2.8 Station Monitor and Report of Weather 1) All stations shall monitor the transmission of all local weather reports and NOTAMs. In the event of errors or omissions, corrections will be immediately obtained and relayed to Dispatch Center and stations concerned. This information should also be furnished to inbound flights if requested by the pilots. In transmitting the weather sequence to flights, the weather data in the body of the report, plus all weather data in the remarks section of the report, shall be given. Coded NOTAM data may be transmitted to the flight but should be included in the complete report relayed to Dispatch Center and other stations. 2) Station personnel shall promptly inform Dispatch of all reported weather conditions which, in their opinion, might affect the safety of flights or scheduled operations. 3) Emphasis should be placed on monitoring and reporting runway braking when ice/snow conditions exist, especially following the application of chemical deicers. FLIGHT OPERATIONS MANUAL 11.14 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4) All special local extra and check observations, which indicate a change in the weather in accordance with the following criteria, will be forwarded immediately to the Dispatch Center. a) Lowering Conditions: 1) Airport can no longer be used as an alternate. 2) Airport is below landing limits, having previously been above. 3) Airport is below takeoff limits, having previously been above. b) Improving Conditions: 1) Airport is above takeoff limits, having previously been below. 2) Airport is above landing limits, having previously been below. 3) Alternate limits (or better) exist where previously they did not.

3 RUNWAY BRAKING ACTION REPORTS

3.1 Braking Action Advisories (SAFO 06012) 1) Braking Action Report Definitions: a) Good - More braking capability is available than is used in typical deceleration on a non-limiting runway (i.e., a runway with additional stopping distance available). However, the landing distance will be longer than the certified (unfactored) dry runway landing distance, even with a well executed landing and maximum effort braking. b) Fair/Medium - Noticeably degraded braking conditions. Expect and plan for a longer stopping distance such as might be expected on a packed or compacted snow-covered runway. c) Poor - Very degraded braking conditions with a potential for hydroplaning. Expect and plan for a significantly longer stopping distance such as might be expected on an ice-covered runway. d) Nil - No braking action and poor directional control can be expected. e) Conditions specified as “nil” braking action are not considered safe, therefore operations under conditions specified as such should not be conducted. Do not attempt to operate on surfaces reported or expected to have nil braking action. 2) The Captain of a flight shall not land at an airport with a known braking action report reported as “nil” unless no other safer course of action is available. Landing is allowed at airports that are reporting multiple runway conditions as long as available airport data assures the operation will not encounter “nil” conditions. 3) CAT II approaches are prohibited when the braking action is reported as less than “Fair/Medium”. 4) The statement “braking action advisories in effect” will be added to the ATIS broadcast whenever runway braking action reports of “fair/medium”, “poor” or “nil” are received from pilots or airport operations personnel, or when weather conditions are conducive to deteriorating or rapidly changing runway conditions. FLIGHT OPERATIONS MANUAL 11.15 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

5) During the time braking action advisories are in effect, the controller will take the following action: a) The latest braking action report is issued for the runway in use to each arriving and departing aircraft early enough to benefit the pilot. b) PIREPs of runway braking action will be solicited.

3.2 Runway Friction Reports AC 91-79 1) When runway conditions at airports are other than dry, friction measurements will be issued by NOTAM. Readings are issued in thirds of a runway for the landing runway(s) only. Runways will not be combined into a single NOTAM.

NOTE Because friction measurements have not been found consistently reliable by the FAA, flight crews cannot base the calculation of landing distance solely on runway friction meter readings. (AC 91-79)

Example: !DCA DCA 18 RFT MU 52/30/42 WEF 0012251000!RIC RIC 34 TAP MU 42/35/48 WEF 0012251200 a) These examples show that some segment values may be above the value of 40 and still be contained in a NOTAM D. b) Friction measuring reports are to be expressed using the name of the FAA approved device, followed by the “MU” (pronounced “mew”), followed by the reported values and the time of the measurement. c) Use the following abbreviations to indicate the type of friction measuring device used: BOW Bowmonk Decelerometer BRD Brakemeter-Dynometer ERD Electronic Recording Decelerometer GRT Griptester MUM Mark 4 Mu Meter RFT Runway friction tester SFH Surface friction tester (high pressure tire) SFL Surface friction tester (low pressure tire) SKH Skiddometer (high pressure tire) SKL Skiddometer (low pressure tire) TAP Tapley Decelerometer 2) These readings are available on request from the airport control tower. 3) Mu-reading values in relation to braking conditions are as follows: FLIGHT OPERATIONS MANUAL 11.16 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021 FLIGHT OPERATIONS MANUAL 11.17 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.2 MU Reading Values

Measured Coefficient of Descriptive Word 0.40 and above Good 0.39 to 0.35 Medium to Good 0.34 to 0.30 Medium 0.29 to 0.25 Medium to Poor 0.24 to 0.20 Poor 0.19 to 0.0 Nil

NOTE Values are reported for the first third (touchdown), second third and last third (roll-out) of the runway. Values above .40 are given in tenths as a single digit. The range of values below .40 are indicative of deteriorating conditions and are given in hundredths as a group number.

4) Measurement. The depth is always expressed in terms of thin (less than ¼ inch), ¼ inch, ½ inch and 1 inch. When one inch is reached, additional reports should be in multiples of one inch and the use of fractions discontinued. If a variable amount is reported, such as three to five inches, show the greater depth. When a snow depth of 35 inches is reached, additional reports should be in multiples of feet only. If a report is halfway between two reportable values, round to the next higher reportable value. 5) Every snow NOTAM shall have the time that the conditions were observed by the airport operator as the last element of the NOTAM. If no time given, inquire as to when the condition was observed, if still unable to obtain a time, use the time when the NOTAM information was given to the flight service specialist. 6) The correlation between different sources of runway conditions (i.e.; PIREPs, runway surface conditions and Mu values) are estimates. A valid PIREP or runway surface condition report are more reliable indicators of what to expect than reported runway Mu values. If Mu is the only information provided, attempt to ascertain the depth and type of runway contaminants, or aircraft braking action report to make a better assessment of actual conditions, Mu values alone may significantly overstate aircraft braking potential. (AC 91-79)

3.3 Canadian Braking Action (CANADIAN FLIGHT SUPPLEMENT)

Canadian Braking Action Reports use the Canadian Runway Friction Index (CRFI). CRFI values describe braking action quantitatively using a numerical format. Because of mechanical and operational limitations, runway friction readings produced by decelerometer devices may result in inaccurate readings under certain surface conditions. Therefore: 1) Runway friction readings will not be taken and a CRFI will not be provided to air traffic services or pilots when any of the following conditions are present: • the runway surface is simply wet with no other type of contamination present, FLIGHT OPERATIONS MANUAL 11.18 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

• there is a layer of slush on the runway surface with no other type of contamination condition present, or • there is loose snow on the runway surface exceeding 2.5 cm (1 inch) in depth. A NOTAM is distributed upon any of the following conditions: • slush or wet snow on the runway, • loose snow on the runway exceeding ¼ in depth, • the runway is not cleared to the full width, • compacted snow, ice or frost on the runway, or • the CRFI reading is 0.40 or less. The entire runway is given as one average value unless a portion has a friction value of 10 or more below the runway average. In this case, the affected area is reported separately. For example, a runway that tested 35 35 25 would be reported as 35 with a note explaining the departure end is 25. Descriptive Word Equivalents of CRFI Values NIL POOR FAIR GOOD

<0.20 0.20-0.39 0.40-0.58 >0.58

4 GROUND DEICING/ANTI-ICING PROGRAM (GDAP)

4.1 General

The GDAP has been developed to provide an overview of systems within Avatar Airlines by which Field Services and Flight Operations ensure no aircraft takeoff when frost, snow, or ice is adhering to the wings, control surface, propellers, engine inlets or other critical surfaces of the aircraft. The policies and procedures contained in this manual have been established to ensure compliance with regulatory requirements and provide Company Operations with the information necessary to conduct their duties and responsibilities with a high degree of safety. OpSpec A023 - Authorization to Use an Approved Procedure for Determining Operations During Ground Icing Conditions. • The certificate holder is authorized to use the following approved procedures, as applicable, to determine operations during ground icing conditions as described within this manual. 14 CFR 121.629 states in effect that no person may takeoff an aircraft when frost, snow, or ice is adhering to the wings, control surface, propellers, engine inlets or other critical surfaces of the aircraft. 1) The Rule requires Avatar Airlines to have an FAA Approved Deicing/Anti- icing Program and to comply with that program anytime conditions are such that frost, ice or snow could be adhering to the aircraft wings, control surfaces, engine inlets and other critical surfaces, commonly referred to as ground icing conditions. FLIGHT OPERATIONS MANUAL 11.19 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) Ice or snow adhering to the aircraft can cause improper airflow and a resultant loss of lift on the wings, stabilizers and control structure. Snow and rain can freeze between a control surface and structure, restricting proper control surface movement. In addition, snow and ice could increase total aircraft weight and exceed the flying capabilities of the aircraft. The adverse affects are wide ranging, unpredictable and also affected by individual aircraft design. Their magnitude is dependent on many variables, but they have been shown to be significant. a) Ice, snow or frost, even in very small amounts adhering to the wing surfaces, especially the leading edges, can disrupt the well defined, smooth flow of air that is needed to generate the required lift. Small changes in the shape and roughness of the surface not only cause loss of lift but cause the airflow to separate from the wing at a lower than normal angle of attack. The consequence of this is that stall will be encountered at a higher than normal airspeed, and possibly without the benefit of an angle of attack generated stall warning. b) In addition to affecting the lift producing capability of the wing, contamination degrades aircraft performance by increasing the aircraft’s total drag, weight and reducing rate-of-climb. c) Contamination of control surfaces can reduce their aerodynamic effectiveness, thus affecting aircraft controllability. Contaminants have been known to cause control surface flutter, restrict their movement or cause them to be damaged if ice is adhering to a critical area. d) Engines are affected by contamination also. They may not produce adequate thrust if engine inlets are contaminated or if sensors or probes are contaminated. Engines are also susceptible to FOD from ground contaminants. e) Other components can also be affected by contamination. Wing flaps can be damaged if retracted with ice formations adhering to critical areas. Landing gear mechanisms can be damaged if not properly free of ice formations. Also landing gear contamination can shed and cause aircraft damage. Brakes can freeze up if contamination is not removed. f) Accumulations of ice on the radome, probes, sensors, antennas and drain masts can reduce their effectiveness or if they separate from these components, can cause damage to the aircraft or engines. g) Flight, engine and other instruments are subject to error if ice formations exist on or in the vicinity of external probes or pressure sensing lines. Typical sources of error are icing of pitot tubes and static ports used for airspeed and altitude measurement and sources such as auto flight systems and stability augmentation systems which may be adversely affected by ice formations on or in the vicinity of external sensors. FLIGHT OPERATIONS MANUAL 11.20 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) Scope a) Policies and procedures within this Section apply to Company Employees conducting Ground Deicing/Anti-icing. b) Some Contract Agencies are approved to conduct Ground Deicing/ Anti-icing. A Contract Agency may use AEA’s GDAP or their own program which meets or exceeds AEA’s GDAP. A list of approved Contract Agencies is available through MIS.

4.2 Definitions 1) Deicing and Anti-icing is a combination of procedures to be performed in one or two steps. a) One step Deicing/Anti-icing is carried out with heated and diluted Type I fluid (or heated water when departing Mexico). The heated fluid melts frozen contaminants and remains on the aircraft to provide limited anti-icing capability. b) Two step Deicing/Anti-icing consists of two separate applications. The process is as follows: 1) Step 1 – Apply heated Type I (Deicing) fluid to remove frozen contamination from all aircraft surfaces in accordance with this chapter. 2) Step 2 – Apply an even, uniform coating of unheated Type IV (Anti- icing) Fluid to all aircraft surfaces in accordance with this chapter. 2) Deicing Deicing is the process by which frost, ice or snow is removed from the aircraft. When aircraft surfaces are contaminated, they need to be deiced prior to takeoff.

NOTE There are conditions where snow on a cold soaked aircraft is removed by use of a broom or other non-approved means and no residual contamination remains. With these conditions, dry falling snow may not exhibit any tendency to adhere to the aircraft. For Company operations, the removal of snow from the aircraft surface by the use of brooms or other non-approved means is not considered to be deicing. This applies even if no residual contamination remains on the aircraft surfaces.

3) Anti-icing Anti-icing is a procedure that provides protection against accumulation of frost, ice, slush or snow on treated surfaces for a limited period of time (holdover time) after the treatment. 4) Type I Type I is a glycol based fluid that has the characteristics of a light fluid which flows easily. Type I has a reddish orange or pink appearance for identification purposes. This fluid is primary applied heated as a deicing fluid and has limited ability to provide continued protection (anti-icing) after application. This fluid is used primarily at out stations where time between deicing and departure is minimal. 5) Type IV FLIGHT OPERATIONS MANUAL 11.21 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Type IV Fluid is glycol based and enhanced by thickening agents to form a film on aircraft surfaces. Type IV has a green appearance for identification purposes. This fluid is designed to shear off the aircraft early in the takeoff roll. The thicker film provides longer holdover times because it can absorb more freezing precipitation before it loses its effectiveness. This fluid is normally applied cold and undiluted as an anti- icing fluid. Type IV has a longer hold over time than Type I. 6) Critical Surfaces Aircraft surfaces which must be free of frost, ice and snow prior to takeoff. • Pitot heads, static ports, fuel vents, propellers and engine inlets. • Wings, empennage and control surfaces. • Fuselage upper surface on aircraft with center mounted engine(s). These critical surfaces are associated with the following required inspections and checks: • Cold Weather Preflight Inspection • Post Deice Check • Pre-Takeoff Contamination Check 7) Sensitive Areas Areas where direct high pressure fluid application should be avoided during the deice/anti-ice process. •Doors • Windshields • Cabin Windows • Engine inlets and exhausts • APU inlet and exhaust • Pitot Probes, vanes and static ports • Wheels and brakes • Antennas • Ram air intake • Air pack inlets • Areas where accumulation of fluid may occur 8) Representative Surfaces Surfaces which flight crews visually check from inside the cockpit during the Pre-Takeoff Check to determine the condition of the aircraft. Any build up on these surfaces may indicate additional deicing is necessary. • B747-400 - Windshield wiper arms and unheated portions of the windshields. FLIGHT OPERATIONS MANUAL 11.22 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

9) Cold Weather Preflight Inspection A required preflight inspection by flight crew personnel to determine if the aircraft requires deicing procedures prior to flight. The primary focus of this inspection is on Critical Surfaces. Additionally, this inspection requires the accomplishment of a Tactile Check by flight crew personnel to detect clear ice. 10) Post Deice Check A required check by qualified Deicing/Anti-icing personnel after the completion of the Step One application to ensure that Critical Surfaces are free of frozen contaminants and/or residual anti-ice fluids prior to beginning Step Two application or push-out/taxi-out. Additionally, this check requires the accomplishment of a Tactile Check by qualified Deicing/Anti-icing personnel to detect clear ice. 11) Post Anti-ice Check A required check by qualified Deicing/Anti-icing personnel after the completion of the Step Two application to ensure a uniform and symmetrical application of anti-ice fluid. 12) Pre-Takeoff Check A required check by flight crew personnel prior to takeoff in atmospheric icing conditions prior to expiration of holdover time. This check is performed from inside the cockpit by visually checking Representative Surfaces for frozen contamination. 13) Pre-Takeoff Contamination Check A required check by qualified Deicing/Anti-icing personnel when icing conditions exist and the holdover time has been exceeded to ensure that Critical Surfaces are free of frozen contaminants prior to takeoff. This check requires the accomplishment of a Tactile Check by qualified Deicing/Anti-icing personnel to detect clear ice. The takeoff must begin within five minutes of the check. 14) Tactile Check A check performed by physically touching both wings’ leading edges, wings’ forward upper surface and wings’ rear upper surface must be accomplished to ensure that the wings and control surfaces are free of contamination. 15) Holdover Time Holdover Time is the estimated time the application of deicing or anti-icing fluid will prevent a formation of frozen contamination on treated surfaces of an aircraft. Holdover Time begins when: • One step Deicing/Anti-icing - the initial application of Type I Fluid • Two step Deicing/Anti-icing - the initial application of Type IV Fluid 16) Contamination Includes light freezing rain, freezing rain, freezing drizzle, frost, ice pellets, snow, snow grains and slush. 17) OAT Outside Air Temperature. FLIGHT OPERATIONS MANUAL 11.23 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

18) OAT Buffer It is the difference between the OAT and the temperature of heated Type I Fluid. Regulations state there must be at least 18 degrees between the outside air temperature and the heated Type I Fluid.

4.3 Cold Weather Preflight Inspections 1) General A required preflight inspection by flight crew personnel to determine if the aircraft requires Deicing/Anti-icing procedures prior to flight. The primary focus of this inspection is on Critical Surfaces.

NOTE When performing this inspection it is important to ensure adequate illumination is available and that surfaces are viewed from a position which permits adequate visibility of inspected areas. For example, crew members may find that by looking out the Passenger Entry Door or looking out the Service Door they may be in a better position to view the upper surfaces of the wings.

• Upper wing and tail surfaces and their attached control surfaces are considered as critical surfaces (see ‘Wing Check’ and ‘Slat/ Flap and Landing Gear Check’ below for more details) • Landing gear doors, actuating mechanisms and steering components • Pitot tubes, static ports, AOA vanes and fuel tank vents • Pack inlets and exits • APU inlet • Engine inlets • S340 - Propellers and IPDs

NOTE Overnight aircraft are configured by the flight crew for deicing when the crew leaves the aircraft, and the aircraft may be deiced as long as there is no falling precipitation, but no later than 45 minutes prior to scheduled departure time.

2) Wing Check The Preflight Walk-around Inspection will include a visual and tactile check of both wings’ leading edges, wings’ forward upper surface and wings’ rear upper surface to ensure that they are free of ice, frost and snow accumulation. The crew member accomplishing the check will visually check the leading edge and upper wing surfaces by physically touching the wing leading edge and an arm’s length section of the upper wing surface. FLIGHT OPERATIONS MANUAL 11.24 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Caution

USE CAUTION WHEN TOUCHING FREEZING SURFACES AS EXPOSED FLESH COULD STICK TO THE SURFACE.

WARNING

MINUTE AMOUNTS OF ICE OR OTHER CONTAMINATION (EQUIVALENT TO MEDIUM GRIT SANDPAPER) ON THE LEADING EDGES OR UPPER WING SURFACES CAN CAUSE SIGNIFICANT REDUCTION IN THE STALL ANGLE OF ATTACK. THIS CAN INCREASE STALL SPEED UP TO 30 KTS. THE INCREASED STALL SPEED CAN BE WELL ABOVE THE STALL WARNING (STICK SHAKER) ACTIVATION SPEED.

NOTE Takeoff with the following accumulations on the UNDERSIDE of the wing surfaces associated with the fuel tanks are permissible: Refer to aircraft specific AOM Volume 1.

3) Slat/Flap and Landing Gear Check a) If the approach or landing was made in icing conditions or snow, to avoid possible damage to the slats/flaps structure and mechanism by frozen slush and/or snow, the flaps are NOT to be retracted. b) The Taxi-in Procedure detailed later in this Section requires that the flight crew leave the slats/flaps in the landing position, after an approach or landing in icing conditions. This procedure allows the flight crew to confirm that there is no significant amount of ice, slush or snow in the flap structure or mechanism. c) If a flight crew encounters an aircraft where the slats/flaps have been left in the landing position, the crew member accomplishing the Cold Weather Preflight Inspection should assume that the previous approach or landing was in icing conditions. Check the slats/flaps structure and mechanism for frozen slush and/or snow accordingly. If found, do not retract the slats/flaps and coordinate with operations for deicing. d) Additionally, landing gear doors and landing gear mechanisms shall be inspected for ice, slush or snow.

NOTE The flight crew will notify deicing personnel if additional deicing is required on slats/flaps and/or landing gear FLIGHT OPERATIONS MANUAL 11.25 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4) Undetected Ice on Lifting Surfaces a) Smooth, clear ice can form on the wing upper surfaces with ambient temperatures above freezing. This occurs when subfreezing temperature fuel is in contact with the underside of the upper wing surface skin. Any condensation, fog, drizzle or rain contacting the chilled upper wing surface quickly freezes. b) Although it is obvious that fueling an aircraft with subfreezing fuel immediately sets up the potential for such ice accumulations, it is quite possible that aircraft serviced with above freezing fuel can become “cold soaked” during flight so the fuel is subfreezing at a subsequent destination. Similar cold soaking can occur if a fueled aircraft is overnighted in subfreezing temperatures. c) Clear ice accumulation on the wing upper surface is very difficult to detect. It cannot be seen from ahead of the wing during the Walk- around inspection and is very difficult to see from behind the wing, particularly if the wing is wet. Crews should be alert for ice accretion on the wing upper surface, when the fuel temperature is suspected to be subfreezing and the aircraft is subjected to moist conditions (high humidity, fog, drizzle or rain) with ambient temperature near freezing. Depending on the existing fuel temperature and the remaining fuel quantity, this phenomenon has occurred at ambient temperatures moderately above freezing. If such ice buildup is suspected, it may be necessary to gain access to the wing upper surface for a more detailed inspection to determine if deicing is required. Further, because of the ice thickness that can build up and the difficulty in seeing any remaining ice on a wet wing, complete ice removal should be positively confirmed after deicing has been completed.

WARNING

CLEAR ICE COULD BUILD-UP ON THE UPPER SURFACE OF THE WINGS IF VISIBLE MOISTURE IS PRESENT AND THE AMBIENT TEMPERATURE IS AT OR BELOW FREEZING, OR AT AMBIENT TEMPERATURES ABOVE FREEZING, WITH SUBFREEZING TEMPERATURE FUEL (0° OR BELOW) IN CONTACT WITH THE UNDERSIDE OF THE UPPER WING SKIN. ANY CONDENSATION, FOG, DRIZZLE OR RAIN CONTACTING THE CHILLED UPPER WING SURFACE QUICKLY FREEZES TO THE EXTERIOR SURFACE.

5) Undetected Ice/Snow in Control Surface Gaps It is important to ensure that Control Surface Gaps are free of ice or snow. Should any contamination occur in these gaps, there can be significant changes in control forces and control effectiveness. FLIGHT OPERATIONS MANUAL 11.26 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.4 Deicing/Anti-icing Methods 1) General The aircraft will be deiced/anti-iced starting from the nose of the aircraft on either the right or left side. For a two-truck application, both trucks will start at the nose and work aft towards the tail. This ensures the areas visible to the flight crew from the cockpit are among the first areas treated and consequently should indicate conditions which are poorer than the tail section. In some cases, such as when the flaps require deicing, the sequence of initial deicing may be changed.

NOTE At no time may the PIC request the deice/anti-ice of “Wings and Tail Only”

2) Hot Water Deicing (Departing Mexico only) Only authorized for operations departing Mexico. If deicing is required and the ambient temperature is below 4 °C or falls below 4 °C during deicing takeoff is not authorized. 3) One Step Deicing/Anti-icing One step deicing/anti-icing is carried out with heated Type I (or heated water when departing Mexico) when the aircraft is contaminated with frost, snow or ice and when limited icing conditions are present. During this one- step process, Type I Fluid will be applied to all aircraft surfaces to remove contamination. The heated fluid melts the frozen contaminants and remains on the aircraft to provide limited anti-icing capability. At the completion of this step, a Post Deice Check will be accomplished. 4) Two Step Deicing/Anti-icing Two step deicing/anti-icing consists of two separate applications. a) First, heated Type I (deicing) Fluid application to remove the contamination from all aircraft surfaces. b) Second, unheated Type IV (anti-icing) Fluid application: •If the Post Deice Check reveals no contamination, immediately apply unheated Type IV (anti-icing) Fluid to the following areas of the aircraft: - Wing - leading edges and upper surfaces - Empennage - upper surfaces of the horizontal stabilizer, upper surfaces of the elevators, each side of the vertical stabilizer and each side of the rudder - Upper Fuselage - upper surface above the windows, forward of the passenger entry door to the back of the engine pylons. • If the Post Deice Check reveals contamination, deice/anti-ice each area of the aircraft described above, one area at a time. Use Type I Fluid to remove contamination and old Type I Fluid, then immediately apply unheated Type IV (anti-icing) Fluid before moving to the next area. FLIGHT OPERATIONS MANUAL 11.27 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Caution

IF TYPE IV IS INADVERTENTLY APPLIED TO THE COCKPIT WINDOWS, STATIC PORTS OR PITOT TUBES, IT MUST BE FLAT THE COMPLETION OF THE SECOND STEP, DEICE PERSONNEL WILL CONDUCT A POST ANTI-ICE CHECK.

NOTE Type IV may be applied to the fuselage for overnight or extended thru/turn- around protection. If so, the Type IV Fluid must be flushed off before departure.

5) Alternate Two Step Deicing/Anti-icing Alternate Two Step Deicing/Anti-icing procedure applies only at airports that deice/anti-ice at the gate and that have limited space between aircraft which does not allow for safe clearances for deice trucks to maneuver forward of the wing area. • The deice truck may be parked next to or behind the wing to accomplish this alternate procedure. • Both the first and second step as outlined in Paragraph D. above will be performed on each surface as the truck moves around the aircraft.

4.5 Communication 1) General 1) Local station Deicing/Anti-icing Procedures are specified in the Deicing Report on the Flight Plan/Release beneath the Field Report. This information is also available in DECS via the SLS*STA (Station code)/DI entry. 2) Communication between the Captain and Deicing/Anti-icing personnel is essential during the deicing and/or anti-icing process. Company Qualified Deicing/Anti-icing personnel will communicate verbally. 3) Deicing/Anti-icing personnel must assist the crew in checking the aircraft for frozen contamination, especially after the crew has boarded the aircraft. 4) One person will be designated to transmit all required crew information.

NOTE Flight crews must communicate with the qualified deicer if the aircraft has been deiced prior to the crews arrival. The qualified deicer must relay the type, mixture, and when the holdover time began. FLIGHT OPERATIONS MANUAL 11.28 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) Prior to Step One Ground personnel will advise the cockpit: “Captain, Step One is about to begin. Please prepare the aircraft.” Flight crew will then ensure that the aircraft is configured properly. 3) After Step One Ground person will complete a Post Deice Check in accordance with this chapter definition a) If Step Two is not required, ground personnel will advise the cockpit: “Captain, I am (name), your qualified Deicer. Your aircraft has been sprayed with (Type I) Fluid dilution (100%, 75/25, 50/50, etc.). Your holdover time began (##) minutes ago. Your aircraft is clean.” b) If Step Two is required, ground personnel will advise the cockpit: “Captain, Step Two is about to begin. Please prepare the aircraft.” Flight crew will then ensure that the aircraft is configured properly. 4) Alternate Two Step Communication a) Verbiage in this Section should be used only when the Alternate Two Step Procedure is used to deice/anti-ice aircraft. b) Prior to beginning deicing, ground personnel will notify the cockpit: “Captain, alternate two step procedures will be used, prepare the aircraft for deicing and anti-icing. Please advise if flaps must be deiced prior to beginning this procedure.” c) The flight crew will respond in one of two ways: 1) If flaps do not require deicing, the crew will accomplish the “Prior to Step One (Deicing)” and “Prior to Step Two (Anti-icing)” checklists, set the flaps for anti-icing and state, “Flaps do not require deicing and are set for anti-icing, begin the alternate two step procedure”. 2) If flaps require deicing, the crew will accomplish the “Prior to Step One (Deicing)” checklist and state, “Please deice flaps prior to beginning the alternate two step procedure and advise when flaps are clean”. When flaps have been deiced, deice crews will advise the cockpit, “Captain, the flaps are clean, prepare the aircraft for alternate two step procedure”. The crew will accomplish the “Prior to Step two (Anti-icing)” checklist and state, “Begin the alternate two step procedure”. FLIGHT OPERATIONS MANUAL 11.29 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

5) After Step Two Ground person will complete a Post Anti-ice Check in accordance with this chapter definition and will advise the cockpit: a) “Captain, I am (name), your qualified Deicer. Your aircraft has been sprayed with Type IV (Maxflight, Kilfrost, etc.) Fluid, 100%. Your holdover time began (##) minutes ago. Your aircraft is clean.”

NOTE Currently, Avatar Airlines stations apply Type IV Fluids undiluted (100%), including Kilfrost, SAFEWING 2001 and MAX-FLIGHT 04.

6) The guideman must establish communication with the Captain prior to engine start or engine run-up to ensure Deicing/Anti-icing personnel and equipment are clear for engine start (standard engine start procedures apply).

Caution

ENSURE A SAFE DISTANCE EXISTS BETWEEN YOUR AIRCRAFT AND ANY EQUIPMENT/AIRCRAFT BEHIND YOU PRIOR TO ADVANCING THRUST LEVERS IN ACCORDANCE WITH AOM VOLUME 1 PROCEDURES. IF ENGINE RUN-UP IS NECESSARY PRIOR TO LEAVING DEICING AREA, THIS CAN BE ACCOMPLISHED VIA COMMUNICATION WITH THE GUIDEMAN.

4.6 Holdover Charts - General 1) Holdover Timetables are used by flight personnel to determine the length of time an aircraft can remain on the ground after the aircraft has been deiced/anti-iced. These tables are developed by the FAA for Type I and Type IV Fluids. The responsibility for the application of Fluid Holdover Timetable data remains with the Pilot-in-Command (Captain). 2) Holdover time is defined as the estimated time the application of deicing or anti-icing fluid will prevent the formation of frost or ice, and the accumulation of snow on the treated surfaces of an aircraft. Holdover time begins when the final application of deicing/anti-icing fluid commences, and expires when the deicing/anti-icing fluid applied to the aircraft wings, control surfaces, propellers, engine inlets and other critical surfaces loses it effectiveness. 3) To aid pilots in determining the maximum amount of holdover time which may be expected from the fluids used, in differing ambient conditions, holdover tables have been developed. Holdover times are only applicable when the aircraft is exposed to environmental conditions which could cause the additional accumulation and adhesion of contaminants to the aircraft surfaces. FLIGHT OPERATIONS MANUAL 11.30 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

WARNING

THE HOLDOVER TABLES ARE NOT A SUBSTITUTE FOR CREW VIGILANCE AND JUDGEMENT. IT IS ALWAYS THE RESPONSIBILITY OF THE CREW TO MONITOR THE CONDITION OF THE AIRCRAFT, AND ALWAYS THE RIGHT OF THE CAPTAIN TO REQUEST A CHECK OF THE AIRCRAFT REGARDLESS OF THE HOLDOVER TIME.

4) The following comments apply to the use of the Deicing/Anti-icing Fluid Holdover tables: a) The start of the holdover time will be supplied by the Qualified Deicer/Anti-icing personnel during their communications with the crew. This time will be the time at which the last complete application of fluid to the aircraft was begun.

NOTE Holdover Time Tables are provided for some specific Type IV Fluid brands (e.g., SAFEWING 2001, MAX-FLIGHT 04, etc.). If a fluid brand is not specifically relayed to the flight crew, the “FAA” Holdover Time Table will be used, as it is the most conservative of the FAA Approved Holdover Time Tables.

b) With Type I Fluid, the concentration of the solution is not a factor in interpreting the Type I Fluid Deice Holdover Table. c) With Type IV Fluids, concentration is a variable in holdover time. The concentration used will be given by the deicer during their crew communication.

NOTE Currently, Avatar Airlines stations apply Type IV Fluids undiluted (100/0).

d) With all fluid types, the ambient temperature is a factor. B747-400 - It shall be the judgment of the PIC whether the SAT indication will be used, or the ATIS temperature. 1) With all fluid types, the type of freezing precipitation is a factor in determining time. Normally, the type of precipitation given on ATIS will be used to determine the category, unless in the judgment of the PIC the ATIS is obviously incorrect with respect to conditions at the aircraft's location. 2) For each type of precipitation there is a time range given. Normal procedure will be to divide that time range into Light and Moderate sections. The first half of the time period (the lowest times) will apply to Moderate precipitation, and the second half of the time period will apply to Light precipitation. The only exceptions are where information regarding light snow, very light snow and light freezing rain conditions are present. FLIGHT OPERATIONS MANUAL 11.31 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) Holdover time can be adjusted up or down by the Captain if conditions change. For example, if conditions deteriorate, it would be necessary to decrease the originally determined holdover time. Conversely, if conditions were to significantly improve, holdover time could be extended. As an example, if precipitation were to stop, holdover time could be suspended during that period of time. 4) While the ATIS may provide information regarding the intensity of precipitation, pilots must be aware that conditions may change since the preparation of the ATIS. Additionally, conditions may vary around the airport and ramp areas due to winds, physical obstructions, etc.

WARNING

THE TIME OF PROTECTION WILL BE SHORTENED IN HEAVY WEATHER CONDITIONS. HEAVY PRECIPITATION RATES OR HIGH MOISTURE CONTENT, HIGH WIND VELOCITY, OR JET BLAST WILL REDUCE HOLDOVER TIME BELOW THE LOWEST TIME STATED IN THE RANGE. HOLDOVER TIME MAY ALSO BE REDUCED WHEN AIRCRAFT SKIN TEMPERATURE IS LOWER THAN AMBIENT OAT.

4.7 Holdover Charts - Weather Conditions 1) Prevailing Visibility Crews are not trained to make prevailing visibility assessments (except with regard to takeoff visibility where runway lights or markings are used to determine visibility). Therefore pilots shall not use their own assessments to determine prevailing visibility. Pilots must use the current, officially reported visibility. 2) Pilot Assessment of Precipitation Intensity a) Often weather observers determine precipitation intensities levels by the size and coverage of the precipitation on the ground or by its effects on the prevailing visibility. When precipitation is present with other obstructions to visibility such as fog or mist, frequently the intensity level of the precipitation is overstated. This is particularly common for ice pellet conditions where no accurate method of measuring intensity levels are currently in use. b) For determining applicable holdover and allowance times, pilots shall follow the guidelines outlined below: c) Flight crews may act based on their own assessment of precipitation intensity only in those cases where the officially reported meteorological precipitation intensity is grossly different from that which is occurring. 1) When precipitation is reported where there is no actual precipitation occurring. FLIGHT OPERATIONS MANUAL 11.32 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) When, in the flight crew’s judgment, the intensity is greater than that being reported or a different form of precipitation is being reported (e.g., light snow and the crew assessment is that it is moderate snow), the appropriate course of action and applicable holdover/ allowance times for the higher intensity must be applied. d) Before a flight crew takes action on his/her own precipitation intensity assessment, he/she shall request that a new observation be taken. A flight crew must not take action based on his/her own precipitation intensity assessment unless either a new observation is not taken and reported, or the new precipitation intensity officially reported remains grossly different from that which is occurring. e) When a flight crew acts based on his/her own assessment that precipitation intensity levels are lower than the official reported intensity level, a pre-takeoff contamination check (when holdover times have been exceeded) as per the approved procedure for the applicable aircraft is required within 5 minutes of takeoff. f) Pilot assessment of precipitation intensity levels may only be used when there is enough natural sunlight or artificial lighting available to provide adequate exterior visibility. g) If a crew member makes his or her own determination of precipitation intensity, Dispatch must be notified via Telesis or ACARS, and an acknowledgment must be received prior to takeoff. Additionally, an Avatar Airlines Pilot Pipeline must be submitted. 3) Snow a) The Snowfall Intensities table below presents critical information on the variability of snowfall intensities as a function of prevailing visibilities. The holdover time of any anti-icing fluid is directly related to the amount of moisture it can absorb before freezing. An analysis conducted by the FAA, clearly indicate that the FAA Snow Intensity Visibility Table is far more accurate in estimating snowfall intensity using visibility than the Federal Meteorological Handbook used by ATC. Much of this improved accuracy is do to the accounting for night vs. day and temperature variations in the FAA Snow Intensity Table which is not taken into account in the Federal Meteorological Handbook Visibility Table. b) Snowflake density is a key factor in determining the moisture content of snow. Wet snow, which generally occurs at temperatures above -1 °C, has a greater density than dry snow. Also, being heavier, it will fall at a higher velocity than dry snow. Thus, for a given visibility, these two factors will cause wet snow to deposit more moisture than dry snow. This table presents temperature correlation information, which more accurately relates wet snow and dry snow intensities to visibilities. c) During night snowfall conditions for the same snowfall rate, visibility is about twice as good as it is during the day. This occurs because snow reflects light at a high rate and, during the day, light comes from all directions, which makes their reflections worse. At night there is less light and light rays are more directed toward you with a reduced glare and reflections. Therefore, the table also presents a differentiation between day and night conditions to make visibility a more accurate indicator of moisture content for a given snowfall intensity and temperature. For these reasons the FAA is now requiring the use of the FAA Snow Intensity Table to FLIGHT OPERATIONS MANUAL 11.33 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

determine appropriate holdover times in snowfall conditions for all types of anti-icing fluid (Type I and IV). Because the FAA Snow Intensity Table uses visibility to determine snowfall intensities, if the visibility is being reduced by snow along with other forms of obscuration such as fog, haze, smoke, and etc., the FAA Snow Intensity Table need not be used to estimate the snow fall intensity for holdover time determination. Use of the FAA Snow Intensity Table under these conditions may needlessly overestimate the actual snowfall intensity and therefore the snowfall intensity being reported by the weather observer or ASOS may be used. d) In very cold conditions, dry snow can fall onto cold aircraft wings. Under these conditions, dry snow will swirl as it blows across the wings, making it evident the snow is not adhering. But if snow has accumulated on the surface of the wings, it has to be removed prior to takeoff. It cannot be assumed that accumulations of snow will blow off during takeoff.

Table 11.3 Snowfall Intensities as a Function of Prevailing Visibility

NOTE 1 This table is for estimating snow intensities for use with Type I and Type IV Holdover Time Guidelines.

NOTE 2 If visibility from a source other than the METAR is used, round to the nearest visibility in the table, rounding down if it is right in between two values (i.e., 0.6 and 0.625 (5/8) would both be rounded to 0.5 (1/2)).

4) Heavy Snow FLIGHT OPERATIONS MANUAL 11.34 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

No holdover times exist for heavy snow conditions. However, takeoff is authorized under the restrictions below:

NOTE When determining the intensity of heavy snow, utilize the Snowfall Intensities as a Function of Prevailing Visibility table in this Section.

a) The aircraft must have been properly anti-iced with Type IV Fluid. b) The aircraft critical surfaces must be free of contaminants, or the aircraft be properly deiced prior to the application of anti-icing fluid. c) A pre takeoff contamination check of the aircraft critical surfaces must be accomplished within five minutes of takeoff. This check must be conducted from outside the aircraft. d) If a definitive fluid failure determination cannot be made using the checks prescribed, takeoff is NOT AUTHORIZED. The aircraft must be completely deiced, and if precipitation is still present, anti- iced again prior to a subsequent takeoff. 5) Hoarfrost a) Thin hoarfrost is usually a uniform white deposit of fine crystalline texture and is thin enough for observers to visually distinguish aircraft paint surface features underneath it, such as paint lines, markings and lettering. b) Hoarfrost requires Type I Deicing. 6) Active Frost a) Active frost is a frost condition that is actively growing crystals and gaining in mass and thickness and is considered a precipitation condition. It typically forms at night under clear skies and calm winds when the OAT is below 0 °C and the dew point temperature spread is less than 3 °C. The temperature of the aircraft surface must be below 0 °C. b) As a guide, if there is frost and the OAT and the dew point are 3 °C apart and narrowing there is likely to be active frost. Therefore, if there is doubt, the condition should be treated as active frost. Weather Forecasts and METARs usually do not provide information on frost conditions. c) Active Frost requires Type I Deicing and if conditions require, Type IV Anti- icing. Refer to the Holdover Times in Active Frost Chart. FLIGHT OPERATIONS MANUAL 11.35 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

7) Freezing Fog The freezing fog condition is best confirmed by observation. If there is accumulation in the deicing area, then the condition is active and there is a tendency for freezing fog accumulation to increase with increasing wind speed. The least accumulation occurs with zero wind. Higher accumulations are possible with higher wind speeds. Freezing fog can accumulate on aircraft surfaces during taxi since taxi speed has a similar effect as wind speed. The wind can affect fluid performance. However, this factor is not accommodated for when generating fluid holdover times. 8) Snow Grains Snow grains are partially rimed and usually comprise the general make-up of snow. Typically, they are less than 1 mm. in diameter and do not bounce when impacting a hard surface. Through experience and meteorological similarity, the FAA includes snow grains with snow in the holdover times. 9) Drizzle/Freezing Drizzle and Rain/Freezing Rain a) When Drizzle/Freezing Drizzle and Rain/Freezing Rain is being reported, a pilot must use both visual and physical (touch) cues in determining the presence of precipitation. b) Precipitation Present - if precipitation is present to any degree by visual or physical cues, the official reported precipitation type and intensity must be used for determining the appropriate course of action and applicable holdover times. c) No Precipitation Present - if the crew member determines no precipitation is present, the aircraft should be deiced if necessary, and treated with anti-icing fluid. d) During light freezing rain or freezing drizzle conditions, if only Type I Fluid is applied, off-gate deicing must be accomplished and a Pre-Takeoff Contamination Check must be conducted from outside the aircraft prior to takeoff. e) No allowance times exist for Moderate and Heavy Freezing Rain. 10) Ice Pellets a) No allowance times exist for heavy ice pellet conditions. b) Tests have shown that ice pellets generally remain in the frozen state imbedded in Type IV (anti-icing) Fluid, and are not absorbed by the fluid in the same manner as other forms of precipitation. Using current guidelines for determining anti-icing fluid failure, the presence of a contaminant not absorbed by the fluid (remaining imbedded) would be an indication that the fluid has failed. These imbedded ice pellets are generally not readily detectable by the human eye during Pre-Takeoff Contamination Check procedures. Therefore, a visual Pre-Takeoff Contamination Check in ice pellet conditions may not be of value and is not required. Aerodynamic tests have shown that after proper deicing and anti- icing, the accumulation of light ice pellets, moderate ice pellets, and ice pellets mixed with other forms of precipitation in Type IV Fluid will not prevent the fluid from flowing off the aerodynamic surfaces during takeoff. FLIGHT OPERATIONS MANUAL 11.36 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

c) Takeoffs are authorized, in specific ice pellet conditions and corresponding outside air temperatures (OAT) listed in the Ice Pellet Allowance Times table below. The official reported precipitation type and intensity must be used for determining the appropriate course of action and applicable allowance times. d) Crews may takeoff up to the specific allowance time listed in the table after the start of the anti-icing fluid application with the following restrictions: e) The aircraft must be properly anti-iced using the Two-Step method. f) The allowance time is valid only if the aircraft is anti-iced with undiluted Type IV Fluid. g) If the takeoff is not accomplished within the applicable allowance time, the aircraft must be completely deiced, and if precipitation is still present, anti-iced again prior to a subsequent takeoff. 1) If the precipitation stops, at or before the time limits of applicable allowance time in the table and does not restart, the aircraft may takeoff up to 90 minutes after the start of the application of the Type IV anti-icing fluid, subject to the restrictions in the paragraph below. 2) If the ice pellet condition stops, and the allowance time has not been exceeded, the flight crew is permitted to consider the Type IV anti-icing fluid remains effective without any further action for up to 90 minutes after the start of the application time of Type IV anti- icing fluid. However, the OAT must remain constant or increase during the 90 minute period under the following conditions: i. Light ice pellets mixed with light or moderate freezing drizzle, ii. Light ice pellets mixed with light freezing rain, iii. Light ice pellets mixed with light rain, and iv. Light ice pellets mixed with moderate rain. 3) A pre-takeoff contamination check is not required because the allowance time cannot be extended by an internal or external check of the aircraft critical surface. 4) If ice pellet precipitation becomes heavier than moderate or if the light ice pellets mixed with other forms of allowable precipitation exceeds the listed intensities or temperature range, the allowance time cannot be used. The following information is extracted from the Federal Meteorological Handbook (FMH-1): i. Light - Scattered pellets that do not completely cover an exposed surface regardless of duration. ii. Moderate - Slow accumulation on the ground. iii. Heavy - Rapid accumulation on the ground. FLIGHT OPERATIONS MANUAL 11.37 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

5) If the temperature decreases below the temperature on which the allowance time was based, i. And the new lower temperature has an associated allowance time for the precipitation condition and the present time is within the new allowance time, then that new time must be used as the allowance time limit. ii. And the allowance time has expired (within the 90 minutes post anti-icing window if the precipitation has stopped within the allowance time), the aircraft may not takeoff and must be completely deiced and, if applicable, anti-iced before a subsequent takeoff.

Table 11.4 Ice Pellet Allowance Times FLIGHT OPERATIONS MANUAL 11.38 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.8 FAA Guidelines for Holdover Times in Active Frost, SAE TYPE I and TYPE IV Fluids r air temperature. al LOUT value. CAUTION Fluids used during ground deicing/anti-icing do not provide in-flight icing protection. THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER than -25°C (-13F) undiluted or -3 °C (2rF) in the 50/50 dilution, or -14 °C (rF) in the 75/25 dilution, limit usage to the actu 3) Value in parenthesis is for composite aircraft. 2) These fluids may not be used below -25 °C (-13°F) in active frost conditions For Type 11, 111, or IV fluids with a LOUT warme 1)(18°F)theI Water Mixture must be selected so that the freezing below outside mixture is at least 10oc point of Type I Fluid FLIGHT OPERATIONS MANUAL 11.39 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.9 FAA TYPE I Holdover Time Guideline 4 Other 3 guidelines exist guidelines exist lower than OAT. 0:02-0:05 0:02-0:05 Rain on Cold Rain on Cold wind velocity, or jet blast may Soaked Wing CAUTION: No holdover time Rain Rain Light F) belowOAT.

Freezing 0:02-0:05 0:02-0:05 0:02-0:05 2 C (18

Drizzle Freezing Freezing 0:09-0:13 0:09-0:13 0:05-0:09 0:04-0:07 (hours: minutes) (hours: 0:06-0:11 0:06-0:11 0:05-0:08 0:04-0:06 0:02-0:04 Moderate Moderate HER CONDITIONS AND OUTSIDE AIR TEMPERATURE 1 Light 0:11-0:18 0:08-0:14 0:06-0:11 0:04-0:07 1 Approximate Holdover Times Under Various Weather Conditions Various Weather Conditions Times Under Holdover Approximate 0:18-0:22 0:18-0:22 0:14-0:17 0:11-0:13 0:07-0:08 Snow, Grains or Snow Snow Pellets Very Light Very or 0:11-0:17 0:11-0:17 0:08-0:13 0:06-0:10 0:05-0:09 Ice Crystals Ice Crystals Freezing Fog Fog Freezing Wing Surface Aluminum Aluminum Aluminum Aluminum Aluminum below below above above 27 and 27 and 27 to 21 27 to 21 21 to 14 Degrees Degrees below 14 14 below Fahrenheit Fahrenheit PREDOMINANTLYFUNCTION OF ALUMINUMAS A OF WEAT Outside Air Outside Temperature CAUTION: THIS TABLE IS FOR DEPARTURE PLANNING ONLY AND SHOULD BE USED IN CONJUNCTION WITH PRETAKEOFF CHECK PROCEDURES. SHOULD BE USED IN CONJUNCTION IS FOR DEPARTURE ONLY PLANNING THIS TABLE AND CAUTION: to -6 to -10 above above -3 and -3 and reduce holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is skin temperature aircraft when be reduced the range. time may the lowest time stated in Holdover time below holdover reduce Celsius below -3 -3 below -6 below content, high or high moisture conditions. rates Heavy precipitation in heavy weather be shortened will The time of protection protection during flight. is not intended for and does provide ground deicing/anti-icing SAE TYPE I fluid used during Degrees Degrees Below -10   TABLE 1. FAA GUIDELINES FOR HOLDOVER TIMES SAE TYPE I FLUID MIXTURES ON CRITICAL AIRCRAFT SURFACES COMPOSED COMPOSED SURFACES AIRCRAFT ON CRITICAL I FLUID MIXTURES TYPE SAE TIMES HOLDOVER FOR FAA GUIDELINES 1. TABLE THE RESPONSIBILITY FOR THE APPLICATION OF THESE DATA REMAINS WITH THE USER. THE RESPONSIBILITY FOR APPLICATION OF THESE DATA REMAINS WITH 1 mixed with light rain. of very light or snow conditions times in rain holdover Use light freezing 2 is not possible. drizzle of freezing times if positive identification rain holdover Use light freezing only. 3 Fahrenheit) degrees (32 Celsius 0 degrees above at temperatures is for use column This 4 rain, hail. heavy freezing moderate and ice pellets, Heavy snow, 10 is at least of the mixture point the freezing that selected so be must I fluid/waterSAE Type mixture CAUTIONS: CAUTIONS: FLIGHT OPERATIONS MANUAL 11.40 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.10 FAA TYPE IV Holdover Time Guideline FLIGHT OPERATIONS MANUAL 11.41 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.11 DOW UCAR ENDURANCE EG106 TYPE IV FLIGHT OPERATIONS MANUAL 11.42 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.12 DOW UCAR FLGIHTGUARD AD-480 TYPE IV FLIGHT OPERATIONS MANUAL 11.43 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.13 DOW UCAR AD-49 TYPE IV FLIGHT OPERATIONS MANUAL 11.44 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.14 CLARIANT MAX-FLIGHT 04 TYPE IV FLIGHT OPERATIONS MANUAL 11.45 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.15 KILFROST ABC-S PLUS TYPE IV FLIGHT OPERATIONS MANUAL 11.46 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.16 Takeoff Prior to the Expiration of Holdover Time 1) A Pre-Takeoff Check must always be accomplished if atmospheric icing conditions exist. 2) Having completed this check, if the crew has any doubt as to the condition of the aircraft, they will either have a Pre-Takeoff Contamination Check performed on the aircraft or obtain additional Deicing/Anti-icing.

4.17 Takeoff After the Expiration of Holdover Time 1) Pre-Takeoff Contamination Check must be accomplished. 2) Having completed this check, the Deicing/Anti-icing crew will establish ground-to-cockpit communications and advise - “Captain, I am (name), your qualified deicer. Your aircraft has received a Contamination Check. Your aircraft is clean.” or “Captain, your aircraft is not clean and requires further deicing”

Caution

THE QUALIFIED DEICER MUST ASSURE THAT ALL EQUIPMENT AND PERSONNEL ARE CLEAR OF THE AIRCRAFT PRIOR TO GIVING THE DEPARTURE SALUTE.

3) The takeoff must begin within five minutes of the last Pre-takeoff Contamination Check. 4) If the aircraft is not clean and requires further Deicing/Anti-icing, the contaminated Type IV must be removed with hot Type I Deicing Fluid prior to any re-application of Type IV for anti-icing. Another coating of anti-icing fluid cannot be applied directly on top of a contaminated film. FLIGHT OPERATIONS MANUAL 11.47 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.18 Inspection Check Quick Reference Inspection/ By Whom When Performed Cold Weather Flight Crew During the Walk-around Preflight Inspection Post Deice Qualified Deice/Anti- At the Deice area after Check and Post ice personnel completion of Deicing/Anti-icing. Anti-ice Check The Captain is informed of satisfactory completion by the Pre-Takeoff Flight Crew Prior to takeoff when the aircraft Check has been Deiced and then exposed to freezing precipitation, frost or freezing Pre-Takeoff Qualified Deice/Anti- Required anytime the aircraft is Contamination ice personnel not off the ground within the Check holdover time, and/or whenever required by the Pilot-In-Command. The takeoff must begin within five minutes of the check or an additional check

4.19 Fluid Failure/Contamination Recognition Techniques 1) General When Deicing/Anti-icing has been performed, and the aircraft is operating in conditions of freezing precipitation, the flight crew must always remain alert to the conditions of the aircraft with respect to the formation of contaminants on the aircraft surfaces.

WARNING

PRELIMINARY AIRCRAFT TESTING INDICATES THAT THE FIRST FLUID FAILURES APPEAR TO OCCUR ON THE LEADING OR TRAILING EDGES OF THE WING’S SURFACE RATHER THAN THE MID-CHORD SECTION OF THE WING.

2) Type I Aircraft Deiced/Anti-icing with Type I Fluid will change from a smooth, clean wet surface to a snow or ice covered surface. This change will take place relatively quickly as holdover time is exceeded. 3) Type IV Aircraft Deiced/Anti-icing with Type IV Fluid will change from a smooth, gel-like appearance to a slushy appearance and finally to a snow or ice covered surface as holdover time is exceeded. This change will take place slower than the change experienced with Type I Fluid. As the fluid becomes more opaque, there will be difficulty discerning structural details (rivets, screws, seams). FLIGHT OPERATIONS MANUAL 11.48 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

4.20 Offline Deicing/Anti-icing

In unusual circumstances when an Company aircraft must divert to an offline station where station personnel have not been trained according to Avatar Airlines GDAP, the Captain will request Deicing/Anti-icing through the OCC Manager-on-Duty. The OCC Manager-on-Duty will contact the nearest Company station. Avatar Airlines Station will identify a company qualified deicer to travel to the aircraft location by the quickest means available. Avatar Airlines qualified deicer will deice/ anti-ice the aircraft in accordance with Avatar Airlines GDAP. In the event this offline deicing/anti-icing program is used the AMR CMO will be notified.

5ICING

5.1 Icing – Dispatch Policy and Procedures 14 CFR 121.341 1) For Dispatch purposes, light freezing rain, freezing drizzle and light freezing drizzle are all considered forms of freezing precipitation and will be referred to as such in this Section. 2) No aircraft shall be dispatched, continue to operate enroute or land, when in the opinion of the Captain or Dispatcher, icing conditions are expected that might adversely affect the safety of the flight. 3) Aircraft may be dispatched from an airport that is reporting freezing drizzle or light freezing rain. These types of precipitation are contained in the ground deice/anti-icing program. The dispatch of a flight requires concurrence of both Captain and Dispatcher regarding the ability to conduct the flight in a safe manner. Forecasts of freezing rain and freezing drizzle will continue to be provided for Dispatchers and flight crews as well as all icing PIREPs. 4) In determining whether a flight may be dispatched, the flight crew and Dispatcher shall consider the following weather data: a) WSI and/or NWS weather reports and forecasts b) Pilot reports c) Applicable AIRMETs and SIGMETs d) Area meteorology, including fronts, convective activity, surface temperatures and temperatures aloft 5) Aircraft may be dispatched to an airport that is reporting freezing drizzle, light freezing rain or freezing rain, since freezing precipitation alone does not classify as severe ice. The Captains and Dispatchers are permitted to exercise judgement with respect to reports and forecasts of these conditions. 6) The following standard policies shall also be followed: a) When freezing precipitation is reported at the time of departure at the departure airport no aircraft shall be dispatched except in strict compliance with the approved ground deicing program, including compliance with the appropriate holdover restriction. 1) Dispatch of company aircraft, when known severe icing exists at any point along the intended flight path (route and altitude) including destination, is only permitted if: FLIGHT OPERATIONS MANUAL 11.49 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) The flight can be dispatched via a route and/or altitude that will avoid the applicable areas, and; 3) The flight crew and Dispatcher determine that a safe exit route exists if severe icing conditions are inadvertently encountered. 4) If such routing or exit routes do not exist, dispatch of the flight is prohibited. b) All applicable system Minimum Equipment List requirements must be met. 7) After departure, if the visual cues associated with severe icing exist, you must exit those conditions. The most expeditious way to exit after takeoff would be to climb and consider a heading change.

5.2 Icing – Approach and Landing

The use of PIREPs provided by preceding aircraft on the approach will aid in the decision to commence the approach. When ATIS, the tower or a PIREP reports freezing drizzle or freezing rain, beginning an approach is permitted; however, if the visual cues associated with severe ice occur during the approach, exit the conditions. “Landing the airplane when freezing rain/freezing drizzle conditions are encountered would, in many cases, be the most expeditious method of exiting the conditions. Such landing would be in compliance with the limitation that requires the flight crew to exit the severe icing condition”.

5.3 Icing – Aircraft Ice Protection Systems 1) Ice Protection Systems are not designed or intended to permit continuous or extended operation in icing conditions except when such conditions are classified as light. Avatar Airlines policy regarding ice protection systems is that such systems are intended as an aid in transiting through areas of icing conditions. Flight crews shall attempt to change routing and/or altitude to minimize exposure to icing conditions if practical. 2) Encountering severe icing conditions shall be considered a critical situation and require immediate action from the flight crew to exit those conditions.

5.4 Icing – Pilot Reports to OCC and ATC 1) Flight crews shall immediately advise ATC when encountering moderate or greater icing, or any intensity of freezing rain. As soon as workload permits, OCC must be provided with the same report. These reports shall include: a) Time b) Location c) Aircraft type d) Altitude e) Type and intensity of the encountered condition FLIGHT OPERATIONS MANUAL 11.50 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

f) Outside air temperature

NOTE Refer to PIREPS relating to Airframe Icing in this section for descriptive terms for ice type and intensity that are to be used when making pilot reports. Current FAA guidance requires that reports of moderate or greater icing or freezing rain which are received by ATC should be forwarded to other aircraft approaching the reported area of the precipitation and will relay the reports to FSS.

2) Whenever a Dispatcher receives a pilot report of moderate or greater icing or freezing rain, that Dispatcher shall forward those reports to all OCC Dispatchers. Affected Dispatchers will then ensure that the appropriate flights to which they are assigned receive the pilot report and will assist rerouting of those flights as necessary to avoid flight in the reported conditions.

5.5 Icing – Station Deice/Anti-ice Status Reports to OCC 1) The Station Deicing Report is appended to all releases, directly below the Field Conditions Report, and states whether deicing/anti-icing operations are in effect. 2) Station managers are responsible for maintaining and updating the information in the report. 3) The Station Deicing Report will state the station’s current deicing/anti- icing capabilities. 4) Any changes to the report will cause an automatic alert to be sent to affected Dispatchers. 5) When deicing operations are not in effect, the report will state “DEICING - NONE”.

5.6 PIREPS Relating to Airframe Icing AC 91-74A When encountering in flight icing conditions pilots are required to report such conditions to ATC or an FSS as soon as practical and PIREPS pertaining to icing should state the aircraft type, location, altitude/flight level, IAS, OAT and the following descriptive terms as to type and intensity of icing: 1) Trace Ice becomes noticeable. The rate of accumulation is slightly greater than the rate of sublimation. A representative accretion rate for reference purposes is less than 1/4 inch (6 mm) per hour on the outer wing. The pilot should consider exiting the icing conditions before they become worse. Pilots should be aware that any ice, even in trace amounts, could be potentially hazardous. 2) Light The rate of ice accumulation requires occasional cycling of Manual Deicing Systems to minimize ice accretions on the airframe. A representative accretion rate for reference purposes is ¼ inch to 1 inch (0.6 to 2.5 cm.) per hour on the outer wing. The pilot should consider exiting the condition. FLIGHT OPERATIONS MANUAL 11.51 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) Moderate The rate of ice accumulation requires frequent cycling of Manual Deicing Systems to minimize ice accretions on the airframe. A representative accretion rate for reference purposes is one to three inches (2.5 to 7.5 cm) per hour on the outer wing. The pilot should consider exiting the condition as soon as possible. 4) Heavy The rate of ice accumulation requires maximum use of the Ice Protection Systems to minimize ice accretions on the airframe. A representative accretion rate for reference purposes is more than three inches (7.5 cm.) per hour on the outer wing. Immediate exit from the conditions should be considered. 5) Severe The rate of ice accumulation is such that Ice Protection Systems fail to remove the accumulation of ice and ice accumulates in locations not normally prone to icing, such as areas aft of protected surfaces and any other areas identified by the manufacturer. Immediate exit from the condition is necessary. 6) Rime Ice A rough, milky, opaque ice formed by the rapid freezing of supercooled drops/ droplets after they strike the aircraft. The rapid freezing results in air being trapped, giving the ice its opaque appearance and making it porous and brittle. Rime ice typically accretes along the stagnation line of an airfoil and is more regular in shape and conformal to the airfoil than glaze ice. It is the ice shape, rather than the clarity or color of the ice, which is most likely to be accurately assessed from the cockpit. 7) Glaze Ice/Clear Ice Ice, sometimes clear and smooth, but usually containing come air pockets, which results in a lumpy translucent appearance. Glaze ice results from supercooled drops/droplets striking a surface but not freezing rapidly on contact. Glaze ice is denser, harder and sometimes more transparent than rime ice. Factors, which favor glaze formation, are those that favor slow dissipation of the heat of fusion (i.e., slight supercooling and rapid accretion). With larger accretions, the ice shape typically includes “horns” protruding from unprotected leading edge surfaces. It is the ice shape, rather than the clarity or color of the ice, which is most likely to be accurately assessed from the cockpit. The terms “clear” and “glaze” have been used for essentially the same type of ice accretion, although some reserve “clear” for thinner accretions which lack horns and conform to the airfoil. 8) Mixed Ice Simultaneous appearance or a combination of rime and glaze/clear ice characteristics. Since the clarity, color and shape of the ice will be a mixture of rime and glaze characteristics, accurate identification of mixed ice from the cockpit may be difficult. 9) Known or Observed or Detected Ice Accretion Actual ice observed visually to be on the aircraft by the flight crew or identified by on board sensors. FLIGHT OPERATIONS MANUAL 11.52 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

10) Runback Ice Ice which forms from the freezing or refreezing of water leaving protected surfaces and running back to unprotected surfaces. 11) Residual Ice Ice which remains on a protected surface immediately after the actuation of a Deicing System. 12) Intercycle Ice Ice which accumulates on a protected surface between actuation cycles of a Deicing System. 13) Ice Crystals Ice crystals, often found in high concentrations near convective weather systems, can accrete within turbine engines and cause power loss. Ice crystals are not typically detected by either conventional ice detectors or airborne radar, and typically do not accrete on external airframe surfaces. Ice crystals found in stratus and cirrus clouds are usually in relatively low concentrations, and do not represent a threat to turbine engines. 14) Freezing Drizzle Drizzle is precipitation at ground level or aloft in the form of liquid water drops that have diameters less than 0.5 mm and greater than 0.05 mm. Freezing drizzle is drizzle that exists at air temperatures less than 0 °C (supercooled), remains in liquid form, and freezes upon contact with objects on the surface or airborne. 15) Freezing Rain Rain is precipitation at ground level or aloft in the form of liquid water drops which have diameters greater than 0.5 mm. Freezing rain is rain that exists at air temperatures less than 0 °C (supercooled), remains in liquid form, and freezes upon contact with objects on the ground or in the air.

5.7 Unusual Icing Reporting Program 1) The Unusual Icing Reporting Program was developed as a joint effort of the Regional Airline Association (RAA) and the FAA to provide aircraft manufacturers, regulatory authorities, and research institutions documentation of encounters with unusual icing conditions. From the reports submitted under this program, a database will be established to support the continued study of these phenomena and the development of better adverse weather forecasting techniques. 2) Procedure for Using the Program a) The program, as initiated by the RAA and FAA, specifies reports will be made by the PIC to prevent duplication of events in the database. b) Our internal procedures will vary from this somewhat and are as follows: 1) When a crew encounters conditions which may meet the reporting criteria, a joint decision should be made regarding whether the conditions constitute a reportable event. FLIGHT OPERATIONS MANUAL 11.53 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) If the decision is made that a report should be filed, the PIC shall complete and submit the form. However, the First Officer may complete and submit a form to the DCP, with a copy to the PIC, if desired. When a form is submitted by the SIC, they should circle their name on the form. 3) Complete forms should be forwarded to the DCP. 4) Avatar Airlines will assign the report a number and remove flight and crew identification prior to submitting the report to the RAA. The RAA will then transmit data to the appropriate FAA Certification Office, the aircraft manufacturer, the National Center for Atmospheric Research (NCAR) and NASA. 5) Should any of the participating parties need additional information from the crew, they will contact the RAA who will in turn notify the carrier.

5.8 Types of Encounters to be Reported 1) A report is requested when any of the following conditions are encountered: a) An extremely fast rate of accumulation which requires immediate action by the crew to depart the conditions in order to ensure the continued safety of the flight. b) Encounters with conditions which can be identified as freezing rain, freezing drizzle or Supercooled Large Droplets (SLD). c) Ice accretion which forms in unusual locations or in unusual patterns from that normally observed. d) Ice accretion associated with aircraft controllability anomalies unrelated to turbulence. 2) Should an occurrence require an emergency to be declared or involve aircraft controllability, the normal debrief form should be completed, as well as an Unusual Icing Report. 3) Importance of this Program a) Reports of actual conditions encountered are the best tool for weather forecasters to validate their forecasting methods. The current volume of regional airline operations conducted provides an ideal vehicle for obtaining this type of data. We strongly encourage crews to participate in this program. b) Forms are available at the DCP office or may be obtained by contacting the Manager-on-Duty at OCC.

5.9 RAA/FAA Unusual Icing Reporting Form 1) This program has been developed to provide aircraft manufacturers, regulatory authorities, pilot representative groups and research/ educational institutions documentation of encounters with unusual icing conditions. A data base is being developed from the reports submitted under this program to support the continued study of these phenomena and the development of better adverse weather forecasting techniques. FLIGHT OPERATIONS MANUAL 11.54 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) Flight crews from participating air carriers are being asked to help provide data for this program by completing and submitting, to carrier management, one of these forms when such conditions have been encountered. It is requested the Captain make the report to prevent duplication of data. 3) Each report is assigned a tracking number so that crew and flight information can be removed prior to submission to the RAA. The RAA removes carrier identification prior to forwarding the report to the FAA. Should any of the participating parties desire to talk with the crew to obtain more information, they will contact the RAA who will in turn contact the carrier. 4) Types of Encounters to be Reported A report is requested when any of the following conditions are encountered: • An extremely fast rate of accumulation which requires immediate action by the crew to depart the conditions in order to ensure the continued safety of the flight. • Encounters with conditions which can be identified as freezing rain, freezing drizzle or Supercooled Large Droplets (SLD). •Ice accretion which forms in unusual locations or in unusual patterns from that normally observed. • Ice accretion associated with aircraft controllability anomalies unrelated to turbulence. •It is important to note that events related to aircraft controllability (item D.) fall under the scope of NTSB 830 and should be reported by the air carrier to the NTSB, as well as through this system. 5) General Instructions for Completion of Form • The form has been designed to supply a large amount of standardized information yet require a minimum of time to complete. Most questions are of either a Yes or No response or a multiple choice type. For these items please circle the Bold faced letter of the appropriate selection. • At the end of the form, crew members may provide more details regarding the ice shapes and the encounter should they desire to do so. If you feel the questions presented give a good description of the encounter it is not necessary to write any additional description. FLIGHT OPERATIONS MANUAL 11.55 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Figure 11.1 Unusual Icing Reporting Form (page 1)

Tracking # (___)______(Completed by Carrier Coordinator) Date ___ / ____ / ____ Flight Number ______Aircraft Reg. No. ______Captain ______Employee Number ______First Officer ______Employee Number ______Tracking # (___)______(Completed by Carrier Coordinator) Aircraft Type ______Time ____ : ____ GMT Conditions at Encounter

Nearest VOR _____(Ident) Approx. Dist ______NM Approx. Radial _____ Deg. Altitude: ______ft. Airspeed ______KIAS Phase of Flight: Takeoff/Climb/Cruise/Descent/Approach/Hold Temp: IOAT _____ C or F, TAT ______C or F, SAT ______C or F Type of precipitation present: None/Rain/Drizzle/Snow/Ice Pellets Was aircraft in cloud during icing: Yes or No Was any lightning present: Yes or No Turbulence during encounter: None/Light/Moderate/Severe WX radar returns in the encounter area: None/Green/Yellow/Red/Not Available Actions Taken Climb/Descend/Course Change/None Required Altitude Change Made: ______Feet Approximate time spent in conditions being reported ______minutes Result of Actions Taken Departed Icing conditions: Yes or No Icing Conditions continued but Ice did not accrete: Yes or No Accretion continued, but unusual ice pattern stopped accreting: Yes or No Conditions became more severe: Yes or No FLIGHT OPERATIONS MANUAL 11.56 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Figure 11.1 Unusual Icing Reporting Form (page 2) Ice Detection

Does aircraft have an ice detector: Yes or No If yes, did it trigger: Yes or No Prior to visible accretion: Yes or No At start of this event: Yes or No Does aircraft have a 'large droplet indicator' or cue: Yes or No If yes, did it appear: Yes or No Ice Accretion Specifics Reason for this report is: Intensity of icing/Unusual Ice Accretion Patterns/Both Intensity of icing (circle appropriate number): Light Moderate Severe 12345 General classification of type of icing encountered (circle appropriate number): Rime Mixed Clear 1 2 3 4 5 Which of the following shapes most closely resembles the ice observed on any unprotected areas:

12 3 456

Using the graphic above, approximately what thickness was the ice at the area labeled H. 1/4” / 1/2” / 3/4” / 1" / 1-1/2” / 2" / 3" / > 3" Were there any indications of ice accretion at the aft edge of the wing boots: Yes or No If so, was this noted on the: Upper Surface/Lower Surface/Both Surfaces. Approximately how far aft of the boot ______Inches / % Chord Approximately how high was this ice. 1/4” / 1/2” / 3/4” / 1" / 1-1/2” / 2" / 3" / > 3" How would you rate the effectiveness of the wing deice boots during this encounter: Good - Ice shed cleanly at each cycle. Fair - Controlled buildup but significant residual ice remained after cycling. Poor - Unable to prevent continual building of ice. ATC Considerations Were any PIREPs received from ATC regarding these conditions: Yes or No Was a request made to ATC for Climb, Descent or Course Change: Yes or No Did ATC comply with request: Yes or No Approximate time for ATC to grant request ______minutes Effect on Aircraft Performance/Controllability Was there a significant change in aircraft performance: Yes or No Describe the performance change - (Airspeed loss in knots, unable to maintain altitude, etc.) ______Were any buffeting, vibrations or oscillations noted: Yes or No Axis in which they were noted: Pitch/Roll/Yaw (Rudder)/General Airframe Intensity: Barely noticeable/Noticeable/Significant but Controllable/Uncontrollable FLIGHT OPERATIONS MANUAL 11.57 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Figure 11.1 Unusual Icing Reporting Form (page 3) Was there any effect on aircraft handling or controllability: Yes or No If Yes, please describe: ______Description of ice formation if you feel additional information is necessary. ______Description of encounter if you feel additional information is necessary. ______

6 TURBULENCE

6.1 General 1) It is the policy of Avatar Airlines to suspend operations over a route or throughout an area, when necessary, to avoid subjecting passengers and equipment to unacceptable turbulence. The severity at which turbulence becomes unacceptable is difficult to define but, in general, it is turbulence sufficient to frighten passengers or to which exposure for more than a few minutes would make passengers uncomfortable or air sick. Safety and passenger comfort are our first two considerations; on time performance, third. Irrespective of the above listed guideline, flight operations shall not be conducted in areas of known turbulence of severe or extreme intensity. 2) If, after the FASTEN SEATBELT sign has been turned OFF enroute, the crew becomes aware of turbulence reports along the planned route of flight, identifies suspicious radar indications or visually identifies atmospheric conditions along the planned route of flight which indicate the possibility of turbulence, the Captain should ensure the seatbelt sign is turned ON. 3) Whenever turbulence of moderate or greater intensity is suspected, the Flight Attendant(s) will be instructed to be seated with their seatbelt fastened. This is especially true if the chime-signal has been previously given to the Flight Attendant(s), allowing them to leave their seats to begin their cabin service. In this event, the Captain should make a PA informing the passengers that the Flight Attendant(s) has been instructed to be seated due to anticipated turbulence. The format is described in Section 10. FLIGHT OPERATIONS MANUAL 11.58 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

6.2 Low Level Turbulence Causes 1) Surface wind flow over an uneven surface (buildings, trees, terrain, etc.). 2) Strong surface heating. 3) Outflows from thunderstorms or heavy rain showers in the vicinity. 4) Abrupt windshifts due to frontal systems or a temperature inversion. 5) Wake turbulence behind other aircraft (see Wake Turbulence).

6.3 High Altitude Clear Air Turbulence Causes 1) Windshear in the vicinity of upper level wind shifts. 2) Abrupt temperature changes through upper level fronts. 3) Waves formed in a strong wind flow downwind of high terrain or strong thunderstorms. 4) The abrupt wind and/or temperature change near the Tropopause.

6.4 Turbulence Terms 1) Smooth A condition of the atmosphere in which no bumpiness is experienced. 2) Light Chop A condition of the atmosphere in which there occurs some slight, rapid, rhythmic bumpiness without appreciable changes in altitude or attitude. 3) Light Turbulence A condition of the atmosphere in which there occurs bumpiness accompanied by slight erratic changes in altitude and/or attitude (pitch, roll, yaw). In a condition of light chop or light turbulence, occupants may feel a slight strain against seatbelts or shoulder straps. Unsecured objects may move slightly. Food service may be conducted. Little to no difficulty is encountered in walking. 4) Moderate Chop A condition of the atmosphere similar to light chop but of greater intensity. There are rapid bumps and jolts without appreciable changes in altitude or attitude. 5) Moderate Turbulence A condition of the atmosphere similar to light turbulence but of greater intensity. Altitude and attitude changes occur. Indicated air speed fluctuates. Positive control of the aircraft is maintainable at all time. In a condition of moderate chop or moderate turbulence, occupants feel a definite strain against seatbelts or shoulder straps. Unsecured objects move. Food service and walking is difficult. FLIGHT OPERATIONS MANUAL 11.59 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

6) Severe Turbulence A condition of the atmosphere in which large and abrupt changes in altitude and attitude occur. Indicated airspeed fluctuates over a large range. Momentary loss of control may be experienced. Occupants are violently forced against seatbelts and shoulder straps. Unsecured objects are tossed about. Food service and walking are not possible. A PIREP and a radio call to MOC are required. In accordance with the aircraft maintenance recommendations, an AML entry should only be made if all of the above conditions are actually encountered. 7) Extreme Turbulence A condition of the atmosphere in which the aircraft is tossed about violently and is practically impossible to control. Structural damage may occur. A Pirep and a radio report to MOC are required plus an AML entry to ensure completion of required maintenance inspection.

6.5 Duration of Turbulence Terms 1) Occasional Chop or Turbulence Occurs less than 1/3 of the reported segment time. 2) Intermittent Chop or Turbulence Occurs from 1/3 to 2/3 of the reported segment time. 3) Continuous Chop or Turbulence Occurs more than 2/3 of the reported segment time.

6.6 Distinction – Chop and Turbulence 1) Chop Used for those conditions where very little to no change in altitude and/or attitude occurs. The term chop is restricted to use in reference to light or moderate intensity only. 2) Turbulence Used for those conditions where appreciable amounts of pitch, roll or yaw are present.

6.7 Turbulent Air Penetration 1) Flight through known severe turbulence should be avoided. When unavoidable, observe the recommended target airspeed for turbulence penetration. These speeds allow greater latitude of speed reduction while providing the required maneuvering and structural limit margins. 2) The recommended technique for flight in turbulence is as follows: a) When entering an area of known turbulence, secure all loose equipment. Shoulder harnesses will be worn. b) The autopilot, if so equipped, should be used in light or moderate turbulence. c) Once power is set to maintain desired airspeed, avoid further power changes. FLIGHT OPERATIONS MANUAL 11.60 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

d) Select continuous ignition during turbulence or heavy precipitation, if specified in the aircraft specific AOM Volume 1. This will reduce the possibility of flameout due to engine instability. e) Hold the wings level and the desired pitch attitude. In extreme drafts, large attitude changes may occur. Do not use sudden or large control inputs; instead, use moderate inputs to resist changes in attitude. Maintain pitch attitude with elevator. After establishing the trim setting for penetration speed, do not change stabilizer trim. f) Severe gusts or drafts will cause large and often rapid variations in IAS. Do not “chase” airspeed in an attempt to hold recommended speed. g) Large altitude variations are possible in severe gusts or drafts, but do not “chase” altitude. h) Whenever possible, advise the Flight Attendant before or shortly after takeoff of anticipated enroute turbulence for planning their activities accordingly

WARNING

WHEN TURBULENCE IS ENCOUNTERED: IF LIGHT, INTERMITTENT OR CONTINUOUS, TURN ON FASTEN SEATBELT SIGN AND MAKE A PA ADVISING PASSENGERS OF LIGHT TURBULENCE AND REQUESTING THEY FASTEN THEIR SEATBELTS. IF OTHER THAN LIGHT, ADVISE FLIGHT ATTENDANTS, IF APPLICABLE, TO CHECK SEATBELTS AND THEN BE SEATED THEMSELVES. TURN ON FASTEN SEATBELT AND NO SMOKING SIGNS. MAKE A PA ADVISING PASSENGERS OF ROUGH AIR AND REQUESTING THEY FASTEN THEIR SEATBELTS SNUGLY.

6.8 PIREPS Relating to Turbulence

When encountering turbulence, pilots are urgently requested to report such conditions to ATC and OCC as soon as practical. PIREPS relating to turbulence should state the aircraft type, location, altitude/flight level, duration of turbulence, whether occurring in or out of clouds, and the descriptive terms found in this Section, as to intensity of the turbulence.

7 THUNDERSTORMS

7.1 General 1) Do not enter or depart terminal areas when such areas are blanketed by thunderstorms except where known thunderstorm-free routes exist and are followed. Airborne radar and all available weather reports will be used to make this determination. FLIGHT OPERATIONS MANUAL 11.61 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) When thunderstorm activity is anticipated, the Dispatcher and Captain will, after a thorough review of the weather reports and forecasts, plan a flight so as to avoid broken or solid thunderstorm areas or permit their circumnavigation with airborne and ground radar. 3) Aircraft will not be dispatched or flown when current or forecast weather reports indicate thunderstorms in the area or along the route unless the airborne weather radar equipment is in satisfactory operating condition, or the storms in the area are widely scattered and reports indicate that the tops may be circumnavigated visually. 4) In the event of radar failure, the responsibility and authority rests with the Captain to determine that a thunderstorm area can be navigated with safety and reasonable comfort to passengers. 5) The airborne radar is not to be used as a terrain avoidance tool. 6) Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Hail has been observed in clear air several miles from the parent thunderstorm. Hail should be anticipated with any thunderstorm. Therefore, avoid any thunderstorm identified as severe or giving intense radar echoes by at least 20 NM. This is especially true under the anvil of a large cumulonimbus cloud.

7.2 Tornado Identification

Tornado Identification is much less reliable but it is known that certain major tornadoes produce an echo. Other tornadoes will leave no characteristic echo for identification.

7.3 Reporting Bases and Tops

In reporting enroute weather, pilots shall report height of cloud bases and tops in altitude above sea level. In the immediate vicinity of airports, height of cloud bases should be reported in altitude above the airport.

8 WINDSHEAR

8.1 Windshear 1) The following information is divided into two sections. The first deals with the background information regarding conditions and hazards associated with windshear. The second portion defines the specific company policy regarding certain type of windshear or potential windshear conditions. It must be understood that the policies outlined are conditions where the specified action is REQUIRED. Anytime a crew has concerns regarding the safety of a takeoff or landing, they must act on those concerns by going around, missing the approach, aborting the takeoff or delaying the takeoff. 2) Flight crew actions regarding windshear are divided into four areas: • Avoidance • Prevention • Recognition • Escape FLIGHT OPERATIONS MANUAL 11.62 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

3) Avoidance is the First Rule a) Avoid areas of known severe windshear. PIREPS of windshear in excess of 20 knots or 500 FPM climb or descent below 1,000 feet AFL are a good indication of such areas. However, the flight crew must consider the time elapsed since the report and the change in reported or observed (radar or visual) weather. Microburst, in particular, can create severe windshear conditions but these conditions develop, change and dissipate rapidly. b) The most dangerous form of windshear is a convective microburst. Some have been documented with wind changes in excess of 150 kts. Because microbursts intensify for several minutes after they first impact the ground, the severity may be up to twice as much as that which is initially reported. Dry microbursts are especially insidious since they cannot be detected visually or with conventional radar. 4) Identifiers of Dry Microbursts a) PIREPS b) LLWAS c) VIRGA – Weak precipitation areas that do not reach the surface. d) Visual Clues – Blowing dust, rings of dust, dust devils, or other tornado-like features, and other evidence of strong local outflow near the surface. e) Windshear Forecast – Potential for convection: mid-level moisture, very dry surface condition; 30° - 50° F temperature/dew point spread. 5) Identifiers of Wet Thunderstorm Microbursts a) PIREPS b) LLWAS c) Visual Clues – Heavy Rain, lightning, blowing dust, rings of dust, dust devils or other tornado-like features and other evidence of a strong local outflow.

Caution

VISUAL CLUES MAY BE OBSCURED BY LOW VISIBILITIES IN WET THUNDERSTORM MICROBURST SITUATIONS.

d) Thunderstorm Forecast – Although no techniques currently exist to forecast wet microburst, crews should consider the thunderstorm forecasts contained in the terminal forecasts and severe weather advisories as a possible indication of the presence of wet microbursts. FLIGHT OPERATIONS MANUAL 11.63 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Caution

BECAUSE OF THE DYNAMIC NATURE OF WINDSHEAR, IT MAY BE SUBSTANTIALLY MORE SEVERE THAN REPORTED IN THE PIREP.

Caution

LLWAS IS NOT CAPABLE OF DETECTING ALL MICROBURSTS. THE ABSENCE OF A LLWAS ALERT IS NOT A GUARANTEE THAT SHEAR CONDITIONS DO NOT EXIST

6) Avoidance Actions Search for clues which may indicate the presence of severe windshear. Severe windshear has been encountered under the following conditions: a) Thunderstorm and convective clouds. b) Rain and snow shower. c) Frontal systems. d) Low altitude jet streams. e) Strong or gusty surface winds. 7) Prevention When conditions are such that moderate windshear may be encountered even though not reported, the following precautions are recommended. a) Takeoff 1) Use the longest suitable runway. 2) Use Maximum Rated Takeoff Thrust. 3) Maximize available margins between VR and stick shaker, if available, through runway selection and delayed rotation, if non- limiting speeds are being used. b) Landing 1) Add an appropriate airspeed correction (correction applied in the same manner as gusts) up to a maximum of 15 knots 2) Select the longest runway available that avoids areas of suspected windshear. 3) Consider the use of the autopilot for the approach to provide more monitoring and recognition time. c) Recognition As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal steady state flight conditions in excess of the following: 1) 15 knots indicated airspeed FLIGHT OPERATIONS MANUAL 11.64 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) 500 FPM vertical speed 3) 5° pitch attitude 4) 1 dot glide slope displacement 5) 10° heading variation d) Escape If flight path control becomes marginal below 1,000 feet above the ground, on takeoff or landing, accomplish the following procedure without delay. The first two steps should be accomplished simultaneously. 1) Power – Max Available Aggressively position power levers to ensure maximum AVAILABLE power is attained. An overshoot of normal limits is permitted for short periods of time. 2) Pitch – Rotate Toward 15° Disengage the autopilot (if being used) and rotate smoothly at a normal rate toward a target pitch attitude of 15°. Stop rotation if stick shaker or buffet should occur. 3) Control Flight Path With Pitch As Necessary Check vertical speed, airspeed and radio altitude. Do not follow flight director commands. The PM should turn the flight director off. If the aircraft is maintaining level flight or climbing, maintain 15° pitch attitude. If the aircraft is descending, adjust pitch attitude smoothly and in small increments to avoid ground contact. Always respect stick shaker and use intermittent stick shaker as the upper limit for pitch attitude. Control pitch attitude in a smooth steady manner to avoid overshooting the attitude at which stall warning is initiated. Do not use more pitch than is necessary to control the vertical flight path since the resulting high drag and inefficient angle of attack will cause a lower recovery altitude. Control column forces necessary to control the flight path may vary from a push force to a heavy pull force. e) Maintain Configuration Do not change flap, gear or trim position until terrain contact is no longer a factor.

NOTE It is recognized that a change in flap position may improve windshear recovery. This procedure, however, is not recommended since the risk of moving the flaps in the wrong direction or amount is considered to be greater than the risk of encountering a shear so great that a flap change is needed for recovery.

f) Callouts The PM must closely monitor and call out pertinent flight path indications and also call out directive commentary when appropriate; for example, “You’re sinking, altitude 500, 450, 400... - pull the nose up”. FLIGHT OPERATIONS MANUAL 11.65 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

g) Rotation During Takeoff Roll Windshear encountered during the takeoff roll can cause airspeed indications to stagnate or even decline. The Captain must make a decision to continue or reject the takeoff. If the decision to reject the takeoff is made, adequate remaining runway may not be available. If the decision is to continue the takeoff, rotation should commence no later than 2,000 feet from the end of the runway, even though VR has not been attained. 6) Report Encounter Report the airspeed change, location, altitude and aircraft type to ATC as soon as practical. 8) Windshear Policy The following policies apply at airports where windshear detection equipment is operational. This may be either a Standard LLWAS, Enhanced LLWAS or Doppler System. 9) Takeoff If windshear alerts (in the case of Doppler, expected speed losses of 15 knots or greater) are reported in the quadrant or zone into which the aircraft will be departing, then the takeoff must be delayed until the alert is cancelled. 10) Landing If a windshear alert (in the case of Doppler, expected speed losses of 15 knots or greater) is reported in the arrival quadrant or zone and the aircraft is within 1,000 feet of the ground, then a missed approach is required unless, in the opinion of the PIC, the aircraft's proximity to the runway makes completion of the landing a safer course of action.

9 MICROBURSTS

9.1 Microbursts 1) A microburst is created when air aloft is cooled through the evaporation of falling precipitation increasing the density of the air relative to its surroundings. This “heavier” air begins to descend, increasing speed until reaching the ground where it spreads out in all directions. This commonly occurs in heavy rain (wet microburst) but may be present where all of the precipitation has evaporated prior to reaching the ground as in virga (dry microburst). FLIGHT OPERATIONS MANUAL 11.66 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

2) The downdrafts are typically less than one mile in diameter and can be as strong as 6,000 feet per minute. Approximately 1,000 to 3,000 feet above the ground, the down draft begins to change to a horizontal flow which, at the surface, can be as high as 45 knots in each direction. An aircraft crossing the center of a microburst could therefore encounter up to a 90 kts. windshear. Upon entering the microburst, an aircraft would experience increasing headwinds with a corresponding increase in energy. An aircraft near the ground on approach would decrease engine power in order to maintain glide path. Then, upon crossing the center of the microburst, the aircraft would enter the area of increasing tailwind with a corresponding decrease of performance. A pilot unaware of the phenomenon would experience rapidly decreasing airspeed near the ground at a low power setting. 3) Microbursts seldom last more than 15 minutes. When microburst activity starts, multiple microbursts in the same general area are not uncommon and should be expected. Due to their small size and short duration, detection with conventional instrumentation is difficult. This should improve with the introduction of the TDWR (Terminal Doppler Weather Radar). Until then, the best means of detection is through PIREPs, visual cues (dusts, surface rain patterns, virga, etc.) and recognition of atmospheric conditions conducive to their development such as localized heavy rain shaft, light surface winds outside of the rain area, high temperature and low dew point (approximately 30°) Fahrenheit temperature/dew point spread.

Figure 11.2 Microburst Activity

Strong Downdraft

Increasing Increasing Headwind Tailwind

Outflow Outflow

Typically 1-2 miles FLIGHT OPERATIONS MANUAL 11.67 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

10 VOLCANIC ASH

10.1 General 1) Flight Operations in volcanic ash are extremely hazardous and must be avoided. Pilots may be the first line of volcanic eruption detection in remote areas and may be able to provide valuable information about the spread of volcanic ash from an eruption. Volcanic ash can rapidly rise to altitudes above 60,000 feet and hazardous concentration can exist of up to 1,000 NM from the source and are not detectable on aircraft radar. 2) Flight in areas of known volcanic activity must be avoided. This is particularly important during hours of darkness or daytime instrument meteorological conditions when volcanic ash may not be visible. When a flight is planned into an area with known potential for volcanic activity, it is recommended all NOTAMS and air traffic advisories be reviewed for current status of volcanic activity. If volcanic activity is reported, the planned flight should remain well clear of the area and, if possible, stay on the upwind side of the volcanic dust. If volcanic ash is encountered, exit as quickly as possible.

10.2 Detection

Volcanic ash may be difficult to detect at night or during flight in clouds; however, the following have been reported by flight crews: 1) Smoke or ash appearing in the cockpit. B.An acrid odor similar to electrical smoke. 2) Multiple engine malfunctions, such as stalls, increasing EGT, torching from tailpipe, flameout, etc. 3) At night, St. Elmo’s fire/static discharges may be observed around the windshield, accompanied by a bright orange glow in the engine inlets. 4) Airborne Weather Radar Systems are not designed to detect volcanic dust and cannot be relied on to do so.

10.3 Hazards

Volcanic ash is very abrasive and can: 1) Cause rapid erosion and damage to the internal components of the engine with a resultant loss of thrust. 2) Cause excessive EGT. It may become necessary to shut down and then restart engines to prevent exceeding EGT limits. If an engine fails to start, repeated attempts should be made immediately. A successful engine start may not be possible until the aircraft is out of the volcanic dust and the airspeed and altitude are within the airstart envelope. 3) Block the Pitot System resulting in unreliable airspeed indications. (Refer to the Operating Manual, Emergency Section, for flight with unreliable airspeed/mach). 4) Cause all the windshields to become translucent, obstructing vision. On aircraft with autoland capability, a diversion to an airport where auto- landing can be made should be considered. FLIGHT OPERATIONS MANUAL 11.68 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

5) Cause serious damage to the wing and tail leading edges, surface, landing lights, etc. Erosion damage to the landing lights can significantly reduce landing light effectiveness.

10.4 Recommendations 1) The following recommendations apply to starting and operating engines on airports where volcanic ash has fallen and ground contamination is present. a) During preflight, check that the engine inlets and exhaust areas have been cleared of volcanic ash (as much as possible). b) Check to see that all volcanic ash has been cleaned away from the area within 25 ft. of the engine inlets. c) Prior to starting, perform a dry motor of the engine. This will help to blow out any ash that may have accumulated in the engine. d) Avoid use of air conditioning while on the ground. If air conditioning is required, operate the air conditioning at full COLD position. e) Powerbacks are not permitted. f) Use both engines and minimum required thrust for taxi. g) Limit braking as practical. h) Be aware of loose ash being blown by the exhaust wake of other airplanes. Maintain adequate ground separation. i) Use a rolling takeoff technique. Avoid setting high power at very low speed. j) After landing at an airport contaminated with volcanic ash, minimize the use of reverse thrust to prevent any recirculation ingestion. If practical, close the bleed valves prior to using reverse. 2) Volcanic ash or dust covered taxiways or runways, especially if wet, will reduce braking efficiency.

10.5 Reporting

If an eruption or ash cloud is detected, an urgent PIREP should be filed with ATC and OCC. If an ash cloud is encountered, a report should be made to MOC as soon as practical.

11 WEATHER ABBREVIATIONS

11.1 Abbreviations/Definitions

The following abbreviations and definitions apply for decoding the TAF/METAR format: FLIGHT OPERATIONS MANUAL 11.69 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.5 TAF/METAR Abbreviations Abbreviation Definition A01 Automated Observation without precipitation discriminator (rain/snow) A02 Automated Observation with precipitation discriminator (rain/snow) AMD Amended Forecast (TAF) BECMG Becoming (expected between two digit beginning hour and two digit ending hour) BKN Broken 5-7 octas (eighths) cloud coverage CLR Clear at or below 12,000 ft. (ASOS/AWOS report) COR Correction to observation FEW 0-2 octas (eighths) cloud coverage FM From (four digit beginning time in hours and minutes) LDG Landing M In temperature field means “minus” or below zero M In RVR listing indicates visibility less than lowest reportable sensor value (i.e., M0600) NO Not available (i.e., SLPNO, RVRNO) NSW No Significant Weather NOTE NSW only indicates obstruction to visibility or precipitation previously noted has ended. Low ceilings, windshear and other weather conditions may still exist. OVC Overcast 8 octas (eighths) cloud coverage P In RVR indicates visibility greater than highest reportable sensor value (i.e., P6,000FT) P6SM Visibility greater than 6 SM (TAF only) PK WND Peak Wind PROB40 Probability 40 percent R Runway (used in RVR measurement) RMK Remark RY/RWY Runway SCT Scattered 3-4 octas (eighths) cloud coverage SKC Sky Clear SLP Sea Level Pressure (i.e., 1001.3 reported as 013) SM Statute mile(s) SPECI Special Report TEMPO Temporary changes expected (between two digit beginning and two digit ending hour) TKOF Takeoff T01760158, 10142, 20012, and 401120084 In Remarks - examples of temperature information. V Varies (wind direction and RVR) VC Vicinity VRB Variable wind direction when speed is less than or equal to 6 kts./convective gusts FLIGHT OPERATIONS MANUAL 11.70 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.5 AF/METAR Abbreviations (Cont)

Abbreviation Definition VV Vertical Visibility (Indefinite Ceiling) WS Windshear (In TAFs, low level and not associated with convective activity) Descriptors BC Patches BL Blowing DR Low Drifting FZ Freezing MI Shallow PR Partial SH Shower(s) TS Thunderstorm Weather Phenomena DZ Drizzle GR Hail (>5mm in diameter) GS Small Hail/Snow Pellets IC Ice Crystals PL Ice Pellets RA Rain SG Snow Grains SN Snow UP Unknown Precipitation in automated observations Obscuration BR Mist (>5/8 SM) DU Widespread Dust FG Fog (<5/8 SM) FU Smoke HZ Haze PY Spray SA Sand VA Volcanic Ash Other DS Dust Storm FC Funnel Cloud +FC Tornado or Waterspout PO Well developed dust or sand whirls SQ Squall SS Sandstorm TCU Towering Cumulus Intensity Values - Light No sign Moderate +Heavy FLIGHT OPERATIONS MANUAL 11.71 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

11.2 Conversion Tables

Table 11.6 Conversion Charts Conversion Tables Statue Meters Nautical 1/4 400 1/4 1/2 800 1/2 3/4 1,200 7/10 1 1,600 9/10 1 1/4 2,000 1 1/10 1 1/2 2,400 1 3/10 1 3/4 2,800 1 1/2 2 3,200 1 3/4 2 1/4 3,600 2 2 1/2 4,000 2 2/10 2 3/4 4,400 2 4/10 3 4,800 2 6/10

Feet Meters 300 90 600 175 700 200 1,200 350 1,600 500 1,800 550 2,000 600 2,400 720 4,000 1,200 4,500 1,400 5,000 1,500 6,000 1,800 FLIGHT OPERATIONS MANUAL 11.72 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

11.3 NOTAM Keywords

All D NOTAMS shall have one of the following keywords as the first part of the text: RWY, TWY, RAMP, APRON, AD, OBST, NAV, COM, SVC, AIRSPACE, (U), or (O). 1) RWY (Runway) EXAMPLES: !STL STL RWY 12L/30R CLSD EXC TXG !LEX LEX RWY 5 REIL OTS !PRC SJN RWY 13/31 NOW RWY 14/32 2) TWY (Taxiway) EXAMPLES: !LNS LNS TWY A LGTS OTS !DSM DSM TWY P1, P3 CLSD 3) RAMP (Ramp) EXAMPLE: !DSM DSM RAMP SOUTH CARGO RAMP CLSD 4) APRON (Apron) EXAMPLES: !ATL ATL APRON NORTH TWY L3 APRON CLSD !BNA BNA APRON NORTH APRON CLSD 5) AD (Aerodrome includes airport, heliport, and helipads) NOTAMs pertaining to aircraft operations on or within 5 SM of an aerodrome, which encompasses airport, heliport, helipad, and maneuvering area, that is not covered under runways, taxiways, ramps, aprons, obstructions, navaids, services, communications, or airspaces. EXAMPLES: !LAL LAL AD GRASS LDG STRIP LCTD 400 S RWY 9R/27L 1700 X 55 AVBL VMC DALGT PPR SUN N FUN WEF 0804151100-0804232359 !CDB AK05 AD CLSD PERM !BUF D67 AD CLSD EXC HI-WING ACFT !CEW CEW AD CLSD WEF 0709041400-0709041800 !CDB AKA AD OPEN !CLE 15G AD NOW PUBLIC !CLE 15G AD NOW PRIVATE FLIGHT OPERATIONS MANUAL 11.73 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

6) OBST (Obstructions, including obstruction lighting outages) EXAMPLES: !MIV N52 OBST TOWER 580 (305 AGL) 7 SW LGTS OTS (ASR NUMBER) TIL 0712302300 !PIE CLW OBST CRANE 195 (125 AGL) 0.25 NE (2755N08241W) TIL 0711032000

NOTE Insert latitude/longitude, if known, immediately after cardinal direction in the format shown above.

7) NAV (Navigation Aids) EXAMPLE: !PNC PER NAV VOR UNUSBL 045-060 BYD 20 BLW 2000 8) COM (Communications) EXAMPLES: !DCA PSK COM RCO OTS !IPT IPT COM VOR VOICE OTS 9) SVC (Services) EXAMPLES: !MIV MIV SVC FUEL UNAVBL TIL 0709301600 !SHD SHD SVC TWR 1215-0300 MON-FRI/1430-2300 SAT/1600- 0100/SUN TIL 0709170100 10) AIRSPACE (Airspace) EXAMPLES: !CHO CHO AIRSPACE HELIUM BALLOONS 30 NE 1 NMR 10000/ BLW WEF 0710121800-0710121830 !BKW BKW AIRSPACE PYROTECHNIC DEMO 1000/BLW 8 W .5 NMR AVOIDANCE ADZD WEF 0712312230-0712312300 11) (U) – Unverified Aeronautical Information (for use only where authorized by Letters of Agreement). Movement area or other information received that meets NOTAM criteria and has not been confirmed by the Airport Manager (AMGR) or their designee. EXAMPLE: !ORT 6K8 (U) RWY ABANDONED VEHICLE 12) (O) – Other Aeronautical Information. Aeronautical information received from any authorized source that may be beneficial to aircraft operations and does not meet defined NOTAM criteria. Any such NOTAM will be prefaced with ‘(O)’ as the keyword following the Location Identifier. EXAMPLE: !LOZ LOZ (O) CONTROLLED BURN OF HOUSE 8 NE APCH END RWY 23 WEF 0710211300-0710211700 FLIGHT OPERATIONS MANUAL 11.74 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

13) Any NOTAM associated with “Personnel and Equipment Working” (PAEW), will be associated with RWY, TWY, RAMP, or APRON and a direction from the associated movement area, as appropriate. EXAMPLES: !CHO CHO RWY 23 PAEW FIRST 500 ALONG SE SIDE !SBY SBY TWY E PAEW SOUTH SIDE BTN RWY 5/TWY G

11.4 NOTAM Abbreviations

The following most widely used abbreviations are in the NOTAM report. Military airports may also issue these at the end of regular hourly weather observations: Table 11.7 NOTAM Abbreviations

NOTAM Abbreviations NOTAM NOTAM Term(s) Term(s) Report Report ABN Airport Beacon ABV Above ACFT Aircraft ADZD Advised ALS Approach Lighting System AMOS Automatic Meteorological Observing System AP Airport APCH Approach APP Approach Control ARFF Aircraft Rescue and Fire Fighting ASOS Automatic Surface Observing ATIS Automatic Terminal System Information Service AVBL Available AWOS Automatic Weather Observing/Reporting System AWY Airway BA NIL Braking action nil BC Back Course BCN Beacon BERM Snowbank(s) Containing BLW Below Earth/Gravel BYD Beyond CAAS Class A Airspace FLIGHT OPERATIONS MANUAL 11.75 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.7 NOTAM Abbreviations (Cont)

NOTAM Abbreviations NOTAM NOTAM Term(s) Term(s) Report Report CAT Category CFR Code of Federal Regulations CL Centre Line CLSD Closed CNL Cancel DH Decision Height DLY Daily DME Distance Measuring Equipment DMSTN Demonstration DRFT Snowbank, Drifted DSPLCD Displaced ENRT En Route EXC Except FAF Final Approach Fix FAN MKR Fan Marker FDC Flight Data Center FREQ Frequency FRZN Frozen GP Glide Path GPS Global Positioning System HAA Height Above Airport HAT Height Above Touchdown HIRL High Intensity Runway Lights IAF Initial Approach Fix IF Intermediate Fix ILS Instrument Landing System IM Inner Marker IN Inch(s) IR Ice On Runway(s) LAA Local Airport Advisory LAT Latitude LDA Localizer Type Directional Aid LGTD Lighted LIRL Low Intensity Runway Lights LLWAS Low Level Wind Shear Alert LLZ Localizer System LONG Longitude LSR Loose Snow on Runway(s) MALSF Medium Intensity Approach MALSR Medium Intensity Light System with Approach Light System Sequenced Flashers with Runway Alignment MM Middle Marker MNM Minimum MNT Monitor, Monitoring, or MU Mu Meters Monitored NA Not Authorized NDB Nondirectional Radio Beacon OTS Out of Service OVR Over PLW Plowed PSR Packed Snow on Runway PTCHY Patchy RAIL Runway Alignment Indicator Lights RCLL Runway Center Line Lights RCO Remote Communication Outlet RELCTD Relocated RLLS Runway Lead-In Light System RQRD Required RTS Return to Service RVR Runway Visual Range RUF Rough FLIGHT OPERATIONS MANUAL 11.76 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.7 NOTAM Abbreviations (Cont)

NOTAM Abbreviations NOTAM NOTAM Term(s) Term(s) Report Report RVRM Runway Visual Range RVRR Runway Visual Range Midpoint Rollout RVRT Runway Visual Range RWY Runway Touchdown SA Sand(ed) SFL Sequence Flashing Lights SIR Packed or Compacted Snow SLR Slush on Runway(s) and Ice on Runway(s) SN Snow SNBNK Snowbank/s Caused by Plowing (Windrow(s)) SSR Secondary Surveillance TDZ LGT Touchdown Zone Lights Radar TFR Temporary Flight Restriction TGL Touch-and-Go Landings THN Thin TWR Airport Control Tower TWY Taxiway UNAVBL Unavailable UNMNT Unmonitored VASI Visual Approach Slope Indicator System WEF With Effect From or Effective WIE With Immediate Effect or From Effective Immediately WSR Wet Snow on Runway(s) WTR Water on Runway(s)

Example: A. !BTT BTT RWY 1/19 BA POOR WEF 0709031200 B. !ANC Z15 RWY 1/19 BA NIL WEF 0709041300 C. !AKN AKN RWY 18/36 BA POOR WEF 0708051400 The type of vehicle conducting the breaking action reading is not reported, A breaking action report from a landing aircraft is processed as a PIREP

11.5 Meteorology Abbreviations 1) Following is a list of abbreviations used by Weather Service International when weather information is appended to flight plans: FLIGHT OPERATIONS MANUAL 11.77 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.8 Abbreviations weather information is appended to flight plans: ABBREVIATIONS ABT ABOUT ABV ABOVE ACCUM ACCUMULATE ACFT AIRCRAFT ACRS ACROSS ACTVTY ACTIVITY ADJ ADJACENT ADNL ADDITIONAL AFT AFTER AFTN AFTERNOON AHD AHEAD ALT ALTITUDE AMT AMOUNT APCH APPROACH APLCHN APPALACHIAN APRX APPROXIMATE ARND AROUND ASSOC ASSOCIATE ATLC ATLANTIC BCM BECOME BHND BEHIND BKN BROKEN BLO BELOW BNDRY BOUNDARY BRF BRIEF BTWN BETWEEN FLIGHT OPERATIONS MANUAL 11.78 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.8 Abbreviations (Cont)

ABBREVIATIONS CAN CANADA CARIB CARIBBEAN CASCDS CASCADES CDFNT COLD FRONT CHC CHANCE CHG CHANGE CIG CEILING CLD CLOUD CLDNS CLOUDINESS CNTR CENTER CNTRL CENTRAL CNTRLN CENTERLINE COND CONDITION CONT CONTINUE CONTG CONTINUING CST COAST DABRK DAYBREAK DCR DECREASE DMNT DOMINATE DMSH DIMINISH DNSLP DOWNSLOPE DRCTN DIRECTION DRFT DRIFT DRZL DRIZZLE DSIPT DISSIPATE DURG DURING DVLP DEVELOP DVLPD DEVELOPED DPNG DEEPENING ELSW ELSEWHERE EMBDD EMBEDDED ERN EASTERN ERY EARLY EVE EVENING EXTD EXTEND EXTRM EXTREME EXTSV EXTENSIVE FCST FORECAST FNT FRONT FNTL FRONTAL FQT FREQUENT FROPA FRONTAL PASSAGE FRMG FORMING GRDL GRADUAL GRAD GRADIENT HDWND HEADWIND GRTLKS GREAT LAKES HVY HEAVY HURCN HURRICANE ICGICIP ICING (CLDSPCPN) HVYST HEAVIEST INTMT INTERMITTENT INCR INCREASE INVOF INTHEVCNTYOF INTSFY INTENSIFY ISOLD ISOLATED IPV IMPROVE LAT LATITUDE KT KNOT LGT LIGHT LCT LOCATE LONG LONGITUDE LKLY LIKELY LVL LEVEL LTL LITTLE LYRD LAYERED LWR LOWER MID MIDDLE MDT MODERATE MOV MOVE MOGR MDT OR GREATER MRNG MORNING MOVMT MOVEMENT MXD MIXED MTN MOUNTAIN NMRS NUMEROUS NEW ENG NEW ENGLAND OCNL OCCASIONAL OCFNT OCCLUDED FRONT OTLK OUTLOOK OFSHR OFFSHORE OVNGT OVERNIGHT OVC OVERCAST PAC PACIFIC OVR OVER PD PERIOD PCPN PRECIPITATION PLNS PLAINS PEN PENINSULA PRES PRESSURE PNHDL PANHANDLE PSBLTY POSSIBILITY PSBL POSSIBLE PTCHY PATCHY PT POINT PTLY PARTLY FLIGHT OPERATIONS MANUAL 11.79 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Table 11.8 Abbreviations (Cont) ABBREVIATIONS RCKY ROCKIES PTN PORTION RTE ROUTE RPDLY RAPIDLY SFC SURFACE SCT SCATTERED SHLW SHALLOW SGFNT SIGNIFICANT SLD SOLID SHWR SHOWER SLW SLOW SLGT SLIGHT SMTH SMOOTH SLWR SLOWER SPRD SPREAD SNWFL SNOWFALL STLT SATELLITE STDY STEADY SYS SYSTEM STNRY STATIONARY TEMP TEMPERATURE TDA TODAY THRUT THROUGHOUT THRU THROUGH TMPRY TEMPORARY THSD THOUSAND TNGT TONIGHT TMW TOMORROW TROF TROUGH TRML TERMINAL TRPCL TROPICAL TROP TROPOPAUSE TS TROPICAL STORM TRRN TERRAIN TURBC TURBULENCE TSTM THUNDERSTORM UPR UPPER TWD TOWARD VCNTY VICINITY UPSLP UPSLOPE VRBL VARIABLE VLY VALLEY WDSPRD WIDESPREAD VSBY VISIBILITY WRMFNT WARM FRONT WK WEAK WX WEATHER WWD WESTWARD XPCN EXCEPTION XCP EXCEPT YDA YESTERDAY XPC EXPECT

D. Runway conditions abbreviations:

y Table 11.9 Table 11.9 Abbreviations ABBREVIATIONS BA Braking action FRZN Frozen DRFT Snowbanks, drifted IR Ice on runway IN Inches OVR Over LSR Loose snow on runway PTCHY Patchy PSR Packed snow on runway RUF Rough PLW Plowed SIR Packed or compacted ice/snow on runway RY Runway SND Sand or sanded SLR Slush on runway SNW Snow SNBNK Snowbanks, plowed WRT Water on runway THN Thin WSR Wet snow on runway WR Wet runway FRZN Frozen FLIGHT OPERATIONS MANUAL 11.80 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

Examples: 1) !ENA 5HO RWY 16/34 THN PSR WEF 0709131520 Hope’s runways 16 and 34 have a thin layer (less than a ¼ inch) of packed or compacted snow. 2) !BNA BNA APRON AIR CARGO APRON THN SN WEF 0711301645 Nashville’s air cargo apron has a thin layer (less than ¼ inch) of snow. 3) !ENA BGQ RWY 6/24 5 IN SIR WEF 0710131910 Big Lake’s runways 6 and 24 are covered with 5 inches of packed or compacted snow and ice.

12 MOUNTAIN FLYING

12.1 General 1) The following information should be used while flying in areas of mountainous terrain. It is important to always remain vigilant of the surrounding conditions while flying in these areas. Weather can change very rapidly and without warning. Flight crews should always use caution when flying in mountainous areas when high winds are present. Mountains funnel the wind into passes and valleys thus increasing wind speed and intensifying turbulence. 2) Turbulence can vary greatly, especially through mountain valleys. Wind at mountain top level in excess of 25 knots suggests some turbulence may exist. Winds in excess of 40 knots across a mountain barrier could indicate higher levels of turbulence and flight crews should exercise caution. 3) Frequent wind shifts due to the terrain should also be expected. D. Mountain Wave Activity a) Mountain wave activity often occurs when a layer of stable air exists in between areas of low atmospheric stability.The following conditions are a good indication of the presence of a stable air mass: 1) Stratified clouds on the windward side of the mountain range 2) Inversion layers at or around 15,000 feet b) In these conditions, the atmosphere creates a cap which acts as a barrier to rising air. As wind flows across the barrier, it will tend to flow in layers. These layers may produce waves similar to how waves form on a disturbed water surface. c) The waves will remain stationary while the wind blows rapidly through them. When the air contains sufficient moisture, stratified clouds may form on the windward side of the mountain ridge and lens shaped standing lenticular clouds may form at the crests of the wave on the leeward side of the range. d) Lenticular clouds form in the updraft and dissipate in the downdraft. Therefore, these clouds do not move as the wind blows through them. e) Rotor clouds may also form due to the upward and downward circulation of the air below the wave crests. FLIGHT OPERATIONS MANUAL 11.81 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

f) The presence of standing lenticular and rotor clouds are a strong indication of mountain wave activity. As a result, turbulence many miles on the leeward side of the mountain should be expected.

Caution

SIGNIFICANT UPDRAFTS AND DOWNDRAFTS IN THESE CONDITIONS MAY OCCUR AND THESE AREAS SHOULD BE AVOIDED.

g) Always anticipate possible mountain wave turbulence when strong winds of 40 knots or greater blow across a mountain ridge and the air is stable. h) Significant downdrafts in close proximity to the mountain may also occur as air spills down the leeward slope of the mountain. FLIGHT OPERATIONS MANUAL 11.82 CHAPTER 11 - WEATHER ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 12.1 CHAPTER 12 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 12 TOC Chapter 12 TOC

CHAPTER 12 - PASSENGERS AND CARGO ...... 12.1 1. PASSENGERS ...... 12.1 1.1 Special Needs Passengers...... 12.1 1.2 Handicapped Passengers...... 12.1 1.3 Non-Discrimination on the Basis of Handicap ...... 12.1 1.4 Hearing Impaired Passengers ...... 12.2 1.5 Mentally Impaired Passengers ...... 12.2 1.6 Vision and Hearing Impaired Passengers ...... 12.2 1.7 Physically Impaired Passengers...... 12.2 1.8 Vision Impaired Passengers ...... 12.2 1.9 Passengers Traveling Without Visa (TWOV)...... 12.3 1.10 Incorrectly Boarded Passengers...... 12.3 1.11 Passenger Services/Schedule Integrity ...... 12.3 1.12 Passenger Boarding/Deplaning ...... 12.4 1.13 Passenger Messages ...... 12.4 2. PASSENGER MISCONDUCT AND EMERGENCIES ...... 12.5 2.1 FBI Notice of Federal Crimes ...... 12.5 2.2 Passenger Misconduct – Who Must be Removed...... 12.6 2.3 Passenger Misconduct – Condition of Carriage ...... 12.6 2.4 Passenger Misconduct/Disturbance or Armed Passengers and Prisoners ...... 12.7 2.5 Passenger Emergencies...... 12.7 2.6 Automatic External Defibrillator (AED)...... 12.7 2.7 First Aid Kit ...... 12.8 2.8 Medical Kit/Enhanced Medical Kit ...... 12.8 2.9 Grab-N-Go Kit/Ancillary Kit ...... 12.8 2.10 Unknown Powders or Spills in the Cabin or Baggage Compartments While on the Ground ...... 12.9 2.11 Ill Passengers ...... 12.9 2.12 Medical Emergency ...... 12.9 2.13 Medical Emergency Information Sheet (MEIS)...... 12.10 2.14 Passenger Death in Flight ...... 12.13 2.15 Passenger Death – Reports Required...... 12.13 2.16 Food Poisoning...... 12.14 2.17 Suspected Communicable Diseases ...... 12.14 2.18 Oxygen for Passengers ...... 12.15 2.19 Infant Lifevests...... 12.15 3. SEATING AND CATERING RESTRICTIONS ...... 12.16 3.1 Exit Seat Program...... 12.16 3.2 Seating Restrictions...... 12.17 FLIGHT OPERATIONS MANUAL 12.2 CHAPTER 12 TOC ARevision: A avatar airlines 01-Apr-2021

3.3 Conditions of Non-Acceptance ...... 12.18 3.4 Food and Beverage Service Equipment During Taxi...... 12.19 3.5 Drinking and Serving of Alcoholic Beverages...... 12.19 3.6 Catering Supplies and Services...... 12.20 4. CARRIAGE OF ANIMALS ...... 12.20 4.1 Acceptance of Pets in The Cabin ...... 12.20 4.2 Exception for Special Animals ...... 12.21 4.3 Service Animals ...... 12.21 4.4 Service Animal Seating...... 12.22 4.5 Live Animals in the Cargo Compartment ...... 12.22 5. PERSONAL ITEMS AND PLANESIDE/VALET BAGGAGE ...... 12.23 5.1 ”No-Carry-On” Baggage Program...... 12.23 5.2 Portable Electronic Devices – General ...... 12.26 6. CARGO/HAZMAT ...... 12.28 6.1 Wheelchair Acceptance ...... 12.28 6.2 Dangerous Goods/Hazardous Materials...... 12.29 6.3 Acceptance of Dangerous Goods/Hazardous Materials (HAZMAT) and Self-Protection Devices ...... 12.30 6.4 Statement of Compliance for the Hazardous Materials Training Program ...... 12.32 6.5 Portable Oxygen Concentrators ...... 12.35 6.6 Carriage of Cargo ...... 12.36 FLIGHT OPERATIONS MANUAL 12.1 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Chapter 12CHAPTER 12 - PASSENGERS AND CARGO

1 PASSENGERS

1.1 Special Needs Passengers

Passengers needing special attention, who arrive at the airport for departure without previous advice of their condition, and whose condition(s) require an acceptance decision, will be referred to the Station General Manager. In questionable cases, when time will not permit medical advice, the Station General Manager will coordinate with the Captain of the flight and the Acceptance Coordinator before reaching a decision. If any passenger’s conduct upon boarding is unacceptable, his passage may be refused by the Captain. Company personnel shall not hand carry passengers.

1.2 Handicapped Passengers

Handicapped passengers are categorized as: 1) Ambulatory – A passenger who is able to board and deplane and move about the cabin unassisted. They include the blind, deaf, mentally retarded, etc. or Non-Ambulatory – Those unable to board and deplane and move about unassisted. Both categories must be personally briefed by a Flight Attendant on: a) Route to the closest floor level door exit. b) Location of all other floor level exits. c) (Non-Ambulatory) inquire as to the most appropriate manner of assisting the person in order to prevent pain and further injury. (Ambulatory) inquire as to the most appropriate manner of assisting the person. d) The time to start moving to an exit in an evacuation is when the immediate area is clear.

1.3 Non-Discrimination on the Basis of Handicap

The Department of Transportation has ruled that air carriers may not deny transportation to individuals on the basis of physical or mental handicap. Avatar Airlines may impose some restrictions in certain instances, but we are committed to complying with the intent and the spirit of the ruling. The rule is complex and far reaching. The following basic information is provided for flight crew members: 1) There is no limit on the number of handicapped individuals that may fly on a particular flight. 2) Handicapped passengers cannot be refused transportation simply because their handicap may cause annoyance or discomfort to other passengers or to crew members. 3) Any questions concerning handicapped passengers will be resolved by a Complaint Resolution Officer (CRO). CROs are located at every Company station. FLIGHT OPERATIONS MANUAL 12.2 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

4) If a Captain has a question about accepting a handicapped individual(s), the Captain should ascertain from the gate agent that the passenger(s) has been cleared for the flight. If any further question arises, the agent shall put the Captain in touch with the CRO. The passenger should be refused by the Captain only if the presence of the handicapped individual(s) would jeopardize safety. Remember, there is no limit to the number of handicapped passengers on a given flight. Violations of the DOT ruling exposes Avatar Airlines to legal action.

1.4 Hearing Impaired Passengers

Hearing impaired passengers may be accompanied by an animal trained to alert their owners to sound. These passengers and animals are governed by the same restrictions as vision impaired passengers with service animals (seeing eye dogs) outlined in paragraph 1.8, below.

1.5 Mentally Impaired Passengers

Flight Attendants should be reminded to check lavatories prior to and after use by such passengers.

1.6 Vision and Hearing Impaired Passengers

Passengers who are both vision and hearing impaired may be accepted unaccompanied provided they are able to read Braille, and the Braille Briefing Cards are available on board. These passengers are governed by the same restrictions as vision impaired passengers and service animals, if applicable.

1.7 Physically Impaired Passengers

As stated above, passengers will not be refused transportation solely on the basis of their handicap, except for services required which are not provided by Avatar Airlines, such as carrying passengers on stretchers. In some cases, Avatar Airlines may require advance notice in order to ensure that services required by the passenger are provided. Services requiring advance notice include, but are not limited to, carriage of 10 or more handicapped individuals who make reservations and travel as a group, and provision of an on board wheelchair on an aircraft that does not have an accessible lavatory.

1.8 Vision Impaired Passengers 1) Acceptance An unsighted passenger does not have to be accompanied by a sighted person. 2) Service animals A seeing eye/service animal is considered acceptable if the animal is: a) Groomed, free of odor and parasites; b) Well-mannered and harnessed; c) Kept at the master’s feet for the duration of the flight. 3) Canes FLIGHT OPERATIONS MANUAL 12.3 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

The vision impaired person may carry a flexible traveling cane on board the aircraft as carry-on baggage provided it can be stowed under one of the following provisions: a) Under any series of connected passenger seats in the same row, if the cane does not protrude into an aisle and is laid flat on the floor. b) Between a non-emergency exit window seat and the fuselage, if the cane is laid flat on the floor. c) Beneath any two non-emergency exit window seats, if the cane is laid flat on the floor. Avatar Airlines reserves the right to modify these policies whenever they present an obstacle to safety.

NOTE Seeing eye dogs are excluded from the live animal count per cabin.

1.9 Passengers Traveling Without Visa (TWOV)

A TWOV is a passenger who is in transit from one foreign country to another through the U.S. without a visa specifically allowing them to enter the U.S. Procedures are contained in the Inflight Procedures Manual. The Captain must be notified when a TWOV is on board.

1.10 Incorrectly Boarded Passengers

Incorrectly boarded passengers will be handled with tact and diplomacy, and expedited to their destination. Captains shall contact the station before returning to the gate area and advise the station of the misboarded passengers destination. Station personnel will determine whether the flight is to return to the gate area, or continue on to the scheduled destination, where arrangements for the misboarded passenger can be made without inconveniencing the remaining passengers on the flight.

1.11 Passenger Services/Schedule Integrity

Station personnel are in the best position to weigh the impact of problems in passenger service areas and should be the source of the resolution of these problems. Captains are to refer all problems concerning passenger service to station personnel, who will be solely responsible for the decision to delay a flight, to resolve the passenger service problem. All airworthiness and operational problems remain the Captain’s responsibility. Passenger service problems, such as shortages in meal or beverage service, lavatory servicing, cabin cleaning, etc., shall be brought to the attention of the station either through ramp control or the agent. If the servicing would require delaying the departure, the station will decide whether the flight will be delayed or will depart without servicing. Captains will be expected to depart in these instances, and if necessary, debrief the problem with the Domicile Chief Pilot after arrival. FLIGHT OPERATIONS MANUAL 12.4 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

1.12 Passenger Boarding/Deplaning 14 CFR 121.391 1) The FAA minimum number of qualified Flight Attendants for each aircraft type must be on board the aircraft during the entire passenger boarding/ deplaning process and remain on board the aircraft anytime a passenger(s) is present in the aircraft.

NOTE The minimum crew is not required for the boarding of Federal Air Marshalls.

2) The aircraft must have electrical power for passenger boarding or deplaning to commence. If power fails during boarding or deplaning, passengers should stay in their seats until power is restored, unless the temperature becomes uncomfortable. Use emergency lighting if power fails during enplaning or deplaning after dark.

NOTE Ensure emergency lights are turned OFF after power is restored, or when all passengers are out of the aircraft.

3) The FASTEN SEATBELT sign will be turned on five minutes prior to departure. 4) The FASTEN SEATBELT sign will normally be turned OFF after the Engine Shutdown Procedure is initiated. 5) For passenger deplaning, no crew member shall open any cabin door until the FASTEN SEATBELT sign is turned OFF, the left propeller has stopped rotating (if applicable), and the ground crew agent has tapped using an open palm on the exterior of the cabin door (EMB Only - a “thumbs up” signal is approved when using a jet bridge). Deviation from this procedure is authorized in an emergency situation, if necessary. 6) Ground personnel will assist in lowering the internal stairs, if necessary, and will then station themselves at the base of the stairs to assist in deplaning of the passengers. 7) The flight crew will ensure available cabin lights remain on until all passengers have deplaned. After the last passenger has deplaned, the crew will complete the appropriate check list items.

1.13 Passenger Messages 1) Federal Communication Regulations do not permit the transmission of passenger names for items concerning connections to other flights, or other non-essential activities. Names may only be used in situations involving passenger emergencies, illness, injury, etc. 2) Connecting flight information may be provided. This information will be passed to the Flight Attendant for relay to the passengers. FLIGHT OPERATIONS MANUAL 12.5 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2 PASSENGER MISCONDUCT AND EMERGENCIES

2.1 FBI Notice of Federal Crimes

Figure 12.1 FBI Notice to Airline Employees

FBI Notice To All Airline Employees NOTICE OF FEDERAL CRIMES The President of the United States on September 5, 1961, signed into law an act of Congress which amended the Federal Aviation Act. Under this legislation, the crimes listed below involving aircraft are violations of Federal law. The FBI is responsible for investigating violations of these laws. AIRCRAFT PIRACY Anyone who seizes or attempts to seize or exercise control by force or violence and with wrongful intent an aircraft in flight in air commerce can be punished by death, if the jury so recommends, or by a minimum of 20 years imprisonment. INTERFERENCE WITH FLIGHT CREWMEMBERS OR FLIGHT ATTENDANTS Assaulting, intimidating or threatening of any Flight crewmember or Attendant (including any )OLJKW$WWHQGDQW) while in flight in air commerce so as to interfere with the performance by the crewmember or attendant of his duties, is punishable by 20 years imprisonment and or a fine of $10,000. If during the course of this act a deadly or dangerous weapon is used, the penalty may be increased to life imprisonment. OTHER CRIMES ABOARD AIRCRAFT IN FLIGHT IN AIR COMMERCE Also prohibited are crimes such as murder, manslaughter, assault, maiming, rape, theft, robbery and receiving stolen property, as well as carnal knowledge of a female underthe age of 16. The law also prohibits acts of indecent exposure and lewd sexual proposals. CARRYING CONCEALED WEAPONS ABOARD AIRCRAFT Except for Law Enforcement Officers of any municipal or state government or the Federal government who are authorized or required to carry arms, and except for other such persons who may be authorized under regulations issued by the Administratorof the Federal Aviation Administration, no one may board or attempt to board anaircraft operated by an air carrier in air transportation having on or about his person a concealed deadly or dangerous weapon. FALSE INFORMATION Anyone knowingly furnishing false information concerning attempts or alleged attempts to commit any of the prohibited acts may be imprisoned up to 5 years and/or fined upto $5,000. NOTIFY THE FBI IMMEDIATELY OF ANY VIOLATION

Director, Federal Bureau of Investigation United States Department of Justice FLIGHT OPERATIONS MANUAL 12.6 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2.2 Passenger Misconduct – Who Must be Removed

A passenger who has been permitted to take a flight should be removed only if: 1) His remaining on board may seriously jeopardize his own health or the health and safety of others, or; 2) A condition of illness that was not known or discovered by us at point of origin, and in flight becomes such as to require an undue amount or type of assistance enroute.

2.3 Passenger Misconduct – Condition of Carriage

Every Avatar Airlines ticket is a legal contract between Avatar Airlines and its passengers. The contract provides for passenger carriage on Avatar Airlines subject to certain terms and limitations including Company “conditions of carriage.” The conditions which define reasons for refusing carriage on Avatar Airlines flights are listed below: 1) Avatar Airlines may refuse to transport a passenger, or a passenger may be removed from a flight at any point, for one or more of the reasons, but not limited to: a) Compliance with government requisition of space. b) Action necessary or advisable due to weather or other conditions beyond Avatar Airlines control. c) Refusal to permit a search of person or property for explosives or deadly, controlled or dangerous weapons, articles or substances. d) Refusal to produce positive identification upon request. e) Passenger physical or mental condition is such that under Avatar Airlines sole opinion renders the passenger, or likely renders the passenger incapable of comprehending or complying with safety instructions without the assistance of an attendant. f) Passenger conduct is disorderly, abusive or violent, or; 1) Appears to be intoxicated or under the influence of drugs. 2) Attempts to interfere with any member of the flight crew. 3) Has a communicable disease that has been determined by a public health authority to be transmissible to other persons during normal flight. 4) Refuses to obey instructions from any member of the flight crew. 5) Has an offensive odor not caused by a handicap or illness. 6) Is clothed in a manner that would cause discomfort or offense to other passengers. 7) Is barefoot, or; 8) Engages in any action, voluntary or involuntary, that might jeopardize the safety of the airplane or any of its occupants. FLIGHT OPERATIONS MANUAL 12.7 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2) Violations of Federal Law a) Violations of certain conditions of carriage not only violate Avatar Airlines contract with its passengers, but also constitutes a violation of Federal law. The most serious violation makes it a Federal crime, punishable by a fine as much as $10,000 or imprisonment for a term up to 20 years, to assault, intimidate or threaten any flight crew member or Flight Attendant so as to interfere with her safety related duties. b) As a general rule, if a crew member must leave their assigned safety related duties to deal with a passenger misconduct situation, interference will be inferred under Federal law, if the occurrence was during a critical phase of flight.

2.4 Passenger Misconduct/Disturbance or Armed Passengers and Prisoners 1) For crew action, refer to Section 14 - Security. 2) For information on “Notification of Armed Passenger” (NOAP) form refer to Section 14 - Security.

2.5 Passenger Emergencies 1) Regulations permit, and Avatar Airlines encourages, the use and transmission of passenger names when concerned with passenger emergencies. This action will assist in the expedient ground handling of the specific emergency situations which include the following: a) Requests for wheelchairs. b) Requests for ambulances, medical assistance or stretchers. c) Requests for security assistance. d) Any other situation which the Captain determines as a passenger or crew emergency. 2) If the emergency is of a nature where the specific location of the passenger would assist in handling the situation, advise the seat number of the passenger.

2.6 Automatic External Defibrillator (AED) 1) An AED is installed on all aircraft and will be used in conjunction with Cardiac Pulmonary Resuscitation (CPR). 2) AED Units which contain sufficient components for two separate events are installed with a green external tag. AED units which contain sufficient components for one event are installed with a yellow external tag. 3) If the unit has been used or an extra component is missing or faulty, as determined by the Flight Attendant, the Flight Attendant will inform the Captain and install a yellow external tag. The Captain will coordinate with MOC and enter an “INFO TO MAINTENANCE” entry in the AML. 4) If the unit is completely unusable, as determined by the Flight Attendant, she/he will install a red external tag. FLIGHT OPERATIONS MANUAL 12.8 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2.7 First Aid Kit 14 CFR 121.803 A First Aid Kit containing at least the minimum items listed in 14 CFR 121. Appendix A, is installed on all aircraft.

2.8 Medical Kit/Enhanced Medical Kit 14 CFR 121.803 1) An Medical Kit or Enhanced Medical Kit containing the items listed in the Minimum Equipment List is installed on all aircraft. It is for use by a physician (MD or DO) only. In the event of a medical emergency the Flight Attendant will coordinate with the Captain to determine if a qualified physician is on board. The Captain may be contacted to coordinate additional necessary medical assistance upon arrival as dictated by the physician. The kit contains no narcotics. One kit is placed on each aircraft. The location of this kit may be found in the specific aircraft type AOM. 2) The MEL details procedures to follow in the event the Medical Kit or Enhanced Medical Kit seal is broken and/or the contents have been used or are missing.

NOTE A Physician-on-Call may direct an R.N., other medical personnel, or Flight Attendant to open the kit.

2.9 Grab-N-Go Kit/Ancillary Kit 1) If a cabin spill of blood or bodily fluids become present, there are containment materials located in the Grab-N-Go kit. 2) If there is a “suspected exposure” of the Flight Attendant, they may require follow-up care. This may be accomplished by either Avatar Airlines Medical or a personal physician. 3) The Grab-N-Go Kit and Ancillary Kit: • Incomplete or missing kits may be deferred under the NEF program. 4) Use of Ancillary Kit The Ancillary Kit is designed to contain communicable diseases. Flight Attendants must receive confirmation from the Physician-on-Call in order to use the Ancillary Kit. The Captain shall coordinate with OCC and the Flight Attendant during these circumstances. This procedure is not required for the Grab-N-Go Kit.

NOTE Flex-cuffs are stored inside the Grab-N-Go Kits. FLIGHT OPERATIONS MANUAL 12.9 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2.10 Unknown Powders or Spills in the Cabin or Baggage Compartments While on the Ground

If there is an unknown substance discovered, powder or fluid, the following notification sequence will apply: 1) The crew will notify the station personnel. 2) The station personnel will notify the Environmental Coordinator. 3) The Environmental Coordinator will notify OCC.

2.11 Ill Passengers

The Flight Attendant’s Inflight Procedures Manual contains comprehensive guidelines for the detection of symptoms and recommended treatment of passengers. Items discussed are: Medical Procedures, Levels of Consciousness, Suspected Food Poisoning, Reporting Procedures and other related items. The Captain may wish to refer to these guidelines prior to requesting assistance.

2.12 Medical Emergency 1) Diverting a flight for a medical emergency can be a life-saving procedure, but it may also be unnecessary in many cases. Captains should contact Dispatch to be connected with the Avatar Airlines approved Physician-on- Call, a service which is available 24/7, for specific medical guidance on the necessity to divert. 2) The Flight Attendant 1 shall advise the Captain of any injuries or serious illness of a passenger or cabin crew member. Flight Attendants shall administer first aid as appropriate in accordance with Flight Service procedures. 3) A flight crew member will contact Dispatch and request a connection to approved Physician-on-Call to provide real time advice and assistance for in flight medical problems. To expedite communication of the passenger’s condition, the following information should be provided on initial call up: a) Is person alert, awake or unresponsive? b) What is the age and gender of the person? c) Is there any known medical history? d) Is the person taking any medication? e) What are the symptoms? f) Is there a health care professional attending or on board? 4) If necessary, an announcement will be made requesting assistance from a physician, nurse or emergency medical technician on-board. 5) The in flight medical kit should only be opened and used by a physician or alternatively by a health care professional including a nurse or emergency medical technician under the direction of the approved Physician-on-Call. 6) If unable to make contact with the Avatar Airlines approved Physician-on- Call and there is no physician on board to render assistance, the Captain should consider making an unscheduled landing if a passenger exhibits any of following symptoms: FLIGHT OPERATIONS MANUAL 12.10 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

a) Prolonged unconsciousness. b) Uncontrolled bleeding. c) Persistent pain - especially chest pain. d) Persistent loss of function of an arm, leg, face or speech. e) Persistent difficulty breathing. f) Requires use of Auto External Defibrillator (AED). 7) The Captain should attempt to ascertain the adequacy of the airport’s or city’s medical facilities prior to making an unscheduled landing.

2.13 Medical Emergency Information Sheet (MEIS) 1) Avatar Airlines Medical Department has developed the Medical Emergency Information Sheet (MEIS) as a replacement to the current Medical Assistance Card. As current supplies of the Medical Assistance Card are depleted, you will begin to see the new MEIS. The MEIS is a two-sided form. Side 1 of the MEIS is only used to assist the Flight Attendant in relaying pertinent medical information to the Captain during a medical emergency. Side 2 of the MEIS is used if assistance is received from a Licensed Health Care Professional (LHCP). 2) The Flight Attendant will pass the MEIS through the cockpit door which will allow the flight crew to relay to the Physician on Call. 3) Medical Emergency Information Sheets will be furnished by the Flight Attendant(s).

NOTE Avatar Airlines has used terminology in the MEIS which is not part of Avatar Airlines policies and procedures.

4) Avatar Airlines does not refer to the Physician on Call as the “POC.” The symptoms section of the MEIS uses the term “POC” but Company Flight Attendants should continue to use the term “Physician on Call.” 5) The IMK mentioned on the MEIS is the equivalent of Avatar Airlines EMK. 6) Company Flight Attendants can then use this form to complete their required online reports. FLIGHT OPERATIONS MANUAL 12.11 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Figure 12.2 Medical Emergency Information Sheet (Side 1) FLIGHT OPERATIONS MANUAL 12.12 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Figure 12.2 Medical Emergency Information Sheet (Side 2)

Avatar Airlines wishes to thank you for your time and expertise in providing medical assistance on today flight. For our records and to enable our Corporate Medical Director to formally acknowledge your gracious offer to assist, please print your contact information below and return to your flight attendant. Information provided on the form will only be used by Avatar Airlines and will never be used for marketing purposes nor provided or sold to nay third party. FLIGHT OPERATIONS MANUAL 12.13 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2.14 Passenger Death in Flight 1) Pronouncement of death on board can occur only if a licensed authority is present. All other cases are to be considered as unconscious. Resuscitation measures are to be carried out and procedures outlined above for unscheduled landing expedited. 2) Even in the presence of a licensed authority, pronouncement of death is discouraged. 3) If death is declared on board, Captain should request: a) Concurrence of medical authority to proceed to next scheduled destination. b) Obtain physician’s name, address and, if possible, a statement of the circumstances including his pronouncement of death. c) Radio destination, give circumstances and request an ambulance and coroner or public official to meet the flight. d) On arrival at ramp, do not move the body until given permission by a public authority. If necessary, secure passenger’s baggage claim check by a witnessed search of the person. As soon as passenger’s personal effects and baggage are removed from the plane, the flight should be dispatched in a normal manner with as little delay as possible. e) The Captain, as a representative of the crew, shall prepare a written statement for local officials upon request. A copy should be retained for submission with his report. f) Advise nearest station general manager for next of kin notification in accordance with company regulations.

2.15 Passenger Death – Reports Required 1) Captain shall submit an irregularity report (Pilot Pipeline) to his Chief Pilot flight within 24 hours. Include the following information: • Aircraft model and identification number. a) Flight number and date. b) Type of occurrence, approximate position, altitude and cabin altitude, if applicable. c) Time of departure from previous stop, rate of climb, cruising altitude, rate of cabin ascent and cabin altitude at cruise, time flown at various altitudes, rates of descent and arrival time at next stop. d) Any unusual incident that may have had bearing, (thunderstorm, static discharge, engine out, etc.). e) If physician on board, his name and address. Attach any written statement made by him. f) Flight Attendant will submit an irregularity report in accordance with requirements of the Inflight Procedures Manual. FLIGHT OPERATIONS MANUAL 12.14 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

2.16 Food Poisoning 1) The following procedures are to be followed in incidents where one or more cases of passenger or crew member food poisoning occurs or is suspected, or the Flight Attendant has reason to believe that food about to be served may be spoiled. 2) The Flight Attendant will immediately apply the prescribed first aid measures, if necessary, and notify the Captain. All suspect food will be retained. All catering service equipment will be held for Public Health Service examination at the next intermediate catering station. 3) If landing is to be made at an off-line airport, the Captain shall request that assistance be made available by calling company radio, ATC, FSS or approach control or tower of the airport of intended landing. After landing, the Captain will telephone dispatch and report the following information: a) Passenger’s name, address, boarding and destination station. b) Name and address of hospital where taken. c) Flight number. 4) Each member of the flight crew who was served the same food as the passenger involved shall submit a report to the Chief Pilot.

2.17 Suspected Communicable Diseases

A communicable disease is defined as an infectious disease that is contagious and which can be transmitted from one source to another by infectious bacteria or viral organisms. Incubation periods are typically 2-7 days; however, isolated reports have suggested that some diseases may have an incubation period as long as 10 days. Examples of communicable diseases include, but are not limited to H1N1 Flu, SARS, Avian Influenza, Chicken Pox, Measles, Diphtheria, Impetigo, Meningitis, Cholera, Typhoid, Mumps, and Scarlet Fever. 1) Possible Symptoms of communicable diseases may include: • High fever, chills, pox marks, diarrhea, rash, weeping sores, swelling of the lymph glands, jaundice (yellowing of skin or eyes), loss of appetite. • High fever plus one or more respiratory symptoms including dry cough, shortness of breath or difficulty in breathing, headache, muscular stiffness, reduced level of consciousness, unexplained bleeding or malaise and body aches. If you become ill with any of the symptoms listed above, notify your physician immediately. 2) Procedures • Flight Attendant will notify the Captain, (regardless of the phase of flight) and request the approved Avatar Airlines Physician-On-Call (POC) be contacted through OCC as per Section 12-7, paragraph 2.12. • In case the Avatar Airlines POC recommends quarantine refer to Section 17-5 paragraph 3.3 for those procedures. • The Centers for Disease Control (CDC) recommends that crew members wash their hands frequently with soap and water. The CDC has identified hand hygiene as the most effective means of preventing the spread of infection. FLIGHT OPERATIONS MANUAL 12.15 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

• Upon confirming a communicable disease may be present the Flight Attendant shall follow the directions received from the POC.

NOTE Recommended Passenger Announcements

PA # 1 – (after landing/before reaching the gate) Ladies and Gentleman, this is Captain _____. We have a passenger on board that requires medical attention. Medical personnel will meet us at the gate. We need you to remain in your seats as we cannot leave the aircraft until after the passenger has been examined and the aircraft has been cleared. We apologize for the inconvenience and we thank you for your patience. PA # 2 – (if passengers will be quarantined) Ladies and Gentleman, this is Captain______. We’ve been advised by the Public Health Department that due to the medical issue it is necessary for all passengers to remain on board the aircraft for a while longer. Unfortunately, I don’t have any more information at this time. A representative from the Public Health Department will be available soon to give us additional details and answer any questions. Again, we apologize for the inconvenience.

2.18 Oxygen for Passengers 1) First Aid oxygen should be restricted to passengers suffering from severe chest pain, incoherence or unconsciousness, or for conditions in which a qualified physician recommends its use. The small Walk-around bottle normally is used for passenger First Aid oxygen. Consult the appropriate aircraft AOM for description and use. Oxygen should not be administered to persons who have a history of emphysema unless they have a written request from their doctor. Motion sickness, vague discomforts, headache, hangover and hyperventilation are not indications for oxygen administration.

2.19 Infant Life Vests 14 CFR 121.340 1) General Each passenger, including lap children, must have their own emergency flotation device (CFR 121.340). Seat cushions are considered an emergency flotation device. In addition, Infant Lifevests are also provided to accommodate lap children when the aircraft is full. 2) Procedures Flight Attendants are responsible for verifying that the total number of lap children does not exceed the total number of Infant Lifevests and empty passenger seats combined. For example: FLIGHT OPERATIONS MANUAL 12.16 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

a) On a 50 seat aircraft, if there are 50 ticketed passengers, only 5 lap children are allowed. b) On a 50 seat aircraft, if there are 48 ticketed passengers, only 7 lap children are allowed. Flight Attendants are responsible to brief passengers traveling with lap children on the location of the Infant Lifevests and that a Flight Attendant will distribute in the event of a Planned Ditching. Refer to the Cabin Emergency Equipment Location figures located in each respective Aircraft Operating Manual - Volume 2, Miscellaneous. 3) Minimum Equipment List Provisions for damaged or missing Infant Lifevests are contained in each respective aircraft MEL, Section 2-25, Equipment/Furnishings.

3 SEATING AND CATERING RESTRICTIONS

3.1 Exit Seat Program 14 CFR 121.585, OpSpec A022 1) Only persons who are able to activate an emergency exit, and are able to take additional actions needed to ensure safe use of that exit in an emergency situation, may be seated in exit rows. An exit row seat is defined as a seat from which a passenger may proceed directly to an exit without entering an aisle. 2) The following persons may not be seated in an exit row: a) Mobility impaired passengers. b) Handicapped passenger. c) Children under 15 years of age. d) Passengers who cannot understand crew commands or instructions in printed or graphic form. e) Passengers who have a condition which might prevent them from opening an exit. f) Passengers who believe they might be injured while opening an exit. 3) Passenger service personnel are designated as responsible agents to resolve any problems that arise with regard to exit row seating. This policy does not abrogate the Captain’s authority to take action in the interest of safety. 4) Procedures for complying with exit row seating are contained in the Passenger Service Manual in Focus and the Flight Attendant Inflight Procedures Manual. A series of checks are made to prevent seating non- qualified passengers in exit rows. The Captain must be kept informed should a problem arise. FLIGHT OPERATIONS MANUAL 12.17 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

3.2 Seating Restrictions 1) Special arrangements for accommodating groups of incapacitated persons may be made. 2) Canes, walking sticks and elbow height crutches are permitted to be stowed under the seat. Shoulder height crutches must be stored in coat closets with hard door closures, if available, or in the aft cargo area. 3) Properly labeled child restraint systems will now be accepted by Avatar Airlines for use in flight, provided the child holds a ticket for an approved seat, or a seat is made available by the carrier for the child’s use. Parents still have the option of carrying children under the age of two on their laps. a) Seats considered acceptable are those certified for use in motor vehicles and aircraft under the Federal Motor Vehicle Safety Standard (FMVSS) issued by the National Highway Traffic Safety Administration (NHTSA), or under the standards of the United Nations (U.N.), or approved under the standards of another government. 1) Those seats manufactured between January 1, 1981 and February 25, 1985 which bear the National Highway Traffic Safety Administration (NHTSA/FMVSS) label: “This child restraint system conforms to applicable federal motor vehicle standards.” Vest and harness type child restraints manufactured between these dates are not acceptable. 2) Those seats manufactured after February 26, 1985 may be used provided they bear a second label stating: “This restraint is certified for use in motor vehicles and aircraft.” 3) Those restraint devices from foreign countries, when labeled properly, showing that the seat was manufactured under the standards of the United Nations, or approval of a foreign government. Proper labeling for these devices is as follows: i. U.N. approval: A label with a circle surrounding the letter “E” followed by the distinguishing number of the country which has granted approval, plus an indication of the category and mass (weight) group of the child seat, will be affixed. FLIGHT OPERATIONS MANUAL 12.18 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

ii. Other government approval: The labeling is too numerous and varied for the labels to be described (refer to Parent’s Responsibility policy below).

NOTE These child restraints are not acceptable: • Booster-type child restraints (booster seats) of any kind • Safety belt extensions (belly belts) that attach to the parent or the parent’s restraint • Vest or harness-type devices that attach to the parent or the parent’s restraint • Any other child restraint device that positions the child on the lap or chest of an adult

iii. Parent’s (Owner’s) Responsibility: The parent is primarily responsible for ensuring that the infant restraint is approved, the seat is the right size for the child’s weight, the child is properly restrained in the seat, and the seat is properly installed. iv. Crewmember’s Responsibility: The crew member’s (cabin or flight, as appropriate) responsibility is limited to checking with the child’s parent (guardian) to ensure that the above conditions have been met; that the child appears to be properly restrained in the seat, and that the seat appears to be properly installed in the aircraft seat. The child should occupy the child seat when the FASTEN SEATBELT signs are on or when a crew member gives instructions to fasten safety belts. v. The seat assigned for the child restraint device must be adjacent to the accompanying adult’s seat. vi. The child restraint seat cannot be located in a window exit row or overwing exit row. It is preferable, but not mandatory, that the child restraint seat be located in a window seat. It is also preferable that the child restraint seat not be in a row forward or aft of a window exit row. The accompanying passenger is not required to hold an infant for takeoff or landing when the infant is properly secured in the approved restraint device.

3.3 Conditions of Non-Acceptance

Persons in the following categories will not be accepted for passage: 1) One who is unable to sit in a seat with the seatbelt fastened (Passengers on stretchers are not accepted for transportation). 2) Infants under two days of age (seven recommended). FLIGHT OPERATIONS MANUAL 12.19 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

3) One who may endanger his own or other passengers’ safety, health or comfort in flight because they: a) Appear to be intoxicated or under the influence of drugs. b) Are obnoxious, unruly, disorderly or violent. (Handicapped passengers cannot be refused transportation simply because they may cause annoyance or discomfort to other passengers and the crew). c) Are a manacled prisoner who resists his escort(s). d) Prisoners dressed in prison clothing. e) Carry on or about their person a deadly or dangerous weapon or device, either concealed or unconcealed, including self protection devices using a chemical irritating agent as their primary source of protection (i.e., mace, tear gas pens, chemical shield, etc.).

3.4 Food and Beverage Service Equipment During Taxi 14 CFR 121.577 1) No pilot may taxi an airplane when any food, beverage or tableware, supplied by the carrier, is located at any passenger seat. 2) No pilot may taxi an airplane unless each passenger's food and beverage tray and each serving cart is secured in its stowed position. 3) Each passenger shall comply with instructions given by a crew member in compliance with this Section.

NOTE The Captain will notify the Flight Attendant prior to initial aircraft movement.

3.5 Drinking and Serving of Alcoholic Beverages 14 CFR 121.575 1) No certificate holder may allow any person to board any of its aircraft if that person appears to be intoxicated. 2) No person may drink any alcoholic beverage on board an aircraft unless such beverage has been served to him by the carrier operating the aircraft. 3) Each certificate holder shall, within five days after the incident, report to the Administrator the refusal of any person to comply with Para A. above, or of any disturbance caused by a person who appears to be intoxicated on board any of its aircraft. FLIGHT OPERATIONS MANUAL 12.20 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

4) No air carrier shall serve any alcoholic beverage to any person on board an aircraft if such person appears to be intoxicated.

NOTE Crewmembers may rely on the appearance of the passenger in determining whether or not to serve alcoholic beverage. This regulation does not require airline crew members to physically restrain a passenger who wishes to consume drinks that are not served on board the aircraft. Crewmembers will be required to take direct action only when it is necessary for the safety of the flight. FLIGHT OPERATIONS MANUAL 12.21 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

5) The following shall not be served alcoholic beverages on board any aircraft: a) Law enforcement personnel having a person in custody. b) Any person in the custody of law enforcement personnel. c) Any person who is authorized to have a deadly or dangerous weapon accessible.

3.6 Catering Supplies and Services 1) Catering and service guidelines are contained in the Inflight Procedures Manual and other Flight Services Department manuals. a) Under guidelines set by the Marketing Department, the Flight Attendant(s) will offer either beverage service or snack/beverage service on designated flights. b) Only the Flight Attendant should remove catered items from the galley. Flight crew members may request catering supplies as needed, but shall never remove supplies on their own. 2) A kit containing lavatory supplies (i.e., toilet paper, soap, etc.) may be stored under the last right hand row of seats on each aircraft. The kit or these items are not required for departure and should not delay a flight. 3) After leaving the gate, if a takeoff delay is encountered, the Flight Attendant should be advised of the estimated length of delay. A beverage service may be offered to the passengers with Captain’s authorization. The flight crew will not make a PA in this case. a) The aircraft must remain parked while the service is in progress. b) The crew must authorize the Flight Attendant(s) to leave their seats for the service. c) Captains shall advise Flight Attendants of estimated time of takeoff sufficiently in advance to permit Flight Attendants to collect glasses and secure buffet prior to takeoff. d) Prior to aircraft movement the Flight Attendant(s) must confirm that the cabin is again secure and ready for taxi.

4 CARRIAGE OF ANIMALS

4.1 Acceptance of Pets in The Cabin 1) One or more pets (domestic dogs and cats only) may be accepted for transportation in the cabin on all flights. Pets must be in suitable carriers. No more than two animals are allowed per carrier. The animals must be of the same species (two cats or two dogs, not one of each). They must be comparable in size, weight less than 20 pounds each, at least eight weeks old, and be able to stand upright (height at the shoulder) within the carrier. The carrier must fit underneath the passenger seat directly in front of the passenger accompanying the pet(s) and remain there throughout the entire flight. 2) Special exceptions apply to “celebrity” animals. • B747-400 aircraft may accept two pet carriers. FLIGHT OPERATIONS MANUAL 12.22 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

3) The above restrictions do not apply to service animals. There is no restriction on the number of service animals per cabin. Service animals cannot be seated in a designated exit row or in the aisle of the cabin. They must be able to sit underneath the seat in front of the owner (F*BAG/Pet).

4.2 Exception for Special Animals

Animals must remain in a pet container except for the following: 1) Explosive and drug detection dogs may now travel in the cabin on U.S. domestic flights, excluding Hawaii. However, the number of these animals shall count toward the limited number of pet containers in the cabin regardless if they are in a pet container or not. The change in policy is due to the increased use of these animals and the inability to check them during the “Summer Pet Embargo.” 2) Animals must travel with a handler, have a harness and present credible documentation/identification cards. 3) Markings on harness, tags, training certifications or other government documentation must be presented. 4) The animal must be clean and exhibit behavior that is not disruptive. 5) If the handler chooses, these dogs may be checked (if available). 6) Celebrity animals are famous cats or dogs that may be seen on TV programs or commercials (i.e., Lassie, Morris the cat, the RCA dog, etc.). These special travel arrangements are for famous pets, not for pets that belong to famous people. They must be accompanied by their owner/ trainer and seated at the owner/trainer’s feet during takeoff and landing. These pets will be identified on the paperwork as “CELEB.” 7) If a seat has been designated, the animal is required to remain in the seat for all other portions of the flight. 8) The following restrictions also apply: a) Pet companion must provide own seat cushion. b) Pet companion must provide seatbelt adapter if pet is to be strapped in seat during Takeoff and Landing. c) The animal must be free of odor and parasites. d) The animal must be well mannered and groomed. e) The animal may not occupy an exit row seat.

4.3 Service Animals

Service animals are permitted to accompany a passenger with a disability in any seat, unless the animal obstructs passenger egress to the exit in an emergency evacuation. Trained service animals, traveling with a trainer, handler, or transporter will be accepted in the cabin without a kennel. Service animals may not be seated in a designated exit row or in the aisle of the cabin. Examples of service animals may include, but is not limited to dogs, cats, monkeys, etc. There is no restriction on the number of service animals per cabin and may include the following: 1) Guides for vision impaired. 2) Guides for hearing impaired. FLIGHT OPERATIONS MANUAL 12.23 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

3) Animals for emotional support used to assist an individual with a hidden disability during flight. Medical documentation is required.

4.4 Service Animal Seating 1) Service animals may not be seated in a designated exit row or in the aisle of the cabin. 2) When possible, the passenger and service animal will be offered a seat with additional leg room, such as the bulkhead seat, but not in overwing or window exit rows. 3) Floor-seated service animals must remain at the passenger's feet and cannot be in the aircraft aisle during takeoff or landing. 4) Lap-held service animals may be held during all phases of flight including taxi, takeoff and landing provided that the animal is no larger than a lap child. 5) If a neighboring passenger occupies a window seat, a service animal cannot be seated as to impede exit in the event of an evacuation. 6) All questions related to service animals should be directed to the Captain, who shall in turn notify a CRO.

NOTE Flight Attendants will report the number and passenger section of any floor- seated service animals to the Flight Crew for weight and balance calculations. Floor-seated service animals are to be considered a standard weight of 80 lb. and should be recorded on the Weight and Balance Form. Lap-held service animals are considered zero weight and have already been factored into the adult standard passenger weight.

4.5 Live Animals in the Cargo Compartment

Domesticated pets (i.e., cats, dogs or household birds) will be accepted for transportation on all flights in approved kennel containers. The following restrictions will apply: 1) A container may not be loaded on top of another container or other cargo. 2) Other cargo may not be loaded on top of a container. 3) The front of a container must not be blocked by another container, other cargo or an inner wall. 4) Each container must be secured to prevent shifting during flight. 5) Dry ice must not be loaded in the same compartment as a live animal. FLIGHT OPERATIONS MANUAL 12.24 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

5 PERSONAL ITEMS AND PLANESIDE/VALET BAGGAGE

5.1 ”No-Carry-On” Baggage Program 14 CFR 121.589 1) Passengers are limited to one planeside/valet bag. These bags are surrendered and loaded into the cargo compartment. They are identified by an agent placing a Valet bag tag on the bag. Items that do not meet the personal items profile must be checked as a Valet bag and can not be accommodated in the cabin. Personal item(s) in the cabin can not have a maximum linear measurement exceeding 36 linear inches (length+width+height), excluding a guitar. This measurement does not include wheels or handles that may protrude further from the bag. Passengers must be able to safely secure each piece in the overhead bin, under the seat stowage area, or in an approved location. A list of personal items approved for carriage on board an aircraft is listed in Chapter 7 of this manual.

NOTE Refer to Section 14 regarding FAM exemptions and Carry-On baggage.

Coat compartments and closets on board the aircraft can only contain personal items. The weight of these items must be considered when calculating center of gravity. The Flight Attendant will count the number of personal items stowed in these compartments and report that count to the Flight Crew for balance calculations. 2) Personal Item(s) Procedures a) Gate check-in counters and airplane entry points will be utilized to scan personal items to determine if it meets Avatar Airlines requirements. The Flight Attendant will Valet check any bags which do not appear to meet these requirements or which cannot be safely stored in the passenger cabin. b) Avatar Airlines may place additional limits on personal items, based on the main cabin stowage capacity of specific aircraft models and interior configurations. These limits may be imposed after the boarding process has begun. The Flight Attendant(s) will make this decision. c) Personal items that appear too large or irregularly shaped to fit under the seat, in a overhead compartment or in a closet will not be accepted for stowage in the passenger cabin. These items must be Valet checked. d) Unusual articles may, on occasion, be properly secured with a seatbelt to designated seats in compliance with 14 CFR 121.285. e) Seat Loaded Items are described as unusual articles, including musical instruments, or other large, valuable items for which a customer purchased a window seat. The amount of Seat Loaded Items which will be allowed on board the aircraft must not exceed 3 items. FLIGHT OPERATIONS MANUAL 12.25 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Seat Loaded Items may be strapped into any approved window seat under the following conditions: • It does not block passage to the exits and does not hinder the egress of an evacuation. • It is properly secured with a seatbelt. • It is packaged or covered so that possible injury to passengers or • Flight Attendant(s) is avoided. • Its location does not restrict the use of any exit. • Its location does not obscure any passenger’s view of the ’Fasten Seatbelt’, ’No Smoking’ rowdiest’ signs. • It complies with Avatar Airlines Weight and Balance policy. • Bass fiddles may not be carried in the cabin on Company aircraft. • The Captain will be notified of the location of all seat loaded items.

NOTE Only the passenger requesting the service may occupy the adjacent seat. These items cannot be placed in an aisle seat, they must be accommodated in a window seat next to the passenger.

f) Under all conditions, Avatar Airlines will ensure that all personal items are properly stowed in approved areas prior to closure of the aircraft door. For additional items not considered carry-on bags, the Flight Attendant will also ensure that they are safely stowed in approved areas prior to closure of the aircraft door. A list of items that are not considered personal items but may be carried on board are listed in Chapter 6 of this manual.

NOTE

When a child safety seat is not used for a child as a ticketed passenger, it shall be stowed as a Valet or as checked baggage. When empty seats are available in the cabin, unoccupied child restraints may be accepted when equipped with fixtures or handles that permit securing it to the seat by means of the seatbelt. Assistive devices (i.e., canes and crutches) may be stowed under passenger seats (except in designated exit rows) adjacent to the aircraft fuselage, under connected passenger seats in the same row between any two non emergency exit row window seats, provided they do not block an exit, protrude into the aisle and are flat onthe floor. FLIGHT OPERATIONS MANUAL 12.26 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

g) Passenger Service Agents, Ramp Agents and Flight Attendants will scan the carry-on luggage of passengers as they are boarding/ board the aircraft andproperly fit in the overhead bin or under the seat. These items will be tagged with a red Valet Bag tag and stowed in a cargo compartment. These bags are then delivered planeside to the passenger as they disembark the aircraft at the destination. Any personal items determined by the Flight Attendant as being too large will be referred to ramp personnel to be checked as a Valet Bag. Valet checked bags may not be more than 45 linear inches. 3) Proper Stowage of Personal Items in Cabin a) Personal items, which do not meet Company size or limitation requirements, will be Valet checked. b) The Flight Attendant is responsible for ensuring the proper stowage of all personal items prior to door closing. Proper stowage is defined as no part of the bag may protrude beyond the fully upright seatback or cause obstruction to passenger movement to/ from/across the aisle. The Flight Attendant will be responsible for ensuring compliance to this requirement. Personal items that cannot be stowed will be referred to ramp personnel to be checked as a Valet Bag. c) Seatback pockets are designed to restrain lightweight items for all phases of flight, including taxi, takeoff, and landing. Items restrained in the seatback pocket must: • Not exceed a total of 3 pounds. • Not block or hinder customer egress. • Be properly restrained to prevent being dislodged. • The following are some examples of items which are acceptable and not acceptable for seatback pocket stowage: - Acceptable: Safety Instruction Cards, Magazines, Airsick bags, MP3 players, eyeglasses, cell phones, tablets, beverage (less than 32 oz.) and small food items. - Not Acceptable: Laptop computers, purses (handbags or pocketbooks), DVD players, and camera bags. d) Front row seats have no stowage in front of them. When needed, the Flight Attendant will assist passengers in finding suitable stowage when there is not forward underseat stowage. The Flight Attendant shall also ensure that caution is used upon opening of the compartments. This will be facilitated with PA announcements made by the Flight Attendant. e) No personal items or articles of clothing will be stowed in any emergency equipment storage space or lavatory. When necessary, the Flight Attendant will find an approved storage location in the cabin for these items. FLIGHT OPERATIONS MANUAL 12.27 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

4) Child Restraints a) Child restraint devices used to seat a child during a flight cannot be used in an aisle seat, in designated exit row, or in a row forward or aft of a designated exit row. The restraint device must be left behind during any emergency evacuation. b) The child restraint must be FAA approved. Booster seats are not included. Passengers may bring non-FAA certified child restraints on board the aircraft, provided they hold the infant during takeoff, landing and during turbulence. c) Parents are primarily responsible for ensuring the child restraint is of an approved type, the child is the right size and weight for the device, the child is properly restrained, and the child restraint is properly installed. The parent is additionally responsible for ensuring that the child restraint is free of any obvious defects and functions properly. d) The Flight Attendant is limited to checking with the child's parent (guardian) to ensure that all conditions specified (above) have been met.

5.2 Portable Electronic Devices – General 14 CFR 121.306 1) No person may operate, nor may any Pilot-in-Command of an aircraft allow the operation of, any portable electronic device that may cause interference with the Navigational or Communications Systems of the aircraft. Pilots should submit a pipeline report of any events found to occur. Company and FAA policies allow for portable electronic devices to be used in all phases of flight provided the cellular function is disabled (i.e., Airplane Mode). This is only applicable when operating in the U.S. EXCEPTION: * All PEDs must be turned OFF when conducting Category II approaches. In these cases, the Captain shall make the following PA: “Ladies and Gentlemen, this is Captain ____speaking. Our arrival today into _____will require us to fly a specific type of instrument approach for landing. Because of the approach we will be flying, FAA regulations require that all passengers turn OFF their personal electronic devices. Your Flight Attendant(s) will come through the cabin to ensure all devices are turned completely OFF. We appreciate your cooperation and understanding. Thank you.” 2) Portable electronic device use in all phases of flight is only permitted when operating in the U.S. Cellular phones and other portable electronic devices with the cellular function ON are permitted for use after landing in U.S. cities once the Flight Attendant gives the “Welcome” PA. 3) Approved • Cellular phones provided the cellular function is disabled. • Tablets (i.e. iPad, Surface, etc.) provided the cellular function is disabled. • Bluetooth accessories (such as a keyboard or mouse) • One-way Pagers • Compact disc (CD) players FLIGHT OPERATIONS MANUAL 12.28 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

• Tape cassette players (self contained) • Electric shavers • Camcorders/personal cameras • Portable voice recorders • Electronic games and toys without remote controls • Video Walkmans, video players, BOSE or other battery-operated headsets • E-(electronic) Book Readers (i.e., Kindle, Sony Digital Book, etc.) provided the transmitting capabilities are not used • Electronic or mechanical computers, calculators or typewriters; devices with an attached mouse are acceptable (must be briefcase size and able to fit under the passenger seat or in an overhead bin). Laptop computers cannot be used during taxi, takeoff, and taxi in. • Continuous Positive Airway Pressure (CPAP) machines. • Portable Global Positioning System (GPS) 4) Non-approved • Two-way pagers (use authorized only while the aircraft is parked) • Cellular phones *refer to Exception and Note under Policy and Procedures • Computers, calculators or typewriters larger than a briefcase that cannot be stowed under the seat or in an overhead bin • Cordless computer mouse unless it is Bluetooth enabled. • Electronic games/toys with remote control • Radios: AM, FM, Satellite, VHF (battery cord operated) • E-Cigarettes • TV sets, TV cameras *(refer to Exception below) • Any device that transmits, such as laptop computer with built-in cell phone, cordless mouse devices or hand-held computers with antenna, or cellular phone/PDA/two-way pager combinations without transmitting OFF verification • Any item not mentioned as an approved device.

NOTE Only approved devices addressed above shall be used on board any Company aircraft during flight.

EXCEPTION: *Professional quality TV cameras and recording equipment may be operated on Company aircraft if advance approval has been given from Company Corporate Communications Department. Passenger Service and the Flight Department will receive advance notification of approval and advise the Flight Attendants. 5) Medical related portable electronic equipment (pacemakers, hearing aids, portable nebulizers, portable oxygen concentrators, etc.) are authorized for use at all times. FLIGHT OPERATIONS MANUAL 12.29 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

6) Cell phones and all other approved portable electronic devices may be used during all phases of flight provided the cellular function is turned off. Exceptions will apply if conducting Category II approach operations. 7) Prior to gate departure, the Flight Attendant(s) will make a PA and allow passengers time to verify all personal items are stowed, exit row criteria are met, portable electronic device cellular functions are OFF, and all customers are seated prior to the “Cabin Ready” Report. 8) After the aircraft door is closed for departure, the Captain may authorize the use of cell phones and approved portable electronic devices with the cellular function ON during extended ground delays, anticipated to be in excess of 15 minutes, either On or Off the gate, if in the U.S., U.S. Virgin Islands or Puerto Rico. The Captain will make the PA authorizing use, and at the conclusion of the ground delay, the Captain shall make a PA directing the passengers to turn OFF all devices. A “Cabin Ready” Report must be received prior to resuming taxi for departure. 9) Suspected interference from Electronic Devices: Make a PA requesting all electronic devices be turned off. Submit a Pilot Pipeline if electronic interference is suspected. The report should list all instruments or equipment that indicated any interference and a description of the interference. The report should indicate if the electronic equipment was turned OFF and ON by the passenger and its effect.

6 CARGO/HAZMAT

6.1 Wheelchair Acceptance 49 CFR 173.159(a), 175.10 Wheelchairs cannot be properly stowed in the cabin of any Company turbo prop aircraft. Battery powered wheelchairs are acceptable as checked baggage provided the following conditions are met: 1) Wheelchairs with spillable (Wet cell) batteries are acceptable only if the battery cables are disconnected from the terminals. Battery terminals and cables must be completely taped to prevent short circuits and the battery is securely attached to the wheelchair. A spillable battery may remain on the assistive device only if it can be loaded, stowed, secured and unloaded in an upright position at all times. If the upright position cannot be maintained at all times, the battery must be removed and properly stored in an approved battery box.

NOTE The Pilot-in-Command shall be advised, either verbally or in writing prior to departure, as to the location of SPILLABLE wheelchair batteries on board the aircraft.

2) Wheelchairs with non-spillable (Gel cell) batteries must bear the manufacturer’s "non-spillable" warning on label and are acceptable when prepared as follows: FLIGHT OPERATIONS MANUAL 12.30 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

• Battery cables must be disconnected from the terminals. Battery terminals and cables must be completely taped to prevent short circuits and the battery is securely attached to the wheelchair.

NOTE Battery cables need not be disconnected from the terminals if the battery is completely enclosed in a rigid case integral to the wheelchair or other battery- powered mobility aid.

3) Customer with disabilities traveling with battery powered wheelchairs may stow their wheelchairs in the cabin of jet aircraft provided the following criteria are met: The wheelchair must fold, break down or collapse. a) The stowage compartment in the cabin must be of a size to safely accommodate the wheelchair. b) The weight of the wheelchair does not exceed the amount allowable for the stowage closet as indicated on placards located in closets. c) Other assistive devices (manual or other battery-powered wheelchairs) do not already occupy the on board stowage areas. d) Collapsible wheelchairs with batteries will be accepted provided they are marked by the manufacturer as non-spillable. e) Wheelchairs powered by spillable/wet celled batteries may be stowed in the cabin, provided the batteries are removed from the chairs, placed in an Avatar Airlines dispensed battery box and transported in the cargo hold.

6.2 Dangerous Goods/Hazardous Materials 1) Emergency procedures when carrying Dangerous Goods/HAZMAT are contained in the Aircraft Operating Manual - Volume 1. 2) Should an emergency situation develop either in flight or on the ground, special organizations have been set up to provide assistance. 3) The current emergency response telephone number is 817-967-8400 or Dispatch when in flight. 4) The Center for Disease Control, U.S. Public Health in Atlanta, Georgia, may provide information on handling of etiologic agents or Biomedical material, telephone 404-633-5313. 5) Either the shipper or consignee may be able to furnish information on special handling of the article. 6) Carriage of dangerous goods on the aircraft flight deck is not allowed on Company Aircraft. (IATA Standard) 7) Enroute, if actual or suspected accidental spillage, leakage or damage to any dangerous goods or package is detected; or if any self-sustaining chemical reaction is suspected or evident; or if any indication of smoke or fire is suspected from oxidizing agents or other chemicals, the Captain shall declare an emergency and land at the nearest suitable airport and shall: a) Advise Avatar Airlines via ARINC or any other means, and; FLIGHT OPERATIONS MANUAL 12.31 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

b) Request ATC to advise the airport management and local tower at the airport of intended landing, giving quantity and location of dangerous goods and request all emergency assistance. 8) At any time dangerous goods are on board and an emergency landing is made for any reason not associated with such dangerous goods, the Captain shall take steps 1) and 2) in G. above. 9) When loading/unloading dangerous goods and any spillage, leakage or damage is noted, ground personnel shall: a) Advise all crew members as rapidly as possible. b) Advise the appropriate Dispatch Center. 10) Under no circumstances should any leaking or spilled dangerous goods be touched, smelled or tasted. 11) The Director of Flight Operations - Line or his designee will be responsible to notify flight crew members, while in flight, of potential danger when baggage and/or cargo on board the airplane is known or believe to have been involved in a hazardous materials spill.

6.3 Acceptance of Dangerous Goods/Hazardous Materials (HAZMAT) and Self-Protection Devices 49 CFR 175.10, 175.33, OpSpec A055 1) The following table contains a list of Dangerous Goods/Hazardous Materials that Avatar Airlines is authorized to carry per the FAA approved Operations Specifications as a WILL CARRY carrier: 1. Avatar Airlines - Owned Hazardous COMAT 2. Dry Ice/Carbon Dioxide Solid (UN 1845) 3. Biological Substances, Category B (UN 3373) Avatar Airlines will NOT accept any other Dangerous Goods/Hazardous Materials for shipment, or carriage in Company aircraft. 2) Biological Substances, packaged without Dry Ice/Carbon Dioxide Solid are not considered HAZMAT. In these cases, Biological substances are still considered dangerous goods, are accepted for carriage by Avatar Airlines, but are exempt from requiring a Notification to Captain. These substances are shipped as PPS and are tracked with a AUTO NOTOC. The following items are considered acceptable for carriage on revenue flights: a) In Cabin 1) Medical and toilet articles 2) Implanted medical devices 3) Personal smoking materials 4) Carbon dioxide, solid (dry ice) (if it meets criteria in 6.3 D.1.) 5) Alcoholic beverages packed in containers of less than 5 liters, but may not exceed 70% alcohol by volume. Perfumes and colognes carried by the person may not exceed 2kg (70 oz.) by mass or 68 oz. by volume and the capacity of each container may not exceed 16 oz. by volume. 6) Electric (battery powered) wheel chairs FLIGHT OPERATIONS MANUAL 12.32 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

7) Certain models of battery operated ventilators 8) In Cargo Area 9) Small-arms ammunition (11 lb.) 10) Carbon dioxide, solid (dry ice) (if it meets criteria in 6.3 D.2 & 3.) 11) Carbon dioxide gas cylinders for the operation of mechanical limbs 12) Unpressurized Aircraft Tires and Ground Equipment Tires 13) Company - Owned Hazardous COMAT

NOTE The Captain shall be provided an AUTO NOTOC for Priority Parcel Service (PPS) containing Dry Ice and/or when aircraft parts, categorized as HAZMAT, are carried as COMAT (49 CFR 175.33). (The only exception is when the AUTO NOTOC system is unavailable. In this case, Dry Ice shipments will not be carried and aircraft parts, categorized as HAZMAT, will be carried only when accompanied with the OK333 Form.)

3) In accordance with the IATA Dangerous Goods Regulations, dry shippers or Dewar packs are permitted as personal items, checked baggage or cargo shipments. Dewars are not regulated unless they are cooling a dangerous good. These dry shippers/Dewars shippers are acceptable as long as they meet the requirements contained in F*PSM/DEWAR. The Pilot-in-Command is not required to be informed as to the storage location aboard the aircraft. 4) Dry Ice Limits Except for dry ice used by Avatar Airlines for catering purposes, the total quantity of dry ice that can be shipped on Company aircraft cannot exceed a maximum of 70 lb. (31.8 kg) per aircraft (a maximum of 20 lb. (9.1 kg) in the cabin and 50 lb. (22.7 kg) in the cargo compartment). Any package containing Dry Ice must be marked “Carbon Dioxide, Solid” or “Dry Ice”. Note: (1 kg) is equal to (2.2 lb.) a) Passengers are limited to 5.5 lb. (2.5 kg) of dry ice per package as personal items and 5.5 lb. (2.5 kg) of dry ice per package in checked baggage. This amount is exempt from the CFRs and therefore does NOT require an AUTO NOTOC Form regardless of where the package goes (passenger or cargo compartment). b) Any amount above 5.5 lb. (2.5 kg) of dry ice per package cannot be carried on board the aircraft by a passenger. It should be denied at the counter by Passenger Service Agents. c) Any package above 5.5 lb. (2.5 kg) of dry ice per package must be checked or sent as PPS and placed in the cargo compartment. The weight of the packaging, contents and dry ice cannot exceed 50 lb. (22.7 kg) total. An AUTO NOTOC Form IS required for any amount over 5.5 lb. (2.5 kg) of dry ice per package. 5) Ventilators (also known as respirators) can be carried in the cabin with the following restrictions: a) The ventilators must not have a spillable battery installed. b) The ventilators must not contain oxygen, have an oxygen bottle attached, or contain any form of oxygen generators. FLIGHT OPERATIONS MANUAL 12.33 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

c) Passengers with ventilators must be seated in a non-exit row seat, on a side of the aircraft with double seats. The ventilator unit will be placed beneath the seat in front of the passenger, and the battery beneath the seat next to the ventilator. In no case may the ventilator or battery be allowed to block the seat-to aisle pathway. d) A passenger may not carry supplemental oxygen on board Company aircraft. Except in a Medical Emergency, Avatar Airlines does not provide supplemental oxygen in flight. 6) Oxygen generators are classified as a Hazardous Material and shall not be transported in any manner on board Company flights. Particular attention should be given to shipment of any Company material which may contain these devices. 7) The AUTO NOTOC form may be printed on either laser or dot matrix printers. Both forms provide the same regulatory information. 8) The Captain shall consult with station personnel if any question arises as to the acceptability of any material or item for shipment on Company aircraft. 9) The RES STAR file N*DG IN BAGGAGE lists materials that are not regulated by DOT and can be transported on Eagle aircraft.

6.4 Statement of Compliance for the Hazardous Materials Training Program 14 CFR 121 Subpart Z

In the event a FAA, Department of Transportation, or foreign government representative requests proof of HAZMAT training, present this compliance statement. Avatar Airlines conducts a U.S. Federal Aviation Administration approved training program. All flight crew members are trained in accordance with the U.S. regulatory reference listed above. Crewmembers are also provided recognition aids in all applicable flight manuals. All crew members must receive initial hazardous materials training. An automated training records database ensures recurrent training is conducted within the required timelines. Training records are maintained in the CREWS database (FOS). Crewmembers are not currently issued individual qualification cards or training certificates. Requests for small quantities of crew member records may be made through the Domicile Chief Pilot. For large quantities of crew member records, please send requests for hard copies of crew member training records to: 1) Director of Training, [email protected] FLIGHT OPERATIONS MANUAL 12.34 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Figure 12.3 Hazardous Materials Form (OK-333)

SAMPLE FLIGHT OPERATIONS MANUAL 12.35 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

Figure 12.4 Notification To Captain (NOTOC) (Form CSX-100)   7R 2Q %RDUG 0RYHG /RFDWLRQ   3$*(2)   2Q %RDUG /RFDWLRQ  '(& )52072 'ULOO  ,&$2 &RGH /HJ &6; ,03 &RGH %  ,$7$'*5 ,03 &RGH ;  &$2 V0DWHULDOV'DQJHURXV*RRGV *US 3NJ 35(3$5('%< 7KH81RU,'¶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

 $LU :D\ELOO DLUOLQHV +$=$5'2860$7(5,$/6'$1*(5286*22'6 

DYDWDU /RDGLQJ $LUSRUWRI $LUSRUWRI 8QORDGLQJ 127,),&$7,2172&$37$,13,/27,1&200$1'±+ $,532572)/2$',1*                                                                     ,FHUWLI\WKDWWKHDERYHLVORDGHGDVVWDWHGDQGSURSHUO\   VHFXUHG7KHUHLVQRHYLGHQFHWKDWDQ\GDPDJHGRU     OHDNLQJSDFNDJHVFRQWDLQLQJ+D]DUGRXV0DWHULDOV   'DQJHURXV*RRGVKDYHEHHQORDGHGRQWKHDLUFUDIW    /RDGLQJ6XSHUYLVRU¶V6LJQDWXUH(PSOR\HH                 3,&6LJQDWXUH(P  FLIGHT OPERATIONS MANUAL 12.36 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

6.5 Portable Oxygen Concentrators 14 CFR 121 SFAR 106 Portable Oxygen Concentrators (POCs) are devices which filter nitrogen from ambient air to provide a person with oxygen at a concentration of approximately 90%. The device does not contain oxygen. Certain POCs are authorized for passenger use on Avatar Airlines flights provided: • The Pilot-in-Command must be apprised whenever a passenger brings and intends to use POCs on board the aircraft, and •The Pilot-in-Command must be informed about the contents of the physician’s signed letter that: • States whether the user of the device has the physical and cognitive ability to see, hear, and understand the devices aural and visual cautions and warnings and is able, without assistance, to take the appropriate action in response to those cautions and warnings; • States whether or not oxygen use is medically necessary for all or a portion of the duration of the trip; and • Specifies the maximum oxygen flow rate corresponding to the pressure in the cabin of the aircraft under normal operating conditions. • Must carry sufficient batteries to account for travel time and unexpected delays. Batteries are permitted to be changed in flight by the passenger, if necessary.

NOTE Not all POC devices are approved for carriage. For restrictions on these devices and information on handling customers who will carry POCs on board reference FOCUS F*PSM/POC.

Information about customers traveling with a POC will be included on the Flight Attendant’s paperwork. Flight Attendants will notify the Captain when a POC is on board, the Liters Per Minute (LPM) required by the passenger, and confirm the specific brand is approved for use.

NOTE Liquid Oxygen canisters are similar in size and appearance to POCs. Liquid oxygen is forbidden for carriage on aircraft. FLIGHT OPERATIONS MANUAL 12.37 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

6.6 Carriage of Cargo 14 CFR 121.285 No Captain may permit cargo to be carried in the passenger compartment of any airplane unless: 1) It is carried in an approved cargo bin. 2) It is carried aft of a bulkhead or divider in any passenger compartment in accordance with each of the following: a) It is properly secured by a seatbelt. b) It is packaged or covered to avoid possible injury to passengers or crew. c) It does not impose any load on seats or floor structure that exceeds the load limitation for those components. d) It is not located in a position that restricts the access to or use of any required emergency or regular exit, or the use of the aisle between the crew and passenger compartments. e) Its location does not obscure any passenger's view of the FASTEN SEATBELT sign, NO SMOKING sign or required EXIT sign. f) If such cargo is carried, its actual weight will be added when completing C.G. Calculations for the affected cabin section. FLIGHT OPERATIONS MANUAL 12.38 CHAPTER 12 - PASSENGERS AND CARGO ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 13.1 CHAPTER 13 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 13 TOC Chapter 13 TOC

CHAPTER 13 - FERRY, TRAINING AND CHARTER ...... 13.1 1. GENERAL INFORMATION ...... 13.1 1.1 Flight Numbering ...... 13.1 1.2 Performance Planning ...... 13.1 1.3 Pilot Airport Qualification ...... 13.1 1.4 Weather Briefing...... 13.1 1.5 Definitions of Required and Non-revenue Persons on Board.. 13.1 1.6 Carriage of Persons on Non-revenue Flights (IATA Standard) 13.2 1.7 Carriage of Cargo and Baggage on Ferry Flights...... 13.3 1.8 Dispatch Release...... 13.3 1.9 Departure Message ...... 13.4 1.10 Flight Termination Message ...... 13.4 1.11 Disposition of Papers...... 13.4 2. POSITIONING FERRY FLIGHTS ...... 13.4 2.1 Operational Ferry Flights ...... 13.4 2.2 Ferry Flight Release ...... 13.5 2.3 Departure and Flight Termination Messages...... 13.5 3. FUNCTIONAL CHECK FLIGHTS (FCF) ...... 13.5 3.1 Functional Check Flights ...... 13.5 3.2 Functional Check Flights – Pilot Experience ...... 13.8 3.3 Functional Check Flights – Weather Minima ...... 13.8 3.4 Functional Check and Training Flights – Combining ...... 13.8 3.5 Functional Check and Training Flights/Flight Plans – Releases 13.9 3.6 Departure and Flight Termination Messages - Functional Check and Training Flights ...... 13.9 3.7 MEL and AML Procedures – Functional Check and Training Flights ...... 13.9 4. SPECIAL FERRY FLIGHTS FOR OPERATIONS OTHER THAN THOSE APPROVED UNDER OPSPEC D084 ...... 13.9 5. MAINTENANCE AND SPECIAL FLIGHT PERMIT FERRIES ...... 13.10 5.1 Ferry Flights – Special Flight Permit with Continuing Authorization to Conduct Ferry Flights ...... 13.10 6. PILOT TRAINING FLIGHTS ...... 13.19 6.1 Training Flights ...... 13.19 7. CHARTER FLIGHTS (SUPPLEMENTAL OPERATIONS) ...... 13.19 7.1 General...... 13.19 7.2 Charter Flight Authorization ...... 13.19 7.3 On-Line Operation ...... 13.20 7.4 Off-Line Operation ...... 13.20 FLIGHT OPERATIONS MANUAL 13.2 CHAPTER 13 TOC ARevision: A avatar airlines 01-Apr-2021

7.5 Flight Equipment/Documentation...... 13.20 7.6 Fuel Requirements – Off-Line Operation (Turbo - Propeller Aircraft) ...... 13.21 7.7 Fuel Requirements – Off-Line Operation Outside the 48 Contiguous States and D.C. (Turbine - Engine Powered Aircraft) ...... 13.22 7.8 Flight Time Limits and Rest Requirements – Off-Line Operations ...... 13.22 7.9 Cargo Loading ...... 13.23 7.10 Aircraft Storage...... 13.23 7.11 Flight Manifest and Load Forms ...... 13.23 7.12 Aircraft Service ...... 13.24 7.13 Fueling ...... 13.25 7.14 Lavatory Service ...... 13.25 7.15 Turn-around Cleaning...... 13.25 FLIGHT OPERATIONS MANUAL 13.1 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Chapter 13CHAPTER 13 - FERRY, TRAINING AND CHARTER

1 GENERAL INFORMATION

1.1 Flight Numbering

Charters, Ferry Flights, Functional Check Flights, Pilot Training Flights, flights for special test purposes and any other special flights such as courtesy flights, sight- seeing, etc., shall be assigned a four (4) digit 9000 series flight number. The flight numbering range for maintenance or repositioning ferry flights, training flights, and functional check flights is 9800-9829. Flights numbered 9800-9829 are the only flights which do not require a Flight Attendant, except on repositioning ferries as specified in, “Carriage of Persons on Non-revenue Flights”, below.

1.2 Performance Planning

Ferry flights (re-positioning), Functional Check Flights, Special Flight Permits, and/or Diversions are not available in RES and are not planned by EWBS. In these cases, TPS will also be unavailable. Flight crews must manually calculate weight and balance and use RF Data for performance planning.

1.3 Pilot Airport Qualification

Each pilot who has not flown into an airport within the preceding 12 months will certify, by his signature on the dispatch release, that he has studied and has adequate knowledge of Weather, Navigation Facilities, Communication Procedures, ATC and Approach Procedures for the airports into which he is to operate.

1.4 Weather Briefing

All flights operating over or near the same geographical area as scheduled flights will be provided a current computer generated weather briefing message. For other flights, the crew will utilize the meteorological services for weather briefings including the flight weather issued by NWS/FSS or similar meteorological services.

1.5 Definitions of Required and Non-revenue Persons on Board 1) Required Crew are any crew members required to operate the flight. (e.g., Captain, First Officer, Flight Attendant [when required]). 2) Required Personnel are any persons essential to the operation of the aircraft and designated as required for safety or the evaluation of the flight or on board systems. (i.e., maintenance personnel, manufacturer personnel, etc.) 3) Non-revenue Persons include: 4) Avatar Airlines crew members, 5) Avatar Airlines company employees not designated as Required Crew or Required 6) Personnel, 7) FAA Air Carrier inspectors, 8) DOD Commercial Air Carrier evaluators, and FLIGHT OPERATIONS MANUAL 13.2 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

9) NTSB representatives, who are performing official duties.

1.6 Carriage of Persons on Non-revenue Flights (IATA Standard) 14 CFR 121.311(e)(3), 121.583(c)

NOTE Revenue passengers are prohibited on all non-revenue flights.

1) Non-revenue Persons will be kept to a minimum, and instructed that at no time may crew members be impeded in the performance of their duties. 2) When Non-revenue Persons are carried, the crew must include a Flight Attendant or a company employee who is familiar with Cabin Emergency Procedures. This requirement is not applicable when the Non-revenue Persons are FAA Air Carrier Inspectors, DOD Commercial Air Carrier evaluators, and NTSB representatives, who are performing official duties. 3) Before each takeoff, the Captain shall ensure that all such persons have been verbally briefed by the appropriate crew member on: a) Smoking - All non-revenue persons shall be briefed on when, where and under what conditions smoking is prohibited. This briefing shall include a statement which explains the CFRs require compliance with lighted no smoking signs and placards, prohibit smoking in lavatories and compliance with crew member instructions regarding smoking. b) The use of seat belts - All non-revenue persons shall be briefed on when, where and under what conditions it is necessary to fasten their seatbelt. This briefing shall include a statement which explains the CFRs require compliance with the lighted seatbelt sign and/or crew member instructions regarding seatbelt use. c) Seat back in the upright position prior to takeoff and landing (14 CFR 121.311(e)(3)) d) The location and operation of emergency exits e) The use of oxygen masks and location of emergency oxygen equipment f) All emergency equipment which may be collectively used g) Emergency evacuation procedures

NOTE The appropriate aircraft Safety Briefing Card shall be referenced when verbally briefing these items.

4) If there is a Flight Attendant on board, the briefing should be given by the Flight Attendant. In these cases, a Flight Attendant is required to secure the cabin (i.e., baggage properly stowed, etc.), galley carts, and overhead bins. If there are no qualified Flight Attendants on board, the First Officer or a qualified person appointed by the Captain, must perform these duties. FLIGHT OPERATIONS MANUAL 13.3 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

5) The Captain shall ensure all persons are seated in compliance with Section 13, Paragraph 3 “Seating and Catering Restrictions”, of this manual. 6) The Captain shall ensure via PA, lighted seatbelt signs, and placards, all persons are seated with their seatbelts fastened prior to and/or during: a) Taxi, takeoff, and landing, b) Turbulence, c) Any medical and/or emergency situation, if considered necessary, and d) At all other times as outlined in Flight Operations Manual, Section 10. 7) Tickets are not required; however, OCC will generate a record of all Non- revenue Persons on board the aircraft when requested by passenger service. 1) This record, in the form of a “mask”, will be generated as a Star record in SABRE and will include the flight number and date. (e.g. N*9801 11DEC) 2) Passenger service will record the names of each person boarding any ferry flight.

1.7 Carriage of Cargo and Baggage on Ferry Flights 1) Carriage of non-revenue cargo and baggage is permitted. 2) Carriage of revenue cargo and baggage is permitted, the flight must operate under 14 CFR 121 (Flight Attendant not required).

1.8 Dispatch Release 14 CFR 121.597,121.667 1) OCC will be responsible for issuing a dispatch release for all flights designated as a “Ferry Flight”. 2) When the flight release is received on the Communications System of another carrier or agent, a copy of this release shall become part of the operation papers which shall be mailed to the Manager of Dispatch prior to departure. The Original shall be carried as part of flight papers. Manager of Dispatch Systems Operational Control. 3) A new dispatch release must be obtained if the flight has been on the ground at an intermediate airport for more than six hours. FLIGHT OPERATIONS MANUAL 13.4 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

1.9 Departure Message

At other than company stations, the Captain shall file an Out and Off message, by the best means available, to ensure delivery to the proper Avatar Airlines station or OCC. If the message is transmitted to a company station, that station shall notify OCC and relay the Out/Off times and any other pertinent information.

NOTE If intermediate or destination stations are off-line, the Dispatch Center will be responsible for relaying ETA and any other pertinent information to such off- line station.

1.10 Flight Termination Message 1) At non-Avatar Airlines stations, the Captain shall file an on/in message by the best available means to an Avatar Airlines station or the Dispatch Center. If filed to a station, that station shall relay to the Dispatch Center. 2) Holds – All Charters: Any anticipated or actual delay of one hour or more shall be immediately reported as follows: 3) At Avatar Airlines stations the flight termination message will be relayed by that station to all addressees in the departure message. 4) At off-line stations, by the Captain, by best available means to the Dispatch Center for relay to addressees in the departure message.

1.11 Disposition of Papers 1) All fuel tickets (or duplicates) must have the Captain’s signature and employee number shown on the fuel ticket. 2) All invoices, work orders or any other papers from which billings to Avatar Airlines will be made (except personal expense accounts), must be sent promptly to the appropriate individuals within the corporation responsible for accounts receivable. 3) Expense accounts covering crew, passenger and aircraft expense which the crew members have paid in cash, will be submitted to Avatar Airlines in accordance with Company regulations.

2 POSITIONING FERRY FLIGHTS

2.1 Operational Ferry Flights 1) Operational Ferry Flights are intended to relocate airworthy equipment for a particular purpose, or to return airworthy equipment to a location necessary for further service. These flights may be operated under 14 CFR 121 or 14 CFR 91, and may be operated by any crew member qualified, under 14 CFR 121 or 14 CFR 61, in that aircraft. 2) In all cases, the carriage of Non-revenue Persons (as defined in Section 13.1.5) will be restricted to those approved by the Vice President of Flight Operations or his/her designee. FLIGHT OPERATIONS MANUAL 13.5 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

2.2 Ferry Flight Release

All ferry flights shall be flight-followed by OCC. Flight Forms (Ferry) The preparation, maintenance and disposition of flight forms for ferry flights shall be as outlined in this manual for scheduled flights.

2.3 Departure and Flight Termination Messages 1) For ferry flights that depart and arrive at Avatar Airlines stations, messages shall be filed in the same manner as for scheduled flights. 2) For other ferry flights, messages shall be filed in the same manner as for off-line charter flights.

3 FUNCTIONAL CHECK FLIGHTS (FCF)

3.1 Functional Check Flights 14 CFR 91.407(b), OpSpec D084 1) A Functional Check Flight (FCF) is a flight made under the provisions of 14 CFR 91.407(b) in which the aircraft has been maintained, rebuilt or altered in a manner that may have appreciably changed its flight characteristics or substantially affected its operation in flight. These flights are conducted when the same conditions found in flight cannot be duplicated on the ground. An FCF is not treated as an open discrepancy, but does provide a means to ensure the aircraft is airworthy. A Maintenance Record entry is required to be made, recording the success or failure of the flight.

NOTE When performing an FCF, the evaluation of Pass/Fail will only be applicable to the malfunctions that the FCF is relative to. Additional maintenance discrepancies discovered in the performance of an FCF should be handled in accordance with normal company policy regarding maintenance discrepancies.

2) Functional Check flights may be conducted between two different airports, providing maintenance personnel are available at the destination airport for completion of appropriate paperwork, and to sign the Aircraft Maintenance Log (AML) as required. 3) These flights are authorized through MOC. 4) Preparation for flight: the flight crew shall obtain, prior to the flight, a Flight Plan and Release specifying the purpose of the flight as stated in the FCF message. FLIGHT OPERATIONS MANUAL 13.6 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

5) In accordance with Ops Spec D084, if the aircraft’s flight characteristics may have been appreciably changed or its operation in flight substantially affected, then only flight crew members and persons essential to the operation of the aircraft shall be carried on board. As defined in Section 14.1.5: a) Required Crew. b) Required Personnel - It is the responsibility of the department requesting the non-company Required Personnel who is essential to the operations of the aircraft to execute a General Release form as specified in Company regulations. OCC must facilitate the carriage of such non-company personnel. 6) When releasing aircraft for FCF, the technician is to enter in the discrepancy column of the AML: a) That the aircraft requires a FCF. b) The specific reason for the FCF and appropriate tests to be accomplished. c) A release statement, “AIRCRAFT RELEASED FOR FCF PURPOSES ONLY”. Signature of the person releasing the aircraft for FCF Figure 13.1 Sample AML Entry for Initiating FCF

MECHANICAL ACTION TAKEN DISCREPANCIES No 1 ID#FLT# STA DATE TATSTA ATA BY 7677771234DFW Functional Check Flight required for ID# LBR HRS RH Aileron change. Aircraft released for FCF purposes P/N OFF only. S/N OFF Signature & Employee number P/N ON S/N ON

7) Performing FCF a) The FCF should be flown with normal fuel and ballast unless otherwise specified in appropriate manuals and in the FCF permit message. a) The AML shall be carried on board the aircraft during the flight. c) During the FCF a complete functional check of all affected systems/components is to be performed. 8) Successful Completion of FCF a) The Captain shall make an AML entry in the Action Taken column stating “FCF FOUND SATISFACTORY”. Enter the date the FCF was completed, Total Aircraft Time, station flight was conducted from, ATA code, signature in the “BY” block and employee number as directed by Maintenance. b) The Technician shall complete the Airworthiness Release statement by entering their signature and employee number in the Airworthiness Release Block on the last active, in use AML page. Enter FCF in “CK PERFORMED” block. FLIGHT OPERATIONS MANUAL 13.7 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Figure 13.2 Sample AML Entry for Successful FCF

MECHANICAL ACTION TAKEN DISCREPANCIES No 1 ID#FLT# STA DATE TATSTA ATA BY A. Pilot 6/20/99 2213.0 DFW 27-10 7677771234DFW Functional Check Flight required for FCF found satisfactory ID# 72713LBR HRS RH Aileron change. Aircraft released for FCF purposes P/N OFF only. S/N OFF Signature & Employee number P/N ON S/N ON

9) Completion of Failed FCF a) The Captain shall: 1) Make an AML entry in the Action Taken column stating “FCF FAILED. SEE AML DISCREPANCY # --”. Enter the date the FCF was completed, Total Aircraft Time, station flight was conducted from, ATA code, signature in the “BY” block and employee number as directed by Maintenance. 2) Enter in the next available AML discrepancy block(s) the discrepancies found during the FCF in accordance with normal PIREP entries. b) Once maintenance has been completed, the Technician shall review the FCF requirements and determine if a new FCF is required in accordance with above procedures.

NOTE In the event that a FCF was performed but not required and the original discrepancy was subsequently corrected (and that such correction may be confirmed by operational check or other means), no further FCF is required. FLIGHT OPERATIONS MANUAL 13.8 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Figure 13.3 Sample AML Entry for Failed FCF and Subsequent Discrepancy

MECHANICAL ACTION TAKEN DISCREPANCIES No ID#FLT# STA DATE TATSTA ATA BY I.B. A. Pilot 1 7677771234DFW 6/20/99 2213DFW 27-10 Functional Check Flight required for FCF failed. See AML page 123456 ID# 7273 LBR HRS Rt. Aileron change. item # 2 Aircraft released for FCF purposes P/N OFF only. S/N OFF

Signature & Employee number P/N ON

S/N ON

MECHANICAL ACTION TAKEN DISCREPANCIES No ID#FLT# STA DATE TATSTA ATA BY 2 72739968 DFW Aileron Vibration observed during ID# LBR HRS FCF. See AMl page 123456 item # 1 P/N OFF

S/N OFF

3.2 Functional Check Flights – Pilot Experience

Captain must have 50 hours Pilot-in-Command experience in type.

3.3 Functional Check Flights – Weather Minima

Prior to each FCF, the Pilot-in-Command and dispatch will evaluate weather conditions at the time of the FCF. Factors such as ceiling, visibility, cloud tops and wind conditions should be considered so the FCF can be operated safely.

3.4 Functional Check and Training Flights – Combining 1) Functional checks that present no unusual hazard to the safety of flight may be conducted during training flights, provided the functional check will expedite the release of the aircraft, or if it will make possible a better utilization of aircraft for flight training, and the functional check requirements are limited to those maneuvers which are within the normal limitations of flight training. Such functional checks as are required to release an aircraft after engine changes or to take instrument readings during normal operations would be acceptable. 2) Functional check work that would require placing the airplane in configurations or conditions beyond those to which it would be subject during flight training will not be done. Such functional checks are required for VMC checks, aircraft performance at minimum control speeds, or takeoff and landing performance at the extreme ranges of crosswind or aircraft loading, will not be done. FLIGHT OPERATIONS MANUAL 13.9 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

3) If the Management or instructor pilot conducting the training flight is in doubt about which specific functional check should be accomplished on a training flight, it should not be accepted.

3.5 Functional Check and Training Flights/Flight Plans – Releases 1) Functional check and training flights may file VFR flight plans for flights up to 18,000 feet MSL, provided VFR conditions exist. At and above FL 180, all functional check and training flights shall file IFR flight plans. 2) Functional check and training flights will be flight-followed by OCC. Departure and Flight Termination Messages – Functional Check and Training Flights.

3.6 Departure and Flight Termination Messages - Functional Check and Training Flights 1) The station concerned shall file departure and flight termination messages addressed to dispatch for all functional check and training flights. 2) At non-Avatar Airlines stations, the crew shall send the In/Out or Out/Off times by the best means available to ensure delivery to OCC. The Dispatch Center shall then transmit the departure or flight termination message.

3.7 MEL and AML Procedures – Functional Check and Training Flights 1) Any MEL/CDL provisions, which would otherwise be applicable, will remain in affect during functional check or training flights. 2) All AML Procedures will remain unchanged from those described in Section 4.

4 SPECIAL FERRY FLIGHTS FOR OPERATIONS OTHER THAN THOSE APPROVED UNDER OPSPEC D084 14 CFR 21.197, 121.197(a), OpSpec D084 1) Ferry flights require a special FAA issued ferry permit or authorization for an aircraft that may not currently meet applicable airworthiness requirements, but is capable of safe flight on a limited basis. These flights are operated in compliance with 14 CFR 91, and may be operated by any crew member qualified under 14 CFR 61 in that aircraft. 2) An airworthiness ferry permit issued in accordance with 14 CFR 121.197(a) for flights such as: a) Delivering or exporting the aircraft, or b) Evacuating aircraft from areas of impending danger. 3) A letter of special authorization from the Canadian government is required to be on board the aircraft for all ferry operations conducted on a ferry permit within Canadian Airspace. 4) When it becomes apparent that a ferry permit is necessary, Dispatch will coordinate with MOC, giving pertinent details, and request authorization from the FAA to ferry the aircraft. FLIGHT OPERATIONS MANUAL 13.10 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

5) When adverse weather, such as thunderstorms or icing conditions, may be encountered enroute, or runways at either point of origin or destination are unfavorable, Dispatch should consult with the Director of Flight Operations - Line, to determine the applicable restrictions to be placed on the permit. 6) This permit is issued by the FAA/FSDO office having jurisdiction over the area where the operation will begin. 7) A copy of the ferry permit must be given to the Captain for inclusion in the flight papers. 8) MOC will have the aircraft inspected in accordance with applicable regulation, and have a certificated mechanic or repairman certify in the AML that the aircraft is in safe condition for the flight. 9) Non-revenue Persons (as defined in Section 13.1.5) may be carried on board Special Ferry Flights, (i.e., Acceptance flights), operating under 14 CFR Part 91 with the approval of the Vice President of Flight Operations or his/her designee. 10) The operating weight of the aircraft must be the minimum necessary for the flight, with necessary reserve fuel load. 11) The flight shall be conducted in accordance with appropriate special conditions specified in the permit, or limitations contained in the Aircraft Flight Manual/Aircraft Operating Manual. 12) Operational restrictions, or aircraft limitations for special ferry flights may be restricted by provisions of the special flight permit. Any other aircraft systems which may be deferred must meet all applicable operational limitations as specified in the MEL.

5 MAINTENANCE AND SPECIAL FLIGHT PERMIT FERRIES 14 CFR 121.197(c), 121.199, 119.49(a), 121.135(a), OpSpec D084

5.1 Ferry Flights – Special Flight Permit with Continuing Authorization to Conduct Ferry Flights 1) General a) 14 CFR 21.197(c) provides for the issuance of a Special Flight Permit (SFP) with continuing authorization for the certificate holder to conduct ferry flights of aircraft which may not meet applicable airworthiness requirements, but are capable of safe flight for the purpose of flying the aircraft to a location where repairs or alterations can be performed. Flights conducted under this provision are authorized by Operations Specification D084 and established by those identified as responsible in paragraph B, using the procedures in paragraph C. b) SFP Authorization DQC (Director of Quality Control) shall issue a letter of authorization allowing MOC personnel to authorize an SFP after they have read and signed that they understand the SFP procedures contained in GPM and MOCPM. a) Authorization letters are kept on file by DQC and MOC. b) Letters remain valid until revoked by the DQC or the employee no longer holds a position in MOC. FLIGHT OPERATIONS MANUAL 13.11 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

c) Documentation 1) A copy of the SFP (with authorizing signature) containing a summary of the Operations Specification D084 shall be carried on board the aircraft when conducting SFP operations. i. The primary method of SFP distribution is by FAX. ii. If FAX is unavailable, MOC shall contact the DQC for instruction regarding SFP Procedure based upon the communication options available. 2) When operating in Canadian airspace under Special Flight Permit authority, a copy of the Canadian Validation of the Special Flight Permit with Continuous Authorization to Conduct Ferry Flights, issued by Transport Canada shall be faxed by MOC to be placed aboard the aircraft. d) Limitations 1) Before operating an aircraft which does not meet applicable airworthiness requirements, Avatar Airlines shall make a determination that the aircraft can be safely flown and shall have the aircraft inspected or evaluated by a certificated Technician who shall certify in the AML that the aircraft is in safe condition for the flight. 2) Operating weight of aircraft shall be the minimum necessary for the flight with necessary reserve fuel load. 3) This authorization permits an aircraft to be moved to a repair facility to perform work required by an airworthiness directive unless the airworthiness directive states otherwise or it is determined that the aircraft cannot fly safely. 4) Engine out ferry flights are not permitted. 5) When an aircraft is operating on a SFP, any discrepancy recorded in the AML after the SFP was issued shall: i. Be corrected prior to dispatch from any station, or ii. If discrepancy cannot be corrected, a new SFP shall be obtained. 6) Avatar Airlines shall impose any further conditions or limitations necessary for safe flight. 7) If an SFP is authorized and a MEL/CDL discrepancy is in effect, and the aircraft is to be flown with another discrepancy, all aspects of the MEL/ CDL item must remain in compliance while operating under the SFP. 8) Aircraft involved in any of the following require appropriate FAA or NTSB notification prior to SFP ferry flight and may not be ferried prior to release by the Investigator in Charge from NTSB or Flight Standards District Office where the accident or incident occurred: i. Aircraft Accident ii. Aircraft Incident iii. Actual collision in mid-air iv. Any fire occurring during flight FLIGHT OPERATIONS MANUAL 13.12 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

9) Turbine engine rotor failures, excluding compressor blades and turbine buckets 2) Responsibility and Authority a) The DQC has the overall responsibility for the SFP process, which includes: 1) The authority to establish and/or change SFP polices and procedures related to this process. 2) The responsibility to authorize SFPs or issue a letter of authorization to those personnel who are authorized to issue an SFP. b) Technicians are responsible to: 1) Request and coordinate SFPs through MOC. 2) Accurately document on the AML all discrepancies, inspections, maintenance actions and repairs related to the SFP and certify that the aircraft is in safe condition for the intended flight. 3) Provide MOC with the appropriate AML pages documenting all open discrepancies and the maintenance repairs/inspections accomplished in preparation for the Special Ferry Flight. c) MOC is responsible to: 1) Initiate, review, authorize and issue SFPs. 2) Coordinate with Flight and Maintenance to gather and distribute all information necessary for the SFP, which includes imposing aircraft flight limitations on SFP, if any, and establishing whether flight characteristics have changed. 3) Procedures a) When determination is made to issue a SFP, it shall be issued in accordance with the following procedures and limitations: b) The Maintenance person at the station from which the SFP flight is to be conducted shall: 1) Contact MOC and provide pertinent details of the discrepancy and request authority to ferry. 2) FAX copy of AML to MOC with all open discrepancies. c) MOC shall coordinate with the Maintenance person at the originating point of flight regarding inspections and repairs, if any, that are to be made prior to movement of aircraft. If necessary, consult with Technical Services or the aircraft manufacturer to establish maintenance and inspection requirements prior to flight. d) MOC shall coordinate with the OCC Dispatcher, Maintenance, the Captain and if necessary, Technical Services and the appropriate Flight Department Fleet Manager about the pending SFP flight and: 1) Ensure all discrepancies and any deferred items (i.e., MEL and TDMIs) are reviewed and the operational limitations associated with the flight are identified. FLIGHT OPERATIONS MANUAL 13.13 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

2) Contact the Daily Planning Desk during normal duty hours (or On- Call Manager of Planning during off-duty hours) to verify that the aircraft is in compliance with all applicable Airworthiness Directives in order to conduct the SFP flight.

NOTE The MOC Controller’s signature in the “Authorized By” block of the Avatar Airlines Special Flight Permit (Form OMC-800) is confirmation that this step has been completed.

3) Refer to manufacturer’s maintenance manuals, MEL/CDL, AOM, etc. If there are any questions or concerns, contact the DQC, Flight or Maintenance Fleet Managers, Technical Services, etc. as necessary to ensure no item is overlooked or misunderstood. 4) Consider the following items when establishing special flight operating limitations: i. Technical data to which the aircraft must conform ii. Operational equipment necessary for a safe ferry operation iii. Aircraft weight limits iv. Fuel and fuel distribution limits v. Center of gravity limits vi. Maneuvers and operational limitation of the aircraft vii. Limits on usage of flight equipment, such as autopilot, landing gear, Pressurization System, etc. viii. Meteorological conditions to be avoided ix. Airspeed limitations x. Altitude restrictions xi. Areas on the ground which should be avoided to ensure safety to the public xii. Runway selection if necessary for safety xiii. Any other restrictions that are considered necessary for the safe operation of the aircraft xiv. In accordance with Ops Specs D084, if the aircraft’s flight characteristics may have been appreciably changed or its operation in flight substantially affected, then only flight crew members and persons essential to the operation of the aircraft shall be carried on board. As defined in Section 14.1.5 and provided on the Special Flight Permit: 1. Required Crew. FLIGHT OPERATIONS MANUAL 13.14 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

2. Required Personnel - It is the responsibility of the department requesting the non-company Required Personnel who is essential to the operations of the aircraft to execute a General Release form as specified in Company regulations. OCC must facilitate the carriage of such non-company personnel. xv. For operations in which the aircraft’s flight characteristics have not been appreciably changed or its operation in flight has not been substantially affected, carriage of Non-revenue Persons (as defined in Section 13.1.5) is authorized with the approval of the Vice President of Flight Operations or his/her designee, and must be listed on the Special Flight Permit. The approval is not necessary for the following: 1. Crewmembers responsible for the aircraft and 2. Company maintenance personnel directly involved with the aircraft preparation for ferry. 5) When it is determined the aircraft is capable of safe flight, MOC shall: i. Review prescribed flight limitations with the Captain. ii. Review required repairs/inspections with Maintenance, who shall: 1. Accomplish AML entries per paragraph D, including any specific actions prescribed by MOC. 2. FAX copy of completed AML to MOC. 6) When AML copy is obtained, MOC shall: i. Review all AML pages received noting the open discrepancies, inspections, repairs and release entries made by Maintenance. ii. Ensure all tasks are accomplished as described in MOCPM 4-05 (i.e., Make appropriate SABRE entries, send AMS message, provide Canadian documents, etc.). iii. Issue SFP Form OMC-800 per the form instructions. 7) OCC shall coordinate all details of the SFP and issue appropriate flight release specifying SFP ferry flight only. 4) AML Entries for Special Flight Permit a) The discrepancy that generated the ferry flight does not require a balancing entry for the ferry flight (see first example below). A balancing entry is required for final corrective action at the Maintenance Base that performs the repair. FLIGHT OPERATIONS MANUAL 13.15 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

b) Any additional open discrepancies must be entered in the AML (balancing entries are not required) and these discrepancies must be listed on the SFP permit. c) After all open discrepancies have been annotated correctly, the next available Discrepancy Block shall contain the entry referencing the discrepancy (primary reason for SFP), the AML page and Item number and the requirement for inspection/repair prior to the intended ferry flight. This entry is to be made by the certificated person making the inspection or repair. d) For inspections and/or repairs (including temporary repairs) performed prior to the ferry flight, a certificated Technician is to make a balancing entry in the AML that the aircraft has been inspected (repaired, if applicable) and is in safe condition for the intended ferry flight (see second example to follow). Figure 13.4 Sample AML Entry for Discrepancy Requiring SFP

MECHANICAL ACTION TAKEN DISCREPANCIES No 1 ID#FLT# STA DATE TATSTA ATA BY 7677771234DFW All Floor Emergency Path Lighting ID# LBR HRS inoperative P/N OFF

S/N OFF P/N ON S/N ON

Figure 13.5 Sample AML Entry for SFP Maintenance Authorization

MECHANICAL ACTION TAKEN DISCREPANCIES No 1 ID#FLT# STA DATE TATSTA ATA BY 7677771234DFW Reference Log Page 23457, Number This aircraft has been inspected to ID#7677777LBR HRS 1 the extent necessary All Floor Emergency Path Lighting for a ferry flight and found to be in P/N OFF N/A inoperative a safe condition for a ferry flight S/N OFF N/A Signature & Employee number P/N ON N/A S/N ON N/A

5) Form Instructions The SFP (Form OMC-800 is a two page form that is to be completed as follows: FLIGHT OPERATIONS MANUAL 13.16 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Table 13.1 Special Flight Permit Completion Instructions - (OM.C800)

[#] REQUIRED INSTRUCTIONS INFORMATION [1] Aircraft Mfr. Aircraft manufacturers name. [2] Model Aircraft model. [3] Reg. No. Aircraft registration numbers, N______. [4] Effective Date Enter the effective date (DD MMM YY). [5] Ferry Flight From Departing station designation. [6] To Terminating station designation. [7] Via “Airways” or other route, fuel stops, checkpoints, etc. per Operations Control. Note: Unless otherwise specified, all ferry flights are limited to one takeoff and one landing. [8] Duration of Expiration date (DD MMM YY), time, day following Permit-Expires ferry flight. Note: The duration for a ferry permit shall not exceed twenty-four hours from the time it was originated. If the twenty-four hour time has elapsed prior to ferry flight, then the aircraft's condition should be re- evaluated and the authorization, if needed, reissued. [9] Reason for Ferry Record reason for ferry flight. [10] Review all MEL/ Review all MEL/CDL DMIs for possible effect on ferry CDL DMI’s flight at originating stations and succeeding stops and list [11] Special Inspection Specify as required. Form OM.C500 must be or Work Required completed for one-engine inoperative ferry requirements. [12] Weather As required. Example: Day VFR Conditions [13] Abnormal List the abnormal operational restrictions and operational limitations necessary to assure safe flight. If there restrictions and are no abnormal limitations given, state none limitations (N/A). [14] Flight List flight crew personnel and other allowable Crewmembers personnel. [15] Persons Three signatures required -- designees permitted. authorizing ferry flight [16] Ferry Flight Permit Maintenance Controller/Flight Dispatcher obtaining Accepted approvals will indicate approving name and enter their signature. FLIGHT OPERATIONS MANUAL 13.17 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Form 13.1 Special Flight Permit (OMC-800)  63(&,$/)/,*+73(50,7 DYDWDUDLUOLQHV 0$,17(1$1&(23(5$7,216 20&'(& $$LUFUDIW0)5%RHLQJ[1] 0RGHO%[2] 5HJ1R1 [3] %(IIHFWLYH'DWH [4] &)HUU\)OLJKW)URP 7R [6] 9LD [5]   [7] ''XUDWLRQRISHUPLW([SLUHV 7LPH 'DWH [8]  (5HDVRQIRU)HUU\  [9]        )5HYLHZDOO0(/&'/'0,VIRUSRVVLEOHHIIHFWRQIHUU\IOLJKWDWRULJLQDWLQJVWDWLRQDQGVXFFHHGLQJVWRSV/LVW%HORZ   [10]     *6SHFLDO,QVSHFWLRQRU:RUN5HTXLUHG  [11]  

+:HDWKHU0LQLPXPDQG0HWHRURORJLFDOFRQGLWLRQVXQGHUZKLFKDLUFUDIWPD\EHRSHUDWHG  [12]   ,$EQRUPDORSHUDWLRQDOUHVWULFWLRQVDQGOLPLWDWLRQV   [13]    3DJHRI

FLIGHT OPERATIONS MANUAL 13.18 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

Form 13.1.0. Special Flight Permit (OMC-800)

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³7KLV$LUFUDIWKDVEHHQLQVSHFWHGDQGLVVDIHIRUWKHIOLJKW,QWHQGHG´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evision: A avatar airlines 01-Apr-2021

6 PILOT TRAINING FLIGHTS

6.1 Training Flights 1) These flights are operated in compliance with 14 CFR 91, and may be operated by an Instructor pilot or Check Airman qualified under 14 CFR 61 in the aircraft. 2) Weather minimums will be specified by the management pilot conducting the training, but in no case shall they be lower than standard minima. 3) Except as allowed in D below, no person will be permitted on training flights, other than persons specifically required to conduct the particular checks or training. 4) Non-revenue Persons (as defined in Section 13.1.5) may be carried on board training flights with the approval of the Vice President of Flight Operations or his/ her designee. 5) If a training and functional check flight are combined only employees being trained and other Required Personnel will be permitted on the flight. 6) The maintenance department is responsible for compliance with GPM provisions for execution of the release prior to departure if the flight is to be originated as a functional check flight.

7 CHARTER FLIGHTS (SUPPLEMENTAL OPERATIONS)

7.1 General

Charter flights (supplemental operations) shall follow all policies and procedures set forth in this manual for domestic operations. The following are exceptions and/or additional requirements.

7.2 Charter Flight Authorization 14 CFR 121.667 1) Any non-scheduled flights, including charter flights, shall be coordinated through the dispatch department. 2) Any non-scheduled flight, including charter flights, may be conducted between Regular and Alternate airports. 3) A non-scheduled flight may be operated using regular weather minimums. 4) Any charter flights or non-scheduled operations may only operate in areas as provided for in the Appendix A. 5) If a “restricted Captain” is flying a non-scheduled revenue flight, the listed approach chart minimums must still be increased 100' and ½ mile, or RVR equivalent. 6) During the conduct of charter operations, the flight plan will remain in effect for the entire duration of the flight. FLIGHT OPERATIONS MANUAL 13.20 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

7.3 On-Line Operation

Any charter flights which in their entirety are conducted between regular, refueling or provisional airports referred in the Avatar Airlines pages listing of authorized airports, or over any special routes or route segments authorized in Appendix A, shall be operated in accordance with the regulations and procedures for scheduled operations unless specific procedural exceptions apply.

7.4 Off-Line Operation 14 CFR 121.537 1) IFR operations are authorized for all aircraft. 2) Operations are authorized in accordance with our Operations Specifications. 3) Any “Off-line” operation is any charter flight or other special service which in whole or in part involves: a) Operations to or from any airport not referred in the Avatar Airlines pages listing of authorized airports, b) Operations over any route or route segment during periods when Dispatch or communications facilities required for scheduled air transportation are not available shall be conducted in accordance with company regulations and procedures and the provision of 14 CFR 121.537. 4) Captain shall certify by his signature on the dispatch release that he has studied the routes, weather and approach procedures for the route to be flown.

7.5 Flight Equipment/Documentation 14 CFR 121.599, 121.603, 121.697 1) The Captain shall have readily available in the cockpit proper flight and navigational charts, including instrument approach procedures, and such other flight equipment as may be necessary to properly conduct the flight. 2) The Captain is responsible for assuring that all crew members have their required flight equipment. 3) Prior to departing any station, the Captain will review the following items: a) Route and airport knowledge certification requirements have been met. b) Reported and forecast weather conditions on the route to be flown. c) All available current reports of information on airport conditions and irregularities of navigational facilities that may affect safety of the flight. d) Flight Plan/Release is complete and signed. e) Load forms, Weight and Balance and passenger name manifesting requirements have been met. f) Aircraft lavatory serviced and cleaned. FLIGHT OPERATIONS MANUAL 13.21 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

4) Paperwork Retention 14 CFR 121.697 a) If a supplemental or off-line flight originates at an on-line station where Avatar Airlines has operations, the white original copy of the Load Manifest and a copy of the signed flight release will be stored at the station for 3 months. b) If a supplemental flight originates at an off-line station with no Company operations, the Captain will be responsible to ensure the white original copy of the Load Manifest and a copy of the signed flight release is mailed or faxed to the Manager of OCC prior to departure. The flight paperwork will be retained at OCC for 3 months. c) If supplemental flight originates at an off-line station which has an agreement established with a local ground handler, the ground handler can mail or fax the flight paperwork to the Manager of OCC before or immediately after the flight departs. The Captain will be responsible to ensure the white original copy of the Load Manifest and a copy of the signed flight release is delivered to the ground handler prior to departure. The flight paperwork will be retained at OCC for 3 months. 5) The Regional Managing Director Line Maintenance shall coordinate through MOC, Maintenance and Stations personnel as required to have a Charter Kit assembled and placed on board the aircraft which shall include the following manuals: a) GMM (General Maintenance Manual) b) FSM (Fueling and Servicing Manual) c) GOM (Ground Operations Manual) d) ADP (Aircraft Deicing Program, required only if ground deicing/ anti-icing is anticipated) Manuals may be on the EFB).

7.6 Fuel Requirements – Off-Line Operation (Turbo - Propeller Aircraft) 14 CFR 121.623, 121.643, 121.647 1) No flight will be released unless it carries enough fuel to: a) Fly to and land at the airport to which it is released, and; b) Thereafter, to fly to and land at the most distant alternate airport specified in the flight release, and; c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption. 2) If the airplane is released for any flight other than from one point in the contiguous US to another point in the contiguous US it must carry enough fuel to: a) Fly to and land at the airport to which it is released, and; b) Thereafter, to fly to and land at the most distant alternate airport specified in the flight release, and; FLIGHT OPERATIONS MANUAL 13.22 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

c) Thereafter, to fly for 30 minutes plus 15% of the total time to fly to the destination airport, then to the most distant alternate at normal cruising fuel consumption or to fly for 90 minutes, whichever is less. 3) The following factors must be considered when computing required fuel: a) Wind and other forecast weather conditions. b) Anticipated traffic delays. c) One instrument approach and possible missed approach at the destination airport. d) Any other known conditions that may delay landing of the aircraft. 4) Required fuel means usable Fuel-On-Board.

7.7 Fuel Requirements – Off-Line Operation Outside the 48 Contiguous States and D.C. (Turbine - Engine Powered Aircraft) 14 CFR 121.623, 121.645, 121.647 1) No flight will be released unless it carries enough fuel to: a) To fly to and land at the airport to which it is released. b) Thereafter to fly for a period of 10% of the total time required to fly from the airport of departure to, and land at, the airport to which it was released; thereafter to fly and land at the most distant alternate airport specified in the flight release; then to fly for 30 minutes at holding speed at 1,500 ft. above the alternate airport (if an alternate is required) under standard temperature conditions. c) No flight may be released to an airport for which an alternate is not specified unless is has enough fuel to fly to that airport and thereafter to fly for ar least two hours at normal cruising fuel consumption. 2) For off line operations within the 48 contiguous states and the District of Columbia, the fuel requirements of 121.643 (Para. 6.6 above) apply.

7.8 Flight Time Limits and Rest Requirements – Off-Line Operations 14 CFR 121.503, 121.505 1) In regards to flight time, a pilot may be assigned to supplemental (off-line charter) operations if: a) His total flying time in air carrier service in the current calendar year does not exceed 1,000 hours. b) He has not flown more than 100 hours in air carrier service in the preceding 30 consecutive days. 2) When assigned to supplemental operations, the following rest requirements apply: a) A pilot may be scheduled to fly for up to eight hours within any 24 consecutive hours without being scheduled for a rest period during those eight hours. b) If a pilot flies more than eight hours during any 24 consecutive hours, he will be given at least 16 hours of rest before assignment to any other duty. FLIGHT OPERATIONS MANUAL 13.23 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

c) If a pilot is scheduled to fly more than eight hours during any 24 consecutive hours, he will be given a rest period at the end of each eight hours of scheduled flight duties. The rest period will be at least eight hours, but no less than twice the number of hours actually flown since the preceding rest period. d) No pilot may be on duty for more than 16 hours during any 24 consecutive hours. e) A pilot will be assigned 24 consecutive hours free of all duties at least once in each seven consecutive days.

7.9 Cargo Loading 1) When company personnel are not available, the Captain is responsible for the supervision of the loading, storage and securing of cargo. 2) Consistent with safety, passengers may handle their own baggage into or out of the aircraft cabin, but not into or out of the aircraft baggage compartment.

7.10 Aircraft Storage

The Captain is responsible for overseeing company arranged accommodations for the securing and/or storage of the aircraft where company personnel are not available.

7.11 Flight Manifest and Load Forms 1) A passenger manifest shall be provided to the Captain for all charter flights originating, and/or making intermediate landings, and/or terminating at airports where we do not provide regular scheduled service. 2) A passenger manifest will not be provided for those charter flights operating exclusively between airports where we provide regular scheduled service. 3) On charter flights where a passenger manifest is required and a cockpit crew change is made enroute, the inbound Captain will place the manifest in the logbook for the outbound Captain. 4) Passenger manifests must be kept with the Captain’s papers and the envelope turned in at the termination of the scheduled flight. 5) Before departure of a flight from an off-line city, the agency or other airline providing ground services, will determine the actual number of passengers boarded and the number of checked pieces of baggage by destination and aircraft location. This final breakdown will be given to the flight crew who, in turn, will make it available to the operations office of the agency or other airlines providing service at the next stop. The information will be updated at each intermediate city. The procedure will apply until the charter operates on-line. 6) On domestic charters at off-line cities, Weight and Balance calculations may be completed by the flight crew using information and instructions contained in the charter information. 7) If a flight crew plans to request assistance at the off-line city, they should alert dispatch prior to the departure to position the flight at the off-line city. FLIGHT OPERATIONS MANUAL 13.24 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

8) The following information must be supplied by crews requesting Weight and Balance computations: a) Aircraft number. b) Passenger count. c) Total baggage count with number of bags loaded in forward baggage compartment and number of bags loaded in aft baggage compartment. d) Actual fuel load and fuel added, if applicable. e) Other information applicable to equipment (i.e., baggage freeloaded or containerized, additional catering, etc.) affecting the aircraft weight. f) Name of the crew member providing information. 9) Crewmember will hold on the phone line for completed load computations, or provide a telephone number for a return call. 10) These procedures do not relieve the Captain of the responsibility to ensure all information is accurate for load computations. All calls should be made in ample time to provide the load agent with accurate figures and time to complete the Weight and Balance computations.

7.12 Aircraft Service

Maintenance service and ground support activities will be provided to charter flights and any other special flights, at non-scheduled airports, as specified in the operations order. 1) When necessary to accomplish maintenance at a location where no company maintenance personnel are assigned and there is no maintenance support facility available, a local mechanic may perform the required work under the supervision of MOC. MOC shall ensure that the person is properly certificated, trained, qualified, authorized, and is under a certified drug testing program. The Captain is authorized to sign a work order for necessary maintenance after approval from MOC. 2) Upon completion of maintenance, the Captain shall ensure that the AML is completed and signed off to include: a) Corrective Action Taken has been printed in the Action Taken column. b) The signature and FAA certificate number of the person accomplishing the corrective action (the certificated mechanic or repairman may certify only the work for which he was employed). c) The date corrective action was completed. d) The total aircraft time. e) Station at which corrective action was performed. f) The ATA code (including system and sub-system) should be entered, plus any code assigned by MOC. g) Part numbers and serial numbers of any parts removed and/or installed. FLIGHT OPERATIONS MANUAL 13.25 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

7.13 Fueling 1) The Captain is responsible that the aircraft is adequately and properly serviced. Provision for fuel is normally made prior to committing any off-line operation by Avatar Airlines. When fuel is required, the amount in gallons should be reported by the crew when making the Out-Off contact. This information will be forwarded to dispatch to adjust our fuel allocations. 2) At commercial airports, fuel service should be obtained from the fixed base operator or the major air carrier at the airport. Fuel service will usually be furnished against the Captain's signature on the delivery ticket.

7.14 Lavatory Service

It is the Flight Attendant’s responsibility to inspect the lavatory for cleanliness and the Captain’s responsibility to ensure the work arranged for by Dispatch is accomplished.

7.15 Turn-around Cleaning

Arrangements for turn-around cleaning at off-line stations is the responsibility of Dispatch. Dispatch will forward a copy of the cleaning instructions to the servicing organization, and the Captain of the charter flight will be given a copy so he may check on the cleaning provided. FLIGHT OPERATIONS MANUAL 13.26 CHAPTER 13 - FERRY, TRAINING AND CHARTER ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 14.1 CHAPTER 14 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 14 TOC Chapter 14 TOC

CHAPTER 14 - AIRCRAFT SECURITY...... 14.1 1. AVATAR AIRLINES SECURITY PROGRAM ...... 14.1 2. GROUND SECURITY COORDINATOR (GSC) ...... 14.1 3. AIRCRAFT GROUND SECURITY ...... 14.1 3.1 Restricted Areas ...... 14.2 4. INFLIGHT SECURITY COORDINATOR (ISC) ...... 14.2 5. VERIFICATION OF CREW ...... 14.3 6. AIRCRAFT AND RAMP ACCESS ...... 14.3 6.1 Company ID...... 14.3 6.2 Challenging...... 14.3 6.3 Counter Surveillance ...... 14.4 7. AIRCRAFT/PRE-FLIGHT SECURITY ...... 14.4 7.1 General...... 14.4 8. OVERPOWERING TERRORISM / AIR PIRACY ...... 14.4 8.1 Common Strategy...... 14.4 8.2 Cockpit and Cabin Lockdown Conditions ...... 14.5 8.3 Common Strategy Tactics ...... 14.5 9. LEVELS OF THREAT ...... 14.7 FLIGHT OPERATIONS MANUAL 14.2 CHAPTER 14 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 14.1 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

Chapter 14CHAPTER 14 - AIRCRAFT SECURITY

1 AVATAR AIRLINES SECURITY PROGRAM Avatar Airlines has an established security program, which is part of the Air Carrier Standard Security Program (ACSSP) approved by the Federal Aviation Administration and specifies the requirements, which concern all employees. This information is not meant to be disseminated, and disclosure is restricted to authorized Company employees, FAA personnel, and other persons with an operational need to know.

2 GROUND SECURITY COORDINATOR (GSC) 49 CFR 1544.215(b) Avatar Airlines will use a GSC for all departing flights. The GSC shall be present at the airport while security procedures for the departing flight are being carried out. A GSC shall ensure that all security requirements of each flight are monitored prior to departure. These security requirements include: • Screening passengers and their personal property for the flight at locations where the aircraft operator has operational control • Controlling access to the airplane • Airplane servicing, including catering and fueling • Ground support for in-flight emergency response • The security of the Air Operations Area (AOA) • The security of luggage and cargo acceptance if applicable; control and loading • The monitoring of any extraordinary ground security procedures where they are in effect • The GSC will verbally communicate to the Captain or his designee all information that could affect the security of the flight.

NOTE Avatar Airlines may designate a different GSC for each departing flight, or may designate one GSC for a number of departing flights; use a GSC of another aircraft operator provided all training is current; use a GSC who is an authorized aircraft operator representative at any station where Avatar Airlines does not have direct air carrier employees.

3 AIRCRAFT GROUND SECURITY • Demand identification of any un-ticketed, unidentified person on or in the vicinity of an Aircraft. Do not attempt to physically restrain any unauthorized person. If the person refuses or cannot produce proper identification, try to keep the person under surveillance and notify the Captain, Ground Security Coordinator or a Law Enforcement Officer. • Do not carry packages or mail for anyone • Prior to the boarding process, check the cabin, overhead compartments, lavatories, catering supplies and galleys for unauthorized bags, containers or items FLIGHT OPERATIONS MANUAL 14.2 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

• Monitor the cabin throughout the boarding process and be alert to suspicious/ unusual activity or items • Thoroughly check the cabin for items left onboard at flight termination. Do not disturb any unusual or suspicious items found, but instead notify the Ground Security Coordinator and/or Captain • On through flights where passengers may deplane, ensure that passengers take carry-on luggage with them • Ensure Passport and I.D. Badge, Flight Attendant uniform items and crew luggage is kept completely secure at all times. Never leave these items unattended • Ensure that jetway doors are closed and secured when the Aircraft is left unattended

3.1 Restricted Areas

Security measures have been established to prevent unauthorized persons from entering Company aircraft at any time the Aircraft is on the ground. The following areas are restricted from unauthorized persons: • Aircraft undergoing maintenance in a hangar or on the ramp • Unattended Aircraft in parking or terminal areas Unauthorized persons in a restricted (or non-public) area should be challenged, and their presence should be reported to a supervisor, law enforcement officer, or airport authority as appropriate. Admission to Company aircraft, even by authorized personnel, is permissible only if there is a need to be onboard the aircraft.

4 INFLIGHT SECURITY COORDINATOR (ISC) 49 CFR 1544.215(c) The Inflight Security Coordinator (ISC) is the Captain (PIC) of the aircraft who has received the required initial and annual recurrent training to maintain his current- qualified pilot status. The ISC is responsible for the safety and security of persons and property aboard his aircraft, and of the aircraft itself. Prior to each flight, the ISC will receive a security briefing from the Ground Security Coordinator (GSC), the Director of Safety, or the Dispatcher on duty, as required for the flight. The briefing will usually be verbal. The Inflight Security Coordinator (ISC) will make a notation in the specified block of Avatar Airlines flight plan. This will ensure that the following items contained with Security briefings and checks have been accomplished. The ISC will brief all crew members on the flight regarding security matters and any specific actions to be taken during that particular flight or series of flights for which he is the Captain (PIC) The ISC may delegate security duties to other crew members, but may not delegate his overall responsibility. He will ensure that all applicable elements of the TSA Standard Security Program are implemented before, during, and after each flight operation. FLIGHT OPERATIONS MANUAL 14.3 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

5 VERIFICATION OF CREW 49 CFR 1540.105, 1544.229 Before each flight, the Passenger Service Agent (PSA) will verify the identify and flight assignment of all working crew members prior to any crew member boarding the aircraft. On subsequent flights, crew members that originated the trip may board the aircraft without restriction. The PSA will check and verify crew member identification against the General Declaration. Once verified, all working crew members may proceed to the aircraft to complete pre-flight and pre-departure cabin preparations. All Company employees, and its authorized representatives, who are to receive unescorted- access to a Security Identification Display Areas (SIDAs) are required to pass a fingerprint- based, criminal history records check before being provided access to these areas. All employees are required to wear Avatar Airlines ID badge prominently displayed on their persons while on Company property, and while in the SIDA of an airport. Avatar Airlines ID badge is required in addition to the airport-issued ID, when applicable, while in the sterile area of an airport or airport facility (whether civilian, private, or military) while engaged in Company business and/or in uniform. Visitors and contractors will be provided with temporary ID Badges, which must be prominently displayed on their persons while on Company property. Contractors needing access to the SIDA must also obtain temporary airport-issued ID. The ID badges are Company and airport property (where applicable), and are part of the Security Program. They shall be surrendered to any Company management official upon demand, and must be returned to the Personnel Manager upon furlough, layoff, leave of absence, or termination of employment.

Avatar Airlines ID will generally be honored for a uniformed crew member to enter the sterile areas (SIDA) of airports worldwide, although other identification may also be required.

6 AIRCRAFT AND RAMP ACCESS

6.1 Company ID

All employees are to wear their Company ID badges on the outermost garment above waist level.

6.2 Challenging

Any person on Company property (including ramp area and aircraft) who is not in possession of a valid ID or who is acting in a suspicious manner must be challenged to verify their identity (produce a valid ID) and explain the purpose for being on Company property. Any persons found not in possession of a valid ID, who don't have a legitimate purpose for being on Company property, or who are acting in a suspicious manner must be immediately reported to Security. FLIGHT OPERATIONS MANUAL 14.4 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

6.3 Counter Surveillance

Employees are to be encouraged to report to management any suspicious persons hanging around or watching facilities for no apparent reason, or persons who ask intrusive questions regarding: employees, facilities, work hours, aircraft schedules, routes, security measures etc.

7 AIRCRAFT/PRE-FLIGHT SECURITY

7.1 General

Prior to the first flight of each day, each aircraft must be inspected for suspicious items or items that do not belong onboard that aircraft. A search of the interior and exterior of the aircraft after servicing, and prior to boarding any passengers will be conducted. Catering may be carried out after the search is complete or in conjunction with the search, if the caterers are monitored by Company personnel. Each aircraft need not be re-searched for any subsequent flights on the same calendar day provided the aircraft is not left unattended. Securing procedures described in the preceding paragraph and those which follow make certain that Company aircraft left overnight: • are searched prior to parking to ensure no persons are onboard; • are parked only in secure areas within an airport operating area; • are parked under conditions that permit maximum security and protection; • doors are closed and locked and steps are removed while parked. During the pre-flight for the first flight of the day, the Captain will review the checklist (Form OFY-200) to ensure that all items were completed. If any portion of the checklist is incomplete, the Captain will ensure that the checklist is completed prior to passenger boarding. Crewmembers will be responsible for completing all items on the Ground Search Checklist at stations where appropriate personnel are not available. The completed Aircraft Ground Security Inspection Checklist will be given to a Company PSA or contractor prior to engine start for retention and documentation purposes. In the case of a Company charter flight, Avatar Airlines PSA or contractor will co-mail a copy of the Aircraft Security Checklist back to Avatar Airlines Headquarters. Aircraft Search Checklists are retained in each Station Managers office for 90 days.

8 OVERPOWERING TERRORISM / AIR PIRACY

8.1 Common Strategy

The Common Strategy was developed to prepare crew members, passengers, airline officials, the FBI, FAA, etc. for a hijacking based on information obtained from those who had previously been involved in a hijacking situation. The Common Strategy that has been used over the years presumed a relatively harmless hijacker whose motive might be ransom, escape from the law, political asylum or publicity. After September 11, 2001, the Common Strategy was modified to address a different breed of threatening passenger who is bent on mass murder and suicide. FLIGHT OPERATIONS MANUAL 14.5 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

In any suspected hijacking, the assigned flight crew will maintain control of the Cockpit at all costs, maintaining flight path guidance and communications to and from persons on the ground and will land the Aircraft as soon as possible at the time and place chosen by the Captain. The cabin crew will protect the integrity of the Cockpit and will use appropriate measures and available resources to thwart any attempted hijack and save lives in the passenger cabin. Once on the ground, the Aircraft will stay there.

8.2 Cockpit and Cabin Lockdown Conditions

Company policy dictates that the cockpit door be locked once the last boarding door is closed and at all times during the flight. Movement between the cockpit and the cabin should be kept to a minimum and limited to physiological needs or other urgent necessities. Whenever a suspicious or threatening event occurs, “Cockpit Lockdown” will be established, suspending all traffic between the cockpit and the cabin. In a high security event, the Captain may deem it appropriate to establish “Cabin Lockdown” and coordinate the process with the Purser. The Captain will turn on the “Seat Belt Sign” and make an announcement instruction the passengers to comply will all crew member instructions. “Cabin Lockdown” is defined as, but not restricted to: • Suspension of all traffic between Cockpit and cabin. • Restriction of passenger movement in the cabin. • Suspension of cabin service. • Limitation on only one passenger at time to use the lavatory. • Restriction of locking the lavatory door. • Prohibition of access to overhead bins.

8.3 Common Strategy Tactics 1) Judgment is paramount. 2) Presume the worst. 3) Be alert to odd or suspicious behavior. Be suspicious about any passenger disturbance. Discreetly notify the Flight Crew via the interphone furthest away from any suspicious activity or breaches in security in the cabin. 4) The Captain is the In-flight Security Coordinator and is in command. 5) Communicate at all times. 6) Know where the Able-Bodied Passengers are located. 7) Note the seat locations of suspicious passengers. 8) Determine the threat level. 9) Be aware that a lower threat level may be used as a ruse or distraction for more threatening behavior. 10) Watch for weapons. 11) If a bomb is detected or suspected, follow bomb procedures. 12) Communicate in plain English. 13) Allow no one to enter the Cockpit. FLIGHT OPERATIONS MANUAL 14.6 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

14) Maintain control of the Aircraft at all costs. 15) In a suspected hijack, land as soon as possible. 16) Keep the Aircraft on the ground. 17) In addition to the above tactics, once the Aircraft is on the ground. 18) Attempt to deplane passengers and crew. 19) Make every attempt to delay any departure of the Aircraft. 20) Attempt to keep hijacker out of Cockpit. 21) Show concern, cooperate. 22) Write down requests, ask to see weapon. 23) Communicate with hijacker. 24) Do not allow passengers to interfere. 25) Make actions visible to hijacker. FLIGHT OPERATIONS MANUAL 14.7 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

9 LEVELS OF THREAT The Flight Attendants will assess the passenger's level of threat using his/her training and best judgment and act accordingly. The following Table defines the four levels of threat. Table 14.1 Threat Levels

Trigger Pilots Flight Attendants

All Incidents • Verify Cockpit • Establish/maintain secured; remain in communications with the the Cockpit Cockpit • Establish/maintain • Complete required reports/ communications forms with the cabin crew • Complete required reports/ forms

Level 1 • Notify Operations to • Evaluate then respond to summon threat situation with (Disruptive, appropriate law appropriate actions suspicious enforcement situation or response, if • Attempt to diffuse the behavior, appropriate situation, if applicable violation of 14 • Establish and maintain CFR Part 121) • Make PA announcement if communication with the Cockpit Level 2 appropriate • Request • Provide passenger with (Physically passenger(s) and copy of Notice of Federal Abusive) their luggage be Regulation Violation, if removed from the applicable flight, if applicable • Obtain relevant passenger • Use all available information resources to • Use all available resources eliminate the threat to eliminate the threat (PA, fire extinguisher, seat cushions, coats, bags, etc. FLIGHT OPERATIONS MANUAL 14.8 CHAPTER 14 - AIRCRAFT SECURITY ARevision: A avatar airlines 01-Apr-2021

Table 14.1 Threat Levels

Level 3 • Declare emergency • Notify any Law with ATC Enforcement Officer (FAM/ (Life threatening LEO) behavior) • Contact ATC/ Operations/ • Establish and maintain Level 4 controlling dispatcher communication with the to summon Cockpit (Actual/ appropriate law • Provide the following attempted enforcement response information to the Captain breach of as soon as possible: Cockpit security) • Stop the Aircraft; shut down engines, if Level and nature of appropriate • Initiate threat number and evacuation location of procedures, if perpetrator(s) appropriate weapons (type and number) • Escape from the Physical description of Aircraft, if appropriate perpetrator(s) • Disable the Aircraft, if Assigned seat possible number(s) • Evaluate then respond to threat situation with appropriate actions Stay out of reach Use necessary force Use delay tactics Check for explosive devices • Restore order once perpetrator(s) are subdued • Respond to medical needs. FLIGHT OPERATIONS MANUAL 15.1 CHAPTER 15 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 15 TOC Chapter 15 TOC

CHAPTER 15 - REPORTS AND FORMS ...... 15.1 1. IRREGULARITY REPORTS ...... 15.1 2. ASAP REPORTS ...... 15.6 3. DISPATCH ...... 15.6 3.1 Reports to Dispatch ...... 15.6 4. EMERGENCIES – SUBSEQUENT REPORTS ...... 15.6 4.1 ATC Notification in Case of an Emergency ...... 15.6 4.2 Malfunction Reports...... 15.7 4.3 Aviation Safety Reporting ...... 15.7 5. NASA REPORTS ...... 15.7 5.1 NASA Responsibilities ...... 15.7 5.2 NASA Reports, Prohibition Against Use of for Enforcement Purposes ...... 15.8 5.3 NASA Reporting Procedures ...... 15.8 5.4 NASA Reports, Processing...... 15.8 5.5 NASA Reports, De-Identification ...... 15.9 5.6 Enforcement Policy...... 15.9 6. INJURY/DAMAGE/ACCIDENT/INCIDENT REPORT ...... 15.10 6.1 General...... 15.10 6.2 Who Submits a Report...... 15.11 6.3 Why Submit a Report...... 15.11 6.4 Event Reporting Procedures...... 15.12 6.5 Preparation Procedures...... 15.13 7. OTHER REPORTS ...... 15.20 7.1 General...... 15.20 7.2 Near – Midair Collision Reporting ...... 15.20 7.3 Bird or other Wildlife Strike Reports...... 15.20 7.4 Laser Strike Reports ...... 15.21 7.5 Fatigue Risk Management Program Reports ...... 15.21 7.6 Magnetic Field Variation Report ...... 15.21 FLIGHT OPERATIONS MANUAL 15.2 CHAPTER 15 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 15.1 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Chapter 15CHAPTER 15 - REPORTS AND FORMS

1 IRREGULARITY REPORTS 1) Irregularity Report Form OMX-109 shall be used to submit all required Irregularity Reports and may be used for crew member concerns, critiques or recommendations on operational issues. 2) An Irregularity Report differs from an ASAP report in that it focuses on direct communication with the Chief Pilot (CP). When a crew member encounters an item or situation needing attention, he shall send a Irregularity Reports to the CP. ASAP reports will be sent directly to the ASAP Event Review Committee (ERC) for exclusive analysis and action. 3) When a debrief has been received, it will be reviewed and processed by the CP, where it is routed to the manager of the department concerned. 4) Flight Crewmember Procedures 5) Keep debriefs factual and brief, avoid emotion or accusatory remarks. The CP will have system capability to make edit changes to a debrief including; spelling, grammar, format, inappropriate comments or addition of notes to increase effectiveness. 6) Mandatory Reportable Events and Dispatcher Reports 7) The following events require notification to OCC. The Captain shall send a Irregularity Report clearly outlining a complete description of the pertinent event(s) to the Chief Pilot, along with other accompanying reports within 24 hours from the event. Events which have a double asterisk (**) require both crew members to submit a report. For participation in the ASAP Program, a crew member must submit a separate ASAP report. Table 15.1 Mandatory Reportable Events

Event CFR Manual Additional Reference Reference Forms ATC irregularity or violation Section 10 Altitude deviations in RVSM airspace of greater Appendix G to than +/- 300 feet (operational errors) Part 91, Section 6

Altitude deviations in RVSM airspace of greater Appendix G to AML” than +/- 245 feet (malfunction of aircraft Part 91, equipment) Section 6

Communications or navigation facility impaired or Approach System irregularities 121.561 Section 16

Exercise of emergency authority 121.557(b) Section 2, 121.559 Section 16 Hijack or sabotage threat Section 16 Ground delays of 2 or more hours Section 5 Accident or incident, substantialaircraft damage, 830.5* Section 19 AML or aircraft collision in flight** Any condition which would affect safety 121.703(c) Section 19 of flight FLIGHT OPERATIONS MANUAL 15.2 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Event CFR Manual Additional Reference Reference Forms Fire in flight, false fire warnings or failure of 830.5(4)* a fire warning system to indicate a fire in 121.703(a)(1) progress** 121.703(a)(2) Section 16 AML 121.703(a)(3)

Bird or other Wildlife Strike** FAA Form Section 15 5200-7 Deviation from FAA or Avatar Airlines flight Section 2 Airframe, flight control, engine failure, cracks 830.5(1)*, or damage** 121.703(a)(4) 121.703(a)(15) Section 16 AML 121.703(a)(14)

Engine shut down during flight due to FOD, 121.703(a)(6) icing, flameout or external damage to the 121.703(a)(7) engine or aircraft 121.703(a)(8) Section 16 AML 121.703(a)(9)

Failure of a feathering system or inability to 121.703(a)(10) Section 16 AML control propeller overspeed during flight Release of all or a portion of a propeller blade from an aircraft, excluding release caused solely by 830.5 (8)* AML ground contact** Unwanted landing gear extension or retraction or opening or closing of doors during flight 121.703(a)(12) Section 16 AML Aircraft component causing accumulation or circulation of smoke, vapor, toxic or noxious fumes 121.703(a)(5) Section 16 AML in aircraft during flight Fuel leak that affects fuel flow or causes a 121.703(a)(11) Section 16 AML hazardous condition during flight Ill or injured, death of passenger or crew member, 830.5* Section 12 food poisoning** Section 16 Emergency Evacuation System or components including Normal and Emergency Exit Doors and Emergency Lighting Systems found to be defective, or that fail to perform the intended functions during an actual emergency or during 121.703(a)(17) AML training, testing, maintenance, demonstrations, or inadvertent deployments Overweight landing Section 16 AML Electromagnetic Interference Section 12 AML Suspected interference from Electronic Device Section 12

Complete loss of information, excluding flickering, from more than 50% of aircraft’s cockpit displays (EFIS, EICAS, ECAM, or other displays 830.5 [9 (i-iv)]* AML of this type, including PFD)**

Flight through Volcanic Ash Section 11 AML Passenger misconduct or smoking violation 121.580 Section 12 AML Captain refuses airplane because of Section 6 AML mechanical condition FLIGHT OPERATIONS MANUAL 15.3 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Event CFR Manual Additional Reference Reference Forms In flight Diversion, if for other than weather** Section 9 Aborted Takeoff (Defined as: After accepting a takeoff clearance from ATC, crossing the runway hold short lines with intent to fly, and subsequent cancellation of the takeoff clearance), including air turnbacks**

Go-around** Landing or Departing on a taxiway, incorrect runway, or other area not designed as a runway** 830.5(12i)*

Any runway incursion that requires the operator or the crew of another aircraft or vehicle to take immediate corrective action to avoid a 830.5(12ii)* collision**

Lightning Strikes Anytime one is requested by the Chief Pilot 121.703(c) Anytime one is requested by the Safety Department Anytime “Min Fuel” is declared. Report must Section 16 include amount of fuel at landing Any declaration of an emergency (including fuel 121.557 Section 16 and medical)** 121.559 Laser Strike** Section 15 Brake system component that results in loss of brake actuating force when the airplane is in motion 121.703(a)(13) on the ground Aircraft components or systems that result in taking emergency actions during flight except action to 121.703(a)(16) shut down an engine TCAS RA issued and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft (i.e., an RA that commands maximum vertical speed, “reversal” advisories requiring a change in vertical direction after the initial advisory is issued, or encounters resulting in zero vertical separation between the 830.5(10)(i)* aircraft involved.). Debrief must include a description of the necessary maneuver to avert collision, location of nearest NAVAID and time of incident.** TCAS RA issued while operating in Class A airspace. Debrief must include altitude of the occurrence, location of nearest NAVAID and time 830.5(10)(ii)* of incident.** If ground support equipment (external power or PCA) is unavailable, inoperative, or not providing adequate cooling/heating (This report is not AOM Vol. 1 required if a M31 ACARs Msg was sent) Electronic Flight Bag (EFB) - All Issues Section 4 * related to 49 CFR FLIGHT OPERATIONS MANUAL 15.4 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

** BOTH crew members must submit a Irregularity Reports within 24 hours for these items. 1) If possible, the crew will make a radio report to OCC. If this is not possible, the crew will contact OCC via telephone, as soon as practical, after landing. 2) In accordance with the OCC Emergency Procedures Manual, the Dispatcher is required to originate a SABRE “RH” entry, which becomes a part of the flight history file (FL). 3) Any crew member may submit a Irregularity Report any time they consider it appropriate. A crew member or Dispatcher may elect to complete a NASA form in addition to the forms required above. 4) When a crew member elects to participate in the ASAP program, a NASA form will automatically be filed by the ASAP Program Manager for confidential participation in the Aviation Safety Reporting System (ASRS). FLIGHT OPERATIONS MANUAL 15.5 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Form 15.1 Irregularity Report Form OMX-109  '(/$<,55(*8/$5,7<5(3257 DYDWDUDLUOLQHV )/,*+723(5$7,216 20;'(& 6&+('8/(''(3$5785( '$7( $&)77<3( $&)7 $7$&2'( 7,0(    &5(:0(0%(5 )/,*+7 67$7,21 $&78$/'(3$5785(7,0( 7,0('(/$<(' ,1,7,$/6$1'    67$786 ,QGLFDWHDLUFUDIWVWDWXVZKHQQRWLILHGDERXWWKHSUREOHP Ƒ3ULRUWRGHSDUWXUHƑ'XULQJ7D[LƑ$W'HSDUWXUHƑ,Q)OLJKW  Ƒ$W-HWZD\Ƒ/DQGLQJƑ0DLQWHQDQFH&KHFNƑ2WKHUBBBBBBBBBBBBBBBBBB  $&7,21 ,QGLFDWHDFWLRQWDNHQ Ƒ+HOGƑ'LYHUWHGƑ3UHPDWXUH(QJLQH5HPRYDO  Ƒ5HWXUQWREORFNƑ&DQFHOOHGƑ2WKHUBBBBBBBBBBBBBBBBBBBBB  '(7$,/62),55(*8/$5,7< /RJ3DJH,WHP1RQ5RXWLQH1XPEHU               &255(&7,9($&7,21             &&&KLHI0DLQWHQDQFH,QVSHFWRUDQG'LUHFWRURI0DLQWHQDQFH2SHUDWLRQV   FLIGHT OPERATIONS MANUAL 15.6 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

2 ASAP REPORTS Avatar Airlines Aviation Safety Action Program (ASAP) is a voluntary, pilot self- reporting program designed to identify and reduce possible flight safety concerns. ASAP uses line pilot input to analyze potential incidents and accidents by taking a non-disciplinary, corrective action approach to flight safety. Avatar Airlines does not currently participate in the ASAP program.

3 DISPATCH

3.1 Reports to Dispatch 1) Whenever the Captain encounters a meteorological condition or an irregularity in a ground or navigational facility, in flight, the knowledge of which he considers essential to the safety of other flights, the Captain shall notify an appropriate ground station as soon as practicable. 2) The ground station that is notified under paragraph A shall report the information to the agency directly responsible for operating the facility. 3) The following events should be reported as soon as possible, by radio, to Dispatch: a) Encounters of moderate or severe turbulence. b) Encounters of severe icing. c) Engine failure or shutdown. d) Overweight landing. e) Flight through volcanic ash. f) HAZMAT emergency. 4) The following events should be reported as soon as practical to Dispatch: a) Exercise of emergency authority. b) Bird strike. c) Deviation from FAA or Avatar Airlines Procedures. d) Fuel dumping. e) Ill or injured passenger or crew member. f) Passenger misconduct or smoking violation. g) Lightning Strike or Static Discharge. h) Near midair collision.

4 EMERGENCIES – SUBSEQUENT REPORTS

4.1 ATC Notification in Case of an Emergency 14 CFR 91.123 1) In the event of an emergency and deviation from ATC clearances and instructions, ATC shall be notified of the deviation as soon as possible. 2) The Captain of any flight that is given priority by ATC in an emergency, shall, if requested by ATC, submit a detailed report of that emergency within 48 hours to the chief of that ATC facility. FLIGHT OPERATIONS MANUAL 15.7 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

3) This will normally be done through the Captain’s immediate supervisor. Should conditions warrant, the report may be given directly to the chief of the ATC facility with a copy to the immediate supervisor. 4) When reporting malfunctions, emergencies, sabotage threats, hijacking or any additional unusual information that the Captain feels that prudent judgment warrants limited distribution of the information – he should consider requesting a discrete frequency from the ground station he intends to communicate with.

4.2 Malfunction Reports 14 CFR 91.187 1) The Pilot-in-Command of each aircraft operated in controlled airspace under IFR shall report as soon as practical any malfunctions of navigational, approach or communication equipment occurring in flight. 2) In each report required by paragraph A, the Pilot-in-Command shall include the: a) Aircraft identification b) Equipment affected c) Degree to which the capability of the pilot to operate under IFR in the ATC system is impaired d) Nature and extent of assistance he desires from ATC

4.3 Aviation Safety Reporting 1) This cooperative safety reporting program invites pilots, controllers and other users to the National Aviation System or any other person, such as maintenance personnel, to report to NASA actual or potential discrepancies and deficiencies involving the safety of aviation operations. The operations covered by the program include departure, enroute dangerous goods, approach and landing operations, and procedures, air traffic control procedures and equipment, pilot/controller communications, aircraft movement on the airport and near midair collisions. 2) The effectiveness of this program in improving safety depends on the free, unrestricted flow of information from the users of the National Aviation System. Based on information obtained from this program, the FAA will take corrective action as necessary to remedy defects or deficiencies in the National Aviation System. The reports may also provide data for improving the current system and planning for a future system.

5 NASA REPORTS

5.1 NASA Responsibilities 1) The NASA Aviation Safety Reporting System provides for the receipt, analysis and de-identification of aviation safety reports; in addition, periodic reports of findings obtained through the reporting program are published and distributed to the public, the aviation community and FAA. FLIGHT OPERATIONS MANUAL 15.8 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

2) A NASA ASRS advisory committee comprised of representatives from the aviation industry, consumers, Department of Defense, NASA and FAA, advises NASA on the conduct of the ASRS. The committee conduct periodic meetings to evaluate and ensure the effectiveness of the Reporting System.

5.2 NASA Reports, Prohibition Against Use of for Enforcement Purposes 1) FAR 91.25 prohibits the use of any report submitted to NASA under the ASRS (or information derived therefrom) in any disciplinary action, except information concerning criminal offenses or accidents. 2) When a violation of the Federal Aviation Regulations comes to the attention of the FAA from a source other than a report filed with NASA under ASRS, appropriate action will be taken. 3) The NASA ASRS Security System is designed and operated by NASA to ensure the confidentiality and anonymity of the reporter and all other parties involved in a reported occurrence or incident. The FAA will not seek, and NASA will not release or make available to the FAA, any report filed with NASA under ASRS or any other information that might reveal the identity of any party involved in an occurrence of incident reported under ASRS.

5.3 NASA Reporting Procedures 1) NASA Form 277 is pre-addressed and postage free. This form or a narrative report should be completed and mailed to: Aviation Safety Reporting System, P.O. Box 189, Moffett Field, CA 94035. 2) A supply of NASA ARC Form 277 is available at each pilot base.

5.4 NASA Reports, Processing

NASA Procedures for processing Aviation Safety Reports assure that reports are initially screened for: 1) Information concerning criminal offenses, which will be promptly referred to the Department of Justice and FAA. 2) Information concerning accidents, which will be promptly referred to the National Transportation Safety board and the FAA.

NOTE Reports discussing criminal activities or accidents are not de-identified prior to their referral to the agency outlined above.

3) Time-critical information which, after de-identification, will be promptly referred to FAA and other interested parties. FLIGHT OPERATIONS MANUAL 15.9 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

4) Each Aviation Safety Report has a tear-off portion which contains the information that identifies the person submitting the report. This tear-off portion will be removed by NASA, time stamped, and returned to the reporter as his receipt. This will provide the reporter with proof that he filed a report on a specific incident or occurrence. The identification strip section of the ASRS form provides NASA program personnel with a means by which reporters can be contacted in case additional information is sought in order to understand more completely the report's content. Except in the case of reports describing accidents or criminal activities, no copy of an ASRS form's identification strip is created or retained for the ASRS files. Prompt return of identification strips is a primary element of the ASRS program's report de-identification process and assures the reporter's anonymity.

5.5 NASA Reports, De-Identification

All information that might assist in or establish the identification of persons filing ASRS Reports and parties named in those reports will be deleted, except for reports covered under Paragraph 5.4, above. This de-identification will be accomplished normally within 24 to 48 hours after NASA’s receipt of the reports if no further information is requested from the reporter.

5.6 Enforcement Policy 1) It is the policy of the Administrator of the FAA to perform their responsibility under the Federal Aviation Act for the enforcement of the Act and the Federal Aviation Regulations in a manner that will best tend to reduce or eliminate the possibility of recurrence of aircraft accidents. The FAA enforcement procedures are set forth in the Federal Aviation Regulations (14 CFR Part 13) and FAA enforcement handbooks. 2) In determining the type and extent of the enforcement action to be taken in a particular case, the following factors are considered: a) Nature of violations. b) Whether the violation was inadvertent or deliberate. c) The certificate holder’s level of experience and responsibility. d) Attitude of the violator. e) The hazard to safety of others which should have been foreseen. f) Action taken by employer or other Government authority. g) Length of time which has elapsed since violation. h) The certificate holder’s use of the certificate. i) The need for special deterrent action in a particular regulatory area, or segment of the aviation community; and, j) Presence of any factors involving national interest, such as the use of aircraft for criminal purposes. 3) In evaluating enforcement action for a certificate holder’s failure to comply with FAA regulations, where all of the following circumstances are present, the FAA will not seek a civil penalty: a) The certificate holder voluntarily and promptly discloses to the FAA, by written report, the failure before the FAA learns of it. b) The failure is not deliberate or intentional. FLIGHT OPERATIONS MANUAL 15.10 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

c) The failure does not indicate a lack, or reasonable question, of basic qualification of the certificate holder. d) The certificate holder, upon discovery of the failure, has taken, or has begun to take, immediate action to correct it (i.e., to cease any continuing or repeated violations). e) The certificate holder has taken, or has agreed to take, remedial action satisfactory to the FAA, as may be necessary, to preclude recurrence of such a failure. f) In a separate action against an airman arising out of an incident reported by Avatar Airlines, where the airman made the first report of the apparent violation to Avatar Airlines, the guidance of this policy should be applied in determining whether to initiate legal enforcement action. 4) The filing of a report with NASA concerning an incident or occurrence involving a violation of the Act or the Federal Aviation Regulations is considered by the FAA to be indicative of a constructive attitude. Such an attitude will tend to prevent future violations. Accordingly, although a finding of a violation may be made, neither a civil penalty nor certificate suspension will be imposed if: a) The violation was inadvertent and not deliberate; b) The violation did not involve a criminal offense, or accident or action under Section 609 of the Act, which discloses a lack of qualification or competency, which are wholly excluded from this policy; c) The person has not been found in any prior FAA enforcement action to have committed a violation for a period of five years prior to the date of the reported occurrence; and, d) The person proves that, within 10 days after the violation, he or she completed and delivered or mailed a written report of the incident or occurrence to NASA under ASRS.

NOTE All parties involved in an incident or occurrence must file an ASRS Report in order to be eligible for immunity. The findings of a violation in connection with an ASRS Report will be documented in the offending Airman’s permanent record at OKC

6 INJURY/DAMAGE/ACCIDENT/INCIDENT REPORT

6.1 General

It is each and every employee's responsibility to report incidents aircraft damage, equipment or personal injury incidents and any other irregularities which affect ground or flight safety. Any attempt to avoid reporting all facts regarding such damage or injury will result in disciplinary action. When in doubt always report the incident. FLIGHT OPERATIONS MANUAL 15.11 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

When a reportable event occurs, a person submitting an Injury/Damage/Accident/ Incident Report (IDAIR) (Form OFE-500) calls the Operations Control Center (OCC), indicating an IDAIR is forthcoming. He then completes the IDAIR, retains a copy for his records, and forwards the IDAIR to the OCC by facsimile or email. Calling beforehand provides a control to ensure all forms being submitted are received at the OCC.

6.2 Who Submits a Report

Any member of the flight or ground crew is authorized to submit an Injury/Damage/ Accident/Incident Report (IDAIR), Form OF.E500. However, those in charge of a specific area or function must submit an IDAIR if the event directly affects an area or function for which they are immediately responsible. Depending on the specific event, the following personnel may be required to submit an IDAIR (see below). Any Company employee who witnesses a reportable event is required to submit an IDAIR when requested to by the Captain. • Dispatcher • A & P Mechanic •Captain • First Officer • Flight Attendant • Maintenance Control • Operations Manager • Station Manager For example, the Captain must submit an IDAIR for an altitude deviation, equipment failure, or following an instance where the exercise of his emergency authority resulted in a deviation from ATC instruction or a possible violation of regulatory requirements. However, the First Officer or anyone else witnessing the event may also submit an IDAIR for the same event even though they are not required to. The possibility that Avatar Airlines might receive multiple reports serves as a control for the timely completion of the required reports.

6.3 Why Submit a Report

The Injury/Damage/Accident/Incident Report must be filed for the following reasons: • Possible violations of company policy • Possible violations of Code of Federal Regulations • Unsafe procedures or conditions either on the ground or in flight • Any accident or incident as defined in the OIM • Restriction or suspension of operations • Any injury sustained • Deviation from Flight Release • Flight control system malfunction or failure. • Aircraft overdue 30 minutes. • Loss of communication between aircraft and dispatch. FLIGHT OPERATIONS MANUAL 15.12 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

• Inability of any flight crew member to perform normal flight duties as a result of illness or injury. • Loss of power in one or more engines. • In-flight fire/smoke/fumes. • In-flight failure of electrical systems which requires a sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit, or air driven generator. • Loss/failure of any structural component. • Any evacuation of an aircraft in which an egress system is used. • Inadvertent deployment of an egress system. • Any rejected takeoff. • Runway excursion during takeoff or landing. • Runway incursion without appropriate ATC clearance. • Unwarranted altitude deviation of more than 500 feet from an assigned altitude. • TCAS Resolution advisory requiring altitude deviation or maneuvering. Additionally, reports may be submitted to inform management of possible impediments to flight or ground operations that did not cause an event, but could have if normal procedures had been followed or if the condition had occurred under different conditions. As they deem necessary, the President, Director of Flight Operations, Chief Pilot, Inspector of Safety, or any Division Director may request individuals submit an IDAIR for a specific event. They may request an IDAIR at any time or for any reason.

6.4 Event Reporting Procedures

Avatar Airlines Injury/Damage/Accident/Incident Report (Form OFE-500) will be completed by individuals closest to the event and faxed to the OCC who will forward the information to the Director of Safety (DOS). Entries shall be printed in ink and be legible. Complete the information as applicable, otherwise enter N/A (not applicable). The individual will call OCC and notify that a report is forthcoming. When OCC receives a call that a Report is being submitted, the Dispatcher on duty (DOD) enters the call in the Dispatcher Shift Log. If the corresponding form is not received within 24 hours, the DOS contacts the originator. When the Report is received at the OCC, the Dispatcher on duty logs receipt of the report; then delivers the report in its entirety to the Inspector General of Operational Safety. The DOS, takes whatever action is required by the event. When the Inspector General of Operational Safety receives the IDAIR, he assesses the severity of the event, assigns a priority, and enters the information into the Safety Department database. A priority of one (1) is the lowest; a priority of two (2) or greater is more severe and may result in further investigation or additional action (such as a report to a governmental agency). 1) Ensure medical assistance is rendered to injured personnel. 2) Secure all involved equipment, by taking it out of service until management can determine whether or not it malfunctioned and contributed to the cause of the incident; if so, the equipment may be returned to service only after management authorization. FLIGHT OPERATIONS MANUAL 15.13 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

3) Obtain signed statements from involved employees and witnesses. Utilize additional attachments as necessary in order to provide adequate information. 4) If an employee's performance is directly related to the accident/ incident/ injury, that employee will be required to take a drug and/or alcohol test as soon as possible, but no later than eight (8) hours after the accident/ incident/injury. 5) Copies of Avatar Airlines Injury/Damage/Accident/Incident Report (Form OFE-500) shall be submitted to the Inspector General of Operational Safety within 12 hours of the accident/incident/injury.

NOTE Refer all communications or inquiries received from outside sources (i.e., newspaper, television, etc.) to the Vice President of Public Relations

6) The DOS is responsible to assure that the data from the report is entered into a data base for IEP and for CASS analysis purposes.

6.5 Preparation Procedures

The Injury/Damage/Accident/Incident Report is used by all company personnel to record any incident, accident or injury while working. 1) Control Number - Control Number will be the date of the report (yyyy- mm-dd). 2) Type of Event - Indicate whether the event is an Injury/Damage/ Accident/Incident. 3) Site of Event - Where did the event occur. 4) Date/Time of Event - Date and UTC (universal coordinated time) time of the event. 5) Description of Event - Describe the event and how it occurred. 6) Contributing factors of the Event - Indicate the factors that caused or contributed to the event. 7) Immediate action taken to prevent additional injuries, damage, etc. - Describe the immediate action taken to stop this event. 8) Site Diagram - Attach any diagrams and/or photos the support the event. 9) Witness(s) Participants(s) - Indicate the name(s) of witness(s) and/or participant(s) in the investigation and their telephone number(s). 10) Weather - Place a check mark beside the weather condition that most accurately describes the condition at the time of the event. 11) Lighting - Place a check mark beside the lighting condition that most accurately describes the condition at the time of the event. 12) Visibility - Indicate the visibility that most accurately describes the visibility at the time of the event. 13) Obstruction to Visibility - Indicate or describe what obstructed visibility. 14) Date Reported - Date the Incident/Accident/Injury Report is prepared. 15) Photos - Attach any photos in images. FLIGHT OPERATIONS MANUAL 15.14 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

16) Notification - Flight Control, Safety, and Human Resources must be notified. Place a check mark beside the mandatory departments and the other department(s) or agency(ies) which were notified, along with the contact person's name and telephone number. 17) Employee Name (first, last) - Employee's last and first name. 18) Employee # - Company identification number. 19) Contact Telephone # - Best telephone number to contact employee. 20) Employee Type - Place a check mark beside “Part Time” or “Full Time”. 21) Job Title - Title of current position. 22) Hire Date -Date of hire. 23) Time in Current Duty Position - Indicate years and/or months in current position. 24) Hours worked today - Indicate the number of hours worked today. 25) Describe nature of Injury - In the description include body parts affected. 26) Present location of injured person - location of the event. 27) How treated and transported.- Describe how and where the injured person treated and transported. 28) Hospital or Doctor name/address/phone - Enter the required information 29) Training - Place a check mark to indicate the level of training. 30) Safety Equipment - Place a check mark beside the required safety equipment and what safety equipment was utilized or worn. 31) Aircraft Type - Name the aircraft Type. 32) Flight Number - Enter the Flight Number. 33) Registration Number - Enter the Registration Number. 34) Registration Number of any other aircraft involved (if any) - Enter the Registration Number. 35) Aircraft Damage - Check off the extent of the aircraft damage. 36) Interim repairs accomplished - Check off response with word description. 37) Man hours expended - Enter man hours expended in interim repairs. 38) Material expended - Enter any material expended in interim repairs (in dollars in known) 39) Company Vehicle - Enter the type of company vehicle. 40) Vehicle inspected - Was the damaged equipment inspected and checked. 41) Type and license number of equipment involved - Enter the Type and license number of equipment. 42) Equipment Involved - Place a check mark beside the equipment involved. 43) Recommendations to Prevent a Recurrence - Indicate recommendations or corrective action to prevent a recurrence of this event and add any comments. 44) Printed Name - Individual's name completing the investigation. 45) Signature - Individual's signature completing the investigation. FLIGHT OPERATIONS MANUAL 15.15 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

46) Date - Date investigator completed the investigation. Form 15.2 Injury/Damage/Accident/Incident Report (Form OFE-500)

 ,1-85<'$0$*($&&,'(17,1&,'(175(3257 DYDWDUDLUOLQHV )/,*+723(5$7,216 2)('(& ,QGLYLGXDO V FORVHVWWRWKHHYHQWVKRXOGFRPSOHWHWKLVIRUPDQGVXEPLWWR2&& &RQWURO \\\\PPGG  &RPSOHWHLQIRUPDWLRQDVDSSOLFDEOHRUHQWHU1$ QRWDSSOLFDEOH  &RPSOHWHIRUPPXVWEHHPDLOHGWR2&&ZLWKLQKRXUV(PDLOWR2&&ŽƉĞƌĂƚŝŽŶƐΛĂǀĂƚĂƌĂŝƌůŝŶĞ͘ĐŽŵ 2&&ZLOOIRUZDUGWKHID[HGFRS\RIWKHIRUPWR'LUHFWRURI6DIHW\XSRQUHFHLSW 2ULJLQDO&RS\LVWREHIRUZDUGYLDFRPSDQ\PDLOWRWKH'LUHFWRURI6DIHW\ $//(175,(66+28/'%(35,17(',1,1.$1'%(/(*,%/( Ƒ,1-85<Ƒ'$0$*(Ƒ$&&,'(17Ƒ,1&,'(17 6LWHRIHYHQW 'DWH 7LPH

(9(17'(6&5,37,21 'HVFULEHWKHHYHQW H[SODLQDVFOHDUO\DVSRVVLEOHDQG$77$&+3+2726LISRVVLEOH 







'HVFULEHKRZWKHHYHQWRFFXUUHG XVH6,7(',$*5$0LIQHFHVVDU\ 







:HUHDQ\LPPHGLDWHDFWLRQVWDNHQWRVWRSRUPLWLJDWHWKLVHYHQW"







6,7(',$*5$0 'LUHFWLRQV6KRZWKHOD\RXWRIWKHPDMRUFRPSRQHQWV EXLOGLQJVREVWDFOHVVWUXFNILUHDUHDVWD[LZD\VDQGORFDWLRQRISHUVRQQHO DWWKH WLPHRIWKHRFFXUUHQFH2ULHQWGLDJUDPWRWKHQRUWK 

















3DJH  FLIGHT OPERATIONS MANUAL 15.16 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Form 15.1.0. Injury/Damage/Accident Report/Incident (Form OFE-500)  ,1-85<'$0$*($&&,'(17,1&,'(175(3257 DYDWDUDLUOLQHV )/,*+723(5$7,216 2)('(& :,71(663$57,&,3$17 %HVXUHWRORRNIRUSHRSOHRXWVLGHWKHGHSDUWPHQW HJ3DVVHQJHU6HUYLFHV&DWHULQJ)XHOLQJ &RQWURO \\\\PPGG  $LUFUDIW0DLQWHQDQFHHWF 7KH\DUHZLWQHVVHVDVZHOODVSDUWLFLSDQWVLQWKHLQYHVWLJDWLRQ+DYH HDFKSHUVRQSUHSDUHDZLWQHVVVWDWHPHQW 3HUVRQQHO,QYROYHG 1DPHVDQG&RQWDFW1XPEHUV 







:LWQHVVHV,QYROYHG 1DPHVDQG&RQWDFW1XPEHUV 







&21',7,216±:($7+(5/,*+7,1* :KDWZHUHWKHZHDWKHUOLJKWLQJDQGYLVLELOLW\DWWKHWLPHRIWKHHYHQW":HUHWKHUHDQ\REVWUXFWLRQVDIIHFWLQJYLVLELOLW\" :HDWKHU /LJKWLQJ Ƒ&OHDUƑ5DLQ0LVWƑ)RJ Ƒ'D\OLJKWƑ'DZQ'XVN

Ƒ2YHUFDVWƑ6OHHW6QRZ Ƒ'DUNƑ$UWLILFLDO/LJKWLQJ

9LVLELOLW\ 2EVWUXFWLRQWR9LVLELOLW\

3+2726 3URYLGHSKRWRVRUGLJLWDOLPDJHVLISRVVLEOH 



$77$&+3+2726+(5( 6HQGGLJLWDOLPDJHVWR ƐĂĨĞƚLJΛĂǀĂƚĂƌĂŝƌůŝŶĞ͘ĐŽŵ 5HIHUHQFHWKH&RQWURO 



127,),&$7,21 3OHDVHLQGLFDWHEHORZZKRZDVQRWLILHG JLYLQJQDPHSKRQHQXPEHUZKHUHSRVVLEOH 

Ƒ2&&BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ$LUSRUW$XWKRULW\BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ6DIHW\BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ)LUH'HSDUWPHQWBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ3HUVRQQHOBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ,QVXUDQFH&RPSDQ\BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ0DLQWHQDQFHBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ3ROLFHBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ)$$BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ6HFXULW\BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ(07BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB Ƒ/HJDOBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB  3DJH FLIGHT OPERATIONS MANUAL 15.17 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Form 15.1.0. Injury/Damage/Accident/Incident Report (Form OFE-500) 

,1-85<'$0$*($&&,'(17,1&,'(175(3257 DYDWDUDLUOLQHV )/,*+723(5$7,216 2)('(& 3(56211(/,1-85< )LOOLQLQIRUPDWLRQSHUWDLQLQJWRWKHSHUVRQLQYROYHGRULQMXUHGDQGQRWHQDPHVRIRWKHUV,IPRUH &RQWURO \\\\PPGG  WKDQRQHSHUVRQLVLQYROYHGLQMXUHGFRPSOHWHDIRUPIRUHDFKSHUVRQ (PSOR\HH¶VQDPH (PSOR\HH

&RQWDFW7HOHSKRQH (PSOR\HH7\SHƑ)XOO7LPH Ƒ3DUW7LPH 'HSDUWPHQW -RE7LWOH

+LUHGDWH 7LPHLQ&XUUHQW'XW\3RVLWLRQ +RXUVZRUNHGWRGD\

'HVFULEHQDWXUHRILQMXU\ LQFOXGLQJERG\SDUWVDIIHFWHG 



3UHVHQWORFDWLRQRILQMXUHGSHUVRQ

+RZZDVWKHLQMXUHGSHUVRQWUHDWHGDQGRUWUDQVSRUWHG"



+RVSLWDORU'RFWRUQDPHDGGUHVVSKRQH



6$)(7<(48,30(1775$,1,1* ,VVDIHW\HTXLSPHQWUHTXLUHG" HJJORYHVIDFHPDVNHWF :KDWVDIHW\HTXLSPHQWZDVEHLQJXWLOL]HGRUZRUQGXULQJWKHHYHQW" +DVWKHHPSOR\HHEHHQWUDLQHGRQWKHSURSHUXVHRIWKLVHTXLSPHQW" 7UDLQLQJ Ƒ$GHTXDWHƑ)ROORZHGƑ,QVXIILFLHQWƑ1RW)ROORZHG 6DIHW\(TXLSPHQW 87,/,=('  87,/,=('  5(4¶' 5(4¶' :251 :251 Ƒ Ƒ +HDULQJ3URWHFWLRQ Ƒ Ƒ )DOO3URWHFWLRQ  Ƒ Ƒ 6DIHW\9HVW Ƒ Ƒ 6DIHW\5DLO

Ƒ Ƒ *RJJOHV*ODVVHV Ƒ Ƒ 2WKHU $,5&5$)7'$0$*( 7\SH )OLJKW

5HJLVWUDWLRQ1 5HJLVWUDWLRQRIRWKHUDLUFUDIWLQYROYHG LIDQ\ 

(VWLPDWHGH[WHQWRIDLUFUDIWGDPDJH FKHFNRQH  0$-25 6(5,286 0,125 Ƒ2YHUKRXUVUHTXLUHGWRUHSDLU Ƒ%HWZHHQDQGKRXUVUHTXLUHGWR Ƒ/HVVWKDQKRXUVUHTXLUHGWRUHSDLU GDPDJH FRPSOHWHUHSDLUV GDPDJH ,QWHULPUHSDLUVDFFRPSOLVKHG"Ƒ

0DQKRXUVH[SHQGHGLQLQWHULPUHSDLUV 0DWHULDOH[SHQGHGLQLQWHULPUHSDLUV LQGROODUVLINQRZQ 

3DJH FLIGHT OPERATIONS MANUAL 15.18 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

Form 15.1.0. Injury/Damage/Accident/Incident Report (Form

OFE-500)

,1-85<'$0$*($&&,'(17,1&,'(175(3257 DYDWDUDLUOLQHV )/,*+723(5$7,216 2)('(& 9(+,&/((48,30(17'$0$*( :KDWHTXLSPHQWZDVLQYROYHGDQGLWVPHFKDQLFDOFRQGLWLRQ":DVWKHYHKLFOHLQVSHFWHGDQG &RQWURO \\\\PPGG  FKHFNHG HJEUDNHVHWF "*HWWKHYHKLFOHHTXLSPHQWQXPEHULISRVVLEOH &RPSDQ\YHKLFOH Ƒ9HKLFOH V ,QVSHFWHG 7\SHDQG/LFHQVH1RRI*6(HTXLSPHQWLQYROYHG



/LFHQVHRU6HULDORIHTXLSPHQWYHKLFOH V LQYROYHG

(48,30(17,192/9('

Ƒ /DY7UXFNBBBBBBBBBBBBBBBBBB Ƒ 6WDLUV/DGGHU Ƒ &KHPLFDO

Ƒ &DWHULQJ7UXFNBBBBBBBBBBBBBB Ƒ :RUN6WDQG Ƒ /XJJDJH&DUJR

Ƒ 7XJBBBBBBBBBBBBBBBBBBBBBBB Ƒ %DJ%HOW Ƒ 3XEOLF3URSHUW\

Ƒ &DUWBBBBBBBBBBBBBBBBBBBBBBB Ƒ 7RZ%DU Ƒ +DQG7RROV

Ƒ %HOW/RDGHUBBBBBBBBBBBBBBBBB Ƒ -HWEULGJH Ƒ 3DVVHQJHU Ƒ )RUNOLIW Ƒ :KHHOFKDLU Ƒ 2WKHU Ƒ $QRWKHU9HKLFOH Ƒ &RPSXWHU  &200(176$1'5(&200(1'$7,216 :KDWUHFRPPHQGDWLRQVZRXOG\RXPDNHIRUFRUUHFWLYHDFWLRQWRSUHFOXGHDUHRFFXUUHQFHRIWKLVHYHQW" $GGDQ\FRPPHQWV\RXIHHOSHUWLQHQW 























27+(5'2&80(17$7,21 $WWDFKVWDWHPHQWVRIWKRVHLQYROYHGDVVRFLDWHGUHSRUWVZLWQHVVVWDWHPHQWVVFKHPDWLFVGUDZLQJVSKRWRV LIDYDLODEOH RIHTXLSPHQW DLUFUDIWORFDWLRQDQGGDPDJH&RQWLQXHRQVHSDUDWHVKHHW V DVQHFHVVDU\ 7RWKHEHVWRIP\NQRZOHGJHWKHLQIRUPDWLRQJLYHQLVFRPSOHWHDQGDFFXUDWH&RPSOHWHGE\ 3ULQWHG1DPH 6LJQDWXUH 'DWHRIWKLV5HSRUW

. FLIGHT OPERATIONS MANUAL 15.19 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

7 OTHER REPORTS

7.1 General

The NASA Program does not eliminate responsibility for reports, narratives or forms presently required by existing directives.

7.2 Near – Midair Collision Reporting 1) Definition – A near midair collision (NMAC) is defined as an incident associated with the operation of an aircraft in which a possibility of a collision occurs as a result of proximity of less than 500 ft. to another aircraft, or a report is received from a pilot or flight crew member stating that a collision hazard existed between two or more aircraft (AIM). 2) It is the responsibility of the Captain to determine whether a near midair collision did actually occur and, if so, to initiate a NMAC Report. 3) If safety was jeopardized, when filing the report: a) The term Near Midair Collision must be used. b) Advise dispatch, by radio, of the time and place. Give a brief description of the incident. If unable to contact dispatch while airborne, contact by telephone at the next point of landing. c) File a Pipeline immediately upon return to base. 4) Items to be Reported: a) Date and Time (UTC) of incident. b) Location of incident and altitude. c) Identification and type of reporting aircraft, aircrew destination, name and home base of pilot. d) Identification and type of other aircraft, aircrew destination, name and home base of pilot. e) Type of flight plans; station altimeter setting used. f) Detailed weather conditions at altitude or flight level. g) Approximate courses of both aircraft: indicate if one or both aircraft were climbing or descending. h) Reported separation in distance at first sighting, proximity at closest point horizontally and vertically, length of time in sight prior to evasive action. i) Degree of evasive action taken, if any (from both aircraft, if possible). j) Injuries, if any.

7.3 Bird or other Wildlife Strike Reports

Both crew members should file an FAA Form 5200-7, Wildlife Strike Incident/ Investigation Report, which is available electronically on JetNet. FLIGHT OPERATIONS MANUAL 15.20 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

7.4 Laser Strike Reports

In the event of a laser illumination incident, both crew members must submit a Irregularity Report within 24 hours of the event. The report should include the following information: 1) Date and Time (UTC) of incident. 2) Location of incident and altitude. 3) Visibility and atmospheric conditions. 4) Color(s) of the light. 5) Degree of evasive action taken, if any, and movement of the light. 6) Position of light relative to the aircraft. 7) Tracking of the light relative to the aircraft. 8) The number of sources of light. 9) Length of light exposure. 10) Effect of light on performing tasks. 11) Any visual effects experienced (i.e., temporary loss or disruption of vision). 12) Any notifications made to ATC.

7.5 Fatigue Risk Management Program Reports

In the event of a fatigue call, the flight crew member must complete a mandatory Fatigue Call Report within 48 hours. A link for the Fatigue Call Report can be found on Avatar Airlines Safety page in MIS.

7.6 Magnetic Field Variation Report

Areas of known or suspected magnetic field anomalies have been found to exist at certain airports. This information is available in the 7P pages in Jeppesen Airway Manual for each airport where this condition is found to exist. If an anomaly is found to exist, one crew member must send a debrief reporting the event to the appropriate aircraft fleet manager. This information should include details of the event (i.e. amount of variation), airport and location on the field where the event occurred. FLIGHT OPERATIONS MANUAL 15.21 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021 FLIGHT OPERATIONS MANUAL 15.22 CHAPTER 15 - REPORTS AND FORMS ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 16.1 CHAPTER 16 TOC ARevision: A avatar airlines 01-Apr-2021

CHAPTER 16 TOC Chapter 16 TOC

CHAPTER 16 - ABNORMAL AND EMERGENCY ...... 16.1 1. IN FLIGHT EMERGENCY ...... 16.1 1.1 Emergency Conditions...... 16.1 1.2 Declaration of Emergency ...... 16.1 1.3 Reporting an Emergency ...... 16.2 1.4 Cockpit Crewmember Policy Cabin In Flight Problems ...... 16.3 1.5 Incapacitated Crewmember...... 16.3 1.6 Engine Failure in Flight ...... 16.6 1.7 Mechanical Failures Involving Safety ...... 16.6 1.8 Re-setting of Circuit Breakers...... 16.7 1.9 Minimum Fuel Advisories – Pilot/Controller Responsibilities ... 16.7 1.10 Fire on Board ...... 16.7 1.11 Emergency Landing...... 16.7 1.12 Overweight Landing...... 16.9 1.13 OCC Handling of an Emergency ...... 16.10 1.14 OCC Procedure In Flight Emergency ...... 16.10 1.15 Pilot/Maintenance Communication ...... 16.11 1.16 TCAS II Operational Use and Policies...... 16.11 2. EMERGENCY EVACUATION ...... 16.16 2.1 Emergency Evacuation Preparation ...... 16.16 2.2 Sabotage Threat...... 16.17 2.3 K9 Explosive Detection Teams...... 16.18 2.4 Termination of Emergency...... 16.18 3. COMMUNICATION FAILURE ...... 16.18 3.1 Transponder Codes ...... 16.18 3.2 Two-Way Radio Failure ...... 16.19 3.3 Departing Clearance Limit Fix ...... 16.20 4. ACCIDENTS ...... 16.20 4.1 Landing Accident ...... 16.20 4.2 Accident Investigations ...... 16.21 5. VOICE RECORDER/FLIGHT DATA RECORDER ...... 16.22 5.1 Cockpit Voice Recorder – Policies...... 16.22 5.2 Cockpit Voice Recorder – Procedures...... 16.22 5.3 Flight Data Recorder – Procedures ...... 16.23 6. OFF-LINE LANDING ...... 16.23 6.1 Off-Line Landing ...... 16.23 6.2 Search and Rescue ...... 16.24 6.3 Overdue Aircraft Procedure ...... 16.25 FLIGHT OPERATIONS MANUAL 16.2 CHAPTER 16 TOC ARevision: A avatar airlines 01-Apr-2021

THIS PAGE INTENTIONALLY LEFT BLANK FLIGHT OPERATIONS MANUAL 16.1 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

Chapter 16CHAPTER 16 - ABNORMAL AND EMERGENCY

1 IN FLIGHT EMERGENCY

1.1 Emergency Conditions 14 CFR 121.557, 121.559 1) Either the Captain of a flight or the Dispatcher may, at his discretion, declare an emergency when any circumstance or condition jeopardizes safety of flight. 2) In an emergency, the Captain is authorized to use any airport and to deviate from prescribed methods, procedures or minimums, in the interest of safety, and to resolve upon a course of action dictated by circumstance. 3) The following are considered an Emergency Condition: a) Flight unable to establish definite position. b) Flight 15 minutes or more overdue and not heard from at terminal, intermediate station or check point. c) Failure or malfunctioning of aircraft or any component, which interferes with safe operation (i.e., engine failure, flight control failure, loss of flight instrumentation, etc.). d) Indication of fire on board aircraft. e) Priority in air traffic control by ATC or Tower, at request of the pilot. f) Communications or navigation facilities impaired to point where orientation and letting-down-through procedures are difficult or impossible. g) Any circumstance or condition jeopardizing safety of flight, and which requires deviation from prescribed methods, procedures or minimums in the interest of safety. h) Flight has less than 30 minutes of fuel remaining on board. (IATA Standard)

1.2 Declaration of Emergency 14 CFR 121.557, 121.559 1) Pilots shall report immediately to ATC and Flight Dispatch any emergency change in altitude or flight plan, giving action taken and reason. 2) In any emergency that may involve determining the exact location of an airplane, or where rescue facilities may be required (except where the emergency occurs at a known airport), notify ATC first. 3) Close cooperation, initiative and good judgement on the part of the Captain and Dispatcher are especially imperative under emergency conditions. 4) As much as possible, the Captain shall keep the Dispatcher informed of his progress and procedure during any exercise of emergency authority. 5) If the Dispatcher does not agree that the Captain’s procedure is the best possible, he shall so advise the Captain. FLIGHT OPERATIONS MANUAL 16.2 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

6) Pan and Mayday are the International Emergency Code Words and they command priority over other communications. a) Pan has priority over all communications except Mayday and should be used when an emergency does not constitute a grave danger, but does require immediate attention and assistance from ATC. (Example: An aircraft cruising at 10,000 ft. is struck by lightning, experiences no structural damage, but loses all navigational radios.) b) Mayday commands absolute priority over all communications and should be used when the aircraft is in grave and imminent danger. 7) If operating in a transponder environment, set transponder to Code 7700. 8) Contact ATC and give the nature of the emergency/emergency condition, the Captain’s intentions and what assistance is required. If ATC does not respond on the assigned frequency, attempt contact with any FSS, Tower or other ATC agency within range or use 121.5 MHz, the standard VHF Emergency Frequency. Transmit as much of the following as possible: a) The emergency call, Pan or Mayday, as appropriate, repeated three times. b) Flight identification. c) Type of aircraft. d) Position and altitude (heading and TAS, if relevant). e) Nature of emergency. f) Captain’s intentions. g) Assistance required. h) Fuel remaining in hours and minutes (if relevant). 9) Accept the communications control offered by the ground station and do not change frequency unless advised to do so.

1.3 Reporting an Emergency 14 CFR 121.557, 121.559 1) The Captain shall, not later than his return to base station, and within 24 hours, file a Irregularity Report Form OMX-109 of all circumstances involving exercise of emergency authority, including the emergency conditions encountered. a) The report shall be filed with the Chief Pilot, who shall forward it to the Vice President Flight Operations, and should give a complete and concise account of the incident or condition, action taken and any malfunction(s) experienced. b) In the event that the emergency necessitated deviation from any rule or procedure of this manual or the CFRs, the report shall also contain that information. After submission to the Chief Pilot, Avatar Airlines will be responsible for forwarding the report to the FAA FSDO having jurisdiction over Avatar Airlines. c) The report shall be forwarded to the FSDO within 10 days of the deviation upon returning to his/her home base. FLIGHT OPERATIONS MANUAL 16.3 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

2) The Dispatcher involved shall complete an operational irregularity form for all circumstances involving exercise (by either Captain or Dispatcher) of emergency authority. A complete and concise account of the incident or condition and action taken shall be given. Give the report to the Manager of Dispatch who will forward, in triplicate, to the Vice President of Flight as soon as possible and in no case more than five days after the occurrence. The Dispatchers report must be forwarded to the FAA within 10 days of the event. 3) After termination of an emergency, the Manager of Dispatch shall make a detailed written report, in triplicate, to the Vice President Flight Operations, including statements from the personnel in the SOCC who handled the emergency. 4) When ground personnel have any information which may be pertinent to the circumstances causing a Captain to declare an emergency or bearing on his subsequent action, a report should be made to the station general manager, who will forward the report to the Vice President Flight Operations. 5) The station concerned and/or the OCC may not delegate their respective responsibilities for notification as specified in these procedures. It is important that there be understanding and agreement between the person handling local station notification and OCC as to the handling of any particular incident prior to beginning notification procedures. Failure to do so can result in a single occurrence being reported in different categories to local NTSB and FAA personnel.

1.4 Cockpit Crewmember Policy Cabin In Flight Problems 1) The decision concerning a course of action to be followed in dealing with cabin in flight abnormalities and emergencies rests solely with the Pilot- in-Command. They will assess the gravity of the situation as it pertains primarily to the safety of flight, passenger comfort and schedule reliability. 2) Pilots will not leave the cockpit in case of a disturbance in the cabin. Refer to Cockpit and Cabin Lockdown Procedures in the Security Section of this manual. 3) No cockpit crew member shall expose himself to possible injury or prolonged absence from his cockpit position. 4) If a potentially hazardous situation cannot be resolved within the criteria above, an unscheduled landing should be considered.

NOTE See Paragraph 1.5 for Incapacitated Crewmember Procedures.

1.5 Incapacitated Crewmember

There are two general categories: 1) Obvious incapacitation – usually resulting in complete incapacitation; stroke, seizures, heart attack, etc. 2) Subtle incapacitation – partial in nature or short duration; fatigue, low blood sugar, preoccupation with non-duty issues, drug side effects, hypoxia, etc. FLIGHT OPERATIONS MANUAL 16.4 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

3) Obvious incapacitation is quickly and easily recognized; recognition of subtle incapacitation is enhanced by: a) Strict adherence to Standard Operating Procedures, deviation from which may indicate a problem. b) Crew concept operations with free-flowing communications. c) Use of the “two communication rule.” Anytime a crew member does not respond appropriately to two successive verbal communications, or deviates from a procedure (first) and then does not respond to a corrective call (second), the possibility of subtle incapacitation should be suspected. 4) In the event a required pilot becomes incapacitated, the first priority of the remaining pilot is to fly the aircraft and assume control, as the role of Pilot-in-Command is assumed. 5) If a required flight crew member becomes incapable of performing his assigned duties, the Captain (or First Officer if the Captain is incapacitated) may assign another flight crew member(s), or an available company employee, such as a Check Airman or deadheading crew member, to attend to the ill or injured crew member, and to assist in accomplishment of the safety of flight duties which remain unaccomplished. Appropriately qualified medical personnel may attend to the ill crew member. At the first opportunity after stabilizing the incapacitated crew member, the person attending the ill crew member will notify the Pilot-in-Command of the situation, including recommendation as to medical assistance necessary either immediately (divert situation) or on arrival at the scheduled destination. The Pilot-in-Command will advise OCC as to the crew member’s condition; OCC will make appropriate medical arrangements coordinating with the arrival station or airport management to facilitate the medical arrangements. Telephone patch with medical assistance personnel may also be considered. The Pilot-in-Command will advise ATC of the situation. An emergency should be declared if either cockpit crew member is affected. Emergency declaration should also be considered when a Flight Attendant is affected, taking into account such issues as passenger load and supplemental assistance on board. Depending on the condition of the ill crew member, immediate medical attention should be waiting on arrival. After parking at the gate and engine shut down has been accomplished, the ill crew member should be evacuated as tactfully and discretely as possible. A crew member, station personnel, or other company employee should proceed to the main passenger door and assist the passengers in deplaning. Sensitivity to the passengers’ experience should be shown as each passenger exits. 6) Incapacitated Pilot The first priority of the Pilot-in-Command is aircraft control. The following steps provide guidelines for on-going tasks: a) Notify the Flight Attendant, if applicable and request assistance in the cockpit. b) The ill pilot’s seat may be moved full aft; seatbelt and shoulder harness locked to position the ill pilot clear of all controls. FLIGHT OPERATIONS MANUAL 16.5 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

c) If necessary, have an unconscious or gravely stricken pilot removed from the cockpit. If necessary, the Flight Attendant will enlist help from other company personnel on board, or an able bodied passenger. Depending upon the condition of the ill pilot they should be seated in an available passenger seat, or placed on the floor in the galley area. Caution should be used to preclude blocking of any required exit route. d) The Pilot-in-Command will request clearance to the nearest suitable airport. The following assistance may be solicited: 1) An Company carrier pilot may occupy the empty seat. Depending on their qualification in the particular aircraft, some ad lib transition orientation may need to be accomplished by the regularly assigned crew member. 2) At the discretion of the Pilot-in-Command, a pilot-passenger from another airline, or non-airline pilot may occupy the empty seat. Caution should be exercised in this case to preclude the person from activating systems or moving controls except upon direct and explicit order from the Pilot-in-Command. The best use of this individual would be to manage check lists, provide radio assistance and assist withcockpit-cabin communications. 7) Incapacitated Flight Attendant a) Two F/A Cabin If two Flight Attendants are assigned to the flight, when one becomes incapacitated, the other will attend to the ill Flight Attendant and continue to accomplish all required duties. The remaining Flight Attendant will occupy the #1 jumpseat for landing. 1) The (assuming) crew member should make the ill Flight Attendant as comfortable as possible. Depending on the condition of the ill Flight Attendant, he or she should be seated in any available passenger seat at non-exit row or placed on the floor in the galley area. Caution should be used to preclude blocking of any required exit route. 2) If on a full flight, incapacitated Flight Attendant may be placed with back against fuselage on two-seat side at non-exit row on floor in between seats. 3) A PA will be made explaining the problem to the customers. An AMR Eagle Flight Attendant could assume some duties, depending on their qualification on that particular aircraft. 4) Beverage service will be terminated immediately and all service items will be collected and secured. special attention will be directed to securing any items of mass which may have been left unsecured. 5) Remind the passengers to observe the NO SMOKING and FASTEN SEATBELTS sign. 6) Depending on the condition of the ill Flight Attendant, immediate medical attention should be waiting. After parking at the gate and engine shut down has been accomplished, the ill Flight Attendant should be evacuated as tactfully and discretely as possible. FLIGHT OPERATIONS MANUAL 16.6 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

7) One F/A Cabin i. If able, request assistance from a passenger or deadheading crew member. ii. If the Flight Attendant fails to respond to calls from the cockpit or if there is no sign of Flight Attendant activity for a prolonged period of time, the Captain will attempt to contact the Flight Attendant using the PA System. iii. If the Flight Attendant does not respond, the First Officer will utilize the door viewer to look for Flight Attendant activity. iv. A PA Announcement from the cockpit will be made requesting assistance for the Flight Attendant. Under no circumstances will a cockpit crew member enter the cabin. v. The cockpit crew members will assume the responsibility for PAs. vi. The Captain will confer with Dispatch and land at the nearestsuitable airport. vii. After the aircraft is parked, a crew member will proceed to the main passenger door, open door and if necessary deploy the stairs. The crew member will then stay and assist the customers in deplaning.

1.6 Engine Failure in Flight 14 CFR 121.565 1) When an engine of an aircraft fails or is shut down in flight as a precautionary measure to prevent possible damage, a landing shall be made at the nearest suitable airport in point of time where a safe landing can be effected. 2) When an engine is shut down in flight, the Captain shall immediately notify the ATC and dispatch center, advise of his intentions and provide a revised flight plan, if necessary.

1.7 Mechanical Failures Involving Safety

In the event of any mechanical failure which may involve the safety of the flight, the Captain shall proceed to and land at the nearest suitable airport where a safe landing can be made. FLIGHT OPERATIONS MANUAL 16.7 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

1.8 Re-setting of Circuit Breakers 1) There is a latent danger in re-setting circuit breakers tripped by an unknown cause because the tripped condition is a signal that something may be wrong in the related circuit. Until it is determined what has caused a trip to occur, a flightcrew, maintenance or airplane ground servicing personnel usually have no way of knowing the consequences of resetting a tripped circuit breaker. Re-setting a circuit breaker tripped by an unknown cause should normally be a maintenance function conducted on the ground. 2) Refer to the aircraft AOM Volume 1 for Re-setting Procedures.

1.9 Minimum Fuel Advisories – Pilot/Controller Responsibilities

With a minimum fuel situation, the pilot and controller responsibilities are as follows: 1) Pilot a) Advise ATC of your minimum fuel status when your fuel supply has reached a state where, upon reaching destination, you cannot accept any undue delay. b) On initial contact with ATC, the term “Minimum Fuel”, should be used after stating the call sign. c) Be aware this is not an emergency situation but merely an advisory that indicates an emergency situation is possible should any undue delay occur. d) Be aware a minimum fuel advisory does not imply a need for traffic priority. e) If the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing you should declare an emergency, on account of low fuel, and report fuel remaining in minutes.

NOTE The Captain shall declare an emergency when there is less than 30 minutes of fuel remaining on board. (IATA Standard)

f) Controller 1) When an aircraft declares a state of minimum fuel, relay this information to the facility to whom control jurisdiction is transferred. 2) Be alert for any occurrence which might delay the aircraft.

1.10 Fire on Board

Any indication of fire on board the aircraft may constitute an emergency. The Captain will be guided by the procedure for handling fires as contained in the Emergency Section of the Aircraft Operating Manual (AOM), Volume 1.

1.11 Emergency Landing 1) Consider using a military airport for an emergency landing whenever rescue equipment at the military airport is superior to that of the commercial airport considered for use. FLIGHT OPERATIONS MANUAL 16.8 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

2) Before an emergency landing, if circumstances permit, the Captain shall: a) Notify OCC, through any available means, of time, place and cause of intended landing. b) Direct Flight Attendant(s) to take appropriate passenger protective precautions. FLIGHT OPERATIONS MANUAL 16.9 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

3) As soon as possible after landing, the Captain shall: a) Contact OCC or the station general manager, whichever can be reached quickest, giving place, time and cause of landing and condition of passengers, cargo and aircraft. b) Follow OCC instructions on disposition of passengers and cargo. If unforeseen indefinite delay develops, the Captain shall take best possible care of passengers, and notify OCC. c) An AML entry and a Incident Report (Form OFE-500) are required.

1.12 Overweight Landing 1) Landing at any weight that exceeds the maximum landing weight as stated in the Aircraft Operating Manual (AOM), Volume 1, Limitations section is defined as an overweight landing and should only be accomplished in certain situations defined below in paragraph C. 2) An overweight landing should be differentiated from landing at a weight that exceeds runway or climb limited landing weights, which in some cases may be less than the aircraft’s maximum structural landing weight. Landing at a weight that exceeds the runway or climb limited landing weights compromises landing safety margins and may only be attempted in a critical emergency situation. 3) An overweight landing may be made after ensuring the aircraft’s weight is below the runway limited landing weight and climb limited landing weights and when: a) Any condition or combination of conditions exists where an expeditious landing could reduce the exposure to these or additional problems which might result in a compromise or degradation of safety. b) Any malfunction or failure occurs that renders the aircraft unairworthy or unable to continue the flight according to plan. c) Serious illness of a passenger or crew member that requires immediate medical attention. d) Any other emergency situation exists. 4) Aircraft certification requires demonstration of a touchdown vertical rate of 600 FPM at maximum allowable landing weight, and 360 FPM at maximum certified takeoff weight without imposing structural damage. Therefore, a normal touchdown of 200-300 FPM should impose no structural problems, but may require an overweight landing inspection. 5) Whenever an overweight landing is made, the following is required: a) An AML entry must be made stating the aircraft’s landing weight, estimated sink rate at touchdown and any comments regarding the landing (i.e., hard, normal or soft). b) Contact MOC to determine if the write-up may be an “INFO TO MAINTENANCE”. IF NOT: c) An AML sign off must be completed by maintenance prior to the next flight. d) The Captain must submit a Irregularity Report Form OMX-109 stating that an overweight landing was made using the Captain’s emergency authority based on one of the four reasons stated in paragraph C above. FLIGHT OPERATIONS MANUAL 16.10 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

e) Dispatch should be notified as soon as possible.

1.13 OCC Handling of an Emergency 14 CFR 121.557 ATC Centers are the coordinating agencies for search and rescue. They have communication networks to immediately alert all agencies that may be able to assist. 1) The Dispatcher aware of an emergency shall take full charge of the situation, devoting his entire attention to providing the flight with all possible information and aid. He shall call upon the best available technical personnel for advice and delegate to other Dispatchers any detail which might interfere with his effectiveness in aiding the flight. 2) The Dispatcher shall immediately notify and advise the Captain of any emergency situation arising enroute, of which he has knowledge, and shall determine the Captain’s final decision and see that it is entered in the radio log. 3) The Dispatcher will keep the Captain informed of what he is doing, and what other agencies are doing, to assist him. Broadcast this information blind, if necessary. However, ATC clearances may not be broadcast in the blind without the specific approval of ATC. 4) Each ARINC network has 24-hour daily recording communications capability from at least one Control Station. Recordings are retained by ARINC for a period of 30 days, and transcripts or tapes are available on request during this period. 5) All stations in the area shall follow the Dispatcher’s instructions, comply with his requests and keep his office advised on every aspect of the emergency of which they are, or become, aware. 6) The Dispatcher shall confirm all verbal emergency instructions by record message at the earliest practical moment.

1.14 OCC Procedure In Flight Emergency 1) The Dispatcher will: a) Get flight location and advise the Captain of nearest suitable airport. Use a military airport if rescue equipment superior to that at commercial airport. b) Take action as requested by the Captain. 2) When an aircraft experiencing a fire or fire warning is preparing to land, emergency equipment shall be immediately available at the scene. 3) When landing gear trouble is encountered, emergency equipment shall be available for immediate use on airport before the landing is attempted. 4) The control tower shall be advised when an aircraft is preparing to land with one engine inoperative; emergency equipment will be alerted to stand by in the equipment house. 5) In any other circumstance, have appropriate ground assistance (emergency equipment, maintenance personnel, ambulance, etc.) alerted or available. 6) Have maintenance and supervisory pilot personnel available. FLIGHT OPERATIONS MANUAL 16.11 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

7) If appropriate, notify ATC to alert search and rescue, giving them the following: a) Agency and person calling. b) Flight plan of aircraft. c) Time last transmission received. d) Last position report. e) Time fuel expected to be exhausted. f) Whether two-way communication is available – advise them frequencies to be guarded. g) Any action taken by the reporting office. h) Number of persons on board. i) Other pertinent remarks. j) Keep the flight crew informed.

1.15 Pilot/Maintenance Communication

Fullest possible use of pilot/maintenance communication capabilities should be made in obtaining qualified assistance following in flight failures or malfunctions and in determining remaining capabilities and a course of action. When deemed appropriate by the Captain, refer to the procedures specified in Section 11 to establish communication with OCC and MOC.

1.16 TCAS II Operational Use and Policies 14 CFR 91.123, AC120-55C 1) TCAS II is intended to serve as a backup to visual collision avoidance, application of “right-of-way rules” and air traffic separation. 2) For TCAS to work as designed, immediate and correct crew response to TCAS advisories is essential. Delayed crew response or reluctance of a flight crew to adjust the aircraft's flight path as advised by TCAS due to ATC clearance provisions, fear of later FAA scrutiny, or other factors which could significantly decrease or negate the protections afforded by TCAS. 3) Flight crews are expected to respond to TCAS advisories in accordance with the following guidelines: a) Respond to TAs by attempting to establish visual contact with the intruder aircraft and other aircraft which may be in the vicinity. Coordinate to the degree possible with others on the flight deck to assist in searching for traffic. Do not deviate from an assigned clearance based only on “TA” information. For any traffic that is acquired visually, continue to maintain or attain safe separation in accordance with current regulations and good operating practices. b) When an RA occurs, the Pilot-Flying should respond immediately by direct attention to RA displays and should maneuver as indicated, unless doing so would jeopardize the safe operation of the flight FLIGHT OPERATIONS MANUAL 16.12 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

Caution

CAUTION SHOULD BE EXERCISED AS THE AIRCRAFT SEEN MAY NOT BE THE AIRCRAFT CAUSING THE RA

c) Satisfy RAs by disconnecting the autopilot and using prompt, positive control inputs in the direction and with the magnitude TCAS advises. To achieve the required vertical rate (normally 1,500 ft. per minute (fpm) climb or descent), first adjust the aircraft’s pitch using the suggested guidelines shown in the table below. For TCAS to provide safe vertical separation, initial vertical speed response is expected within five seconds of when the RA is first displayed. Vertical speed responses should be made to avoid IVSI red arcs and, if applicable, to accurately fly to the IVSI green arc. Speed Pitch Adjustment 0.80 Mach 2° 250 KIAS below 4° Approach below 200 5° to 7° d) Respond immediately to any “increase” or “reversal” RA maneuver advisories. Initial vertical speed response to an increase or reversal RA is expected by TCAS within 2½ seconds after issuance of the advisory. Again, avoid red arcs and fly to the green arc. e) The Pilot Monitoring shall advise the Pilot-Flying when there is a deviation from the vertical flight path indicated by TCAS. The Pilot Monitoring, as well as any on board observers, also will assist in the visual search for the intruder and continue to cross-check the TCAS displayed information with other available traffic information to ensure the RA response is being flown correctly f) If an initial corrective RA is downgraded or weakened (i.e., a CLIMB RA downgrades to a DON’T DESCEND RA), pilots should respond to the weakening RA and adjust the aircraft’s vertical speed accordingly, but still keep the needle or pitch guidance symbol out of the red arc. Prompt reaction to a weakened RA will minimize altitude excursions and potential disruptions to ATC. This will allow for proper TCAS-to-TCAS resolution of encounters and reduce the probability of additional RAs against the intruder or other traffic. g) Excessive responses to TCAS RAs are inappropriate and may increase interference with other traffic, resulting in additional RA’s. 4) Compliance with clearances and rules, and coordination with Air Traffic Control. FLIGHT OPERATIONS MANUAL 16.13 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

a) It may not be possible to respond to a TCAS RA and continue to satisfy an ATC clearance at the same time. Even if a TCAS RA maneuver is inconsistent with the current clearance, respond appropriately to the RA. Since TCAS tracks all transponder- equipped aircraft in the vicinity, responding to an RA for an intruder assures a safe avoidance maneuver from that intruder and from other Mode C-equipped aircraft. The exception noted in paragraph C. 2, above, are not contrary to this guidance, but are meant to decrease the number of nuisance excursions and unsafe handling of the aircraft. b) If a TCAS RA requires maneuvering contrary to “right-of-way rules,” “cloud clearance” rules for visual flight rules (VFR) flight, instrument flight rules (IFR), or other such criteria, pilots are expected to follow the TCAS RAs to resolve the immediate traffic conflict. Deviations from rules or clearances should be kept to the minimum necessary to satisfy a TCAS RA. c) If a TCAS RA response requires deviation from an ATC clearance, expeditiously return to the current ATC clearance when the traffic conflict is resolved or the TCAS message “CLEAR OF CONFLICT” is heard, or follow any subsequent change to clearance as advised by ATC. In responding to a TCAS RA that directs a deviation from assigned altitude, crew members must communicate with ATC as soon as practical after responding to the RA. When the RA is cleared, the flight crew shall advise ATC they are returning to their previously assigned clearance or should acknowledge the amended clearance if one is issued. In addition, the flight crew’s discretionary use of other types of reports may be desired. d) If a TCAS RA maneuver is contrary to other critical cockpit warnings, then those other critical warnings are to be respected as outlined in the aircraft’s AOM Volume 1. Responses to stall warning, windshear and GPWS alerts take precedence over a TCAS RA, particularly when the aircraft is less than 2,500 ft. above ground level. e) Flight crews should use TCAS traffic information displays to increase their awareness of nearby traffic and to assist in establishing visual contact with other aircraft. 5) Other TCAS Operating Rules and Policies. a) Unless otherwise approved or directed by this manual or AOM Volume 1, pilots are expected to operate TCAS while in flight in all airspace, including oceanic, international and foreign airspace. b) When feasible, flight crews should use the same altitude data source (mode) that is being used by the PF to provide altitude information to TCAS and the ATC transponder. Using a common altitude source precludes unnecessary RAs due to differences between altitude data sources (modes). c) Note and accurately report TCAS encounters and system anomalies in accordance with Company policies so that remedial improvements to TCAS or the National Airspace System (NAS) may be initiated. FLIGHT OPERATIONS MANUAL 16.14 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

d) TCAS mechanical malfunctions shall be reported via normal maintenance discrepancy – reporting channels. TCAS does not alter nor diminish the pilot’s basic authority and responsibility to ensure safe flight. Since TCAS does not respond to aircraft which are not transponder-equipped or aircraft with a transponder failure, TCAS alone does not ensure safe separation in every case. Also, other aircraft may not be able to maneuver due to equipment malfunctions. Further, TCAS RAs may, in some cases, conflict with flight path requirements due to terrain, such as an obstacle limited climb segment or an approach to rising terrain. e) Loss of all transponder function will result in loss of altitude and aircraft identification information, and TCAS. In these cases, use increased vigilance as aircraft position information will be lost to other aircraft in the vicinity using traffic information systems. 6) Since an instrument procedure or IFR clearance may be predicated on avoidance of high terrain or obstacles, it is particularly important that pilots maintain situational awareness and continue to use good operating practices and judgment when following a TCAS RA. Maintain frequent outside visual scan, “see-and-avoid” vigilance and continue to communicate as needed and as appropriate with ATC. 7) The potential consequences of maneuvering improperly or contrary to an RA include: a) An aircraft seen visually may not necessarily be the aircraft causing the RA or may not be the only aircraft to which TCAS is responding. b) It is difficult to visually determine the vertical displacement of other aircraft especially when ground reference information is unreliable or when at cruise altitudes where the earth’s horizon is obscured. Therefore, disregarding RA information and maneuvering vertically, based solely on visual acquisition, may result in loss of safe separation. c) ATC does not know when TCAS issues RAs. It is possible for ATC to unknowingly issue instructions that are contrary to the TCAS RA indications. Safe vertical separation may be lost during TCAS coordination when one aircraft maneuvers opposite the vertical direction indicated by TCAS and the other aircraft maneuvers as indicated by TCAS. As a result, both aircraft may experience excessive altitude excursions in “vertical chase” scenarios due to the aircraft maneuvering in the same vertical direction. Accordingly, during an RA, do not maneuver contrary to the RA solely based on ATC instructions. d) ATC may not be providing separation service or be communicating with the aircraft causing the RA. e) Failure to maneuver during a coordinated encounter with another TCAS equipped aircraft can result in loss of safe separation. 8) The following TCAS “good operating practices” are encouraged: a) During flight, TCAS displays should be used to enhance situational awareness. Displays which have a range selection capability should be used in an appropriate range setting for the phase of flight. FLIGHT OPERATIONS MANUAL 16.15 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

b) It is appropriate to operate TCAS in the “TA ONLY” mode in circumstances where unnecessary RAs frequently occur and where such RAs are disruptive to the operation of aircraft. Use increased vigilance when operating in this mode as the RA protection normally provided by TCAS will be inhibited. These circumstances include: c) In the event of particular in flight failures, as specified by the AOM Volume 1. d) When the aircraft is maneuvered outside of the nominal performance margin envelope for RAs, as designated in the AOM Volume 1, or the AFM. When the aircraft is maneuvered outside of this envelope, use of “TA ONLY” may be appropriate during the limited time period when TCAS RA performance margin cannot be achieved. e) When safe and practical, pilots should limit vertical speeds to 1,500 FPM or less when within 2,000 ft. of assigned altitudes. This procedure will reduce the frequency of unnecessary RAs. (See Section 9 of this manual for additional guidance.) 9) Avatar Airlines has the following general responsibilities regarding TCAS: a) Assure follow-up and evaluation of unusual TCAS events. b) Periodically assess TCAS training, checking, and maintenance programs to ensure their correctness, pertinence, timeliness and effectiveness. 10) As stated in paragraph G. 3) above, ATC may not know when TCAS issues RAs. Accordingly, ATC has the following responsibilities concerning TCAS: a) When an aircraft deviates from its clearance in response to an RA, ATC is still responsible to provide assistance to the deviating aircraft as requested until: 1) The pilot informs ATC that the RA conflict is clear, and; 2) The aircraft has returned to the previously assigned altitude, or; 3) Alternate ATC instructions have been issued and acknowledged. 4) Work load permitting, controllers may continue to provide pertinent traffic information. 5) Controllers will not knowingly issue instructions that are contrary to RA guidance when they are aware that a TCAS maneuver is in progress. 6) ATC will train controllers on TCAS and expected flight crew responses to TCAS advisories, and provide familiarization flights for controllers on TCAS-equipped aircraft to the extent possible. 7) Maintain awareness of TCAS programs and program changes. 8) When requested by a flight crew, ATC will provide separation from TCAS-observed traffic and assistance in returning to the assigned clearance, if appropriate. ATC will issue additional clearance instructions when the situation so requires. 11) Pilots should make the following reports for TCAS TAs and RAs, as necessary: FLIGHT OPERATIONS MANUAL 16.16 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

a) Upon request from ATC, or after a deviation from an ATC clearance, make a radio report, as appropriate, to report a response to a TCAS advisory. b) Reports, as specified in Section 15 of this manual. c) Flight crews should continue to submit Near Midair Collision (NMAC) Reports, but should be aware that there is no requirement to submit an NMAC Report solely due to a TCAS event. d) Unless required due to other circumstances, reports in compliance with 14 CFR 91.123 regarding “emergency deviation from an ATC clearance” are not necessary solely as a result of a TCAS maneuver. e) ASRS reports may be filed at the discretion of the flight crew.

2 EMERGENCY EVACUATION

2.1 Emergency Evacuation Preparation 1) A forewarned emergency situation exists when there is time to prepare for an unscheduled landing. The Captain shall advise the tower and airport authorities of the emergency and request assistance after landing. 2) In preparation for an emergency landing when there is time permitting, the Captain shall continue the evaluation of the existing situation and plan a course of action. 3) It is the responsibility of the Flight Attendant to coordinate with the Captain to: a) Ascertain the nature of the emergency; b) Ascertain how much time is available to prepare the cabin and obtain any special instructions or precautions. 4) The Captain should inform the Flight Attendant of the following: a) (T) Type of emergency b) (E) Evacuation and exits not to be used, if required c) (S) Signal to be used to evacuate d) (T) Time available e) (S) Seating of passengers

NOTE Flight Attendants are trained to remember the above information using the acronym TESTS. Cockpit crew members should therefore communicate such to the Flight Attendants.

5) Approximately two to five minutes before touchdown, the PM will announce “Flight Attendant, prepare for landing.” over the PA. 6) The Flight Attendant will alert the Captain when the cabin is ready for evacuation. FLIGHT OPERATIONS MANUAL 16.17 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

7) Prior to touchdown, the PM will announce “BRACE, BRACE” over the PA System to alert cabin crew members to prepare passengers for impact. After the aircraft has come to a stop, if evacuation of the aircraft is necessary, the Captain will announce “EASY VICTOR, EASY VICTOR, EASY VICTOR” over the PA System thereby alerting the cabin crew to immediately begin evacuation. When making the “EASY VICTOR” call, the Captain shall also include pertinent instructions as to evacuation route, etc., if and as appropriate.

2.2 Sabotage Threat

The flight crew will be informed of any threat which OCC determines to be positive. Additionally, the Captain will evaluate any threat communicated directly to him and convey any information to OCC to assist in determining the nature of the threat. When a Positive Threat is received, the following will govern the crew’s actions: 1) If the flight is at the terminal when a Positive Threat is received, passengers and crew will be deplaned immediately and the aircraft then moved to a safe area at least 300 ft. from other aircraft, building or fixed facilities. Some airport authorities have designated special areas on the airport which may be used as safe areas.

NOTE Notify gate control and/or ground control to preclude parking aircraft at adjacent gates. When threat has been terminated, and/or the aircraft removed to a safe area, notify the appropriate control so they can resume Normal Parking Procedures.

2) If the flight is maneuvering on the ground when a Positive Threat is received, it will not return to or approach the terminal, but will proceed to the designated or nearest safe area and stop. All passengers and crew will be deplaned immediately. Coordinate action with the tower/ground control and advise Avatar Airlines. 3) If the flight is airborne, the following procedure will apply: a) Declare an emergency and notify ATC of the nature of the emergency, and prepare to land at the closest suitable airport for the particular equipment. b) Request ATC to notify local law enforcement agency and the FBI at point of intended landing. c) Notify Dispatch of intentions. d) Brief Flight Attendant on the evacuation plan, time permitting. Otherwise, use the PA and announce plan directly to cabin. 4) If time permits, check with airport of intended landing and determine their particular Ground Handling Procedures and, if possible, agree upon an area of evacuation. Determine if mobile passenger stands can be made available for use in the planned evacuation area. If available, request that they be stationed at the evacuation area with sufficient personnel to provide their use. If necessary, modify the evacuation plan and notify the Flight Attendant, or make a PA. 5) Make a PA advising when the Flight Attendant is to be seated and when the braced position is to be assumed. FLIGHT OPERATIONS MANUAL 16.18 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

6) After landing, proceed to designated or nearest safe area for evacuation. 7) Evacuate the aircraft. The method of evacuation is at the discretion of the Captain after considering the: a) type of aircraft, b) type of threat, c) number of persons to be evacuated, d) availability of integral stairs and e) availability of mobile stairs and personnel to operate them. 8) After evacuation, keep all crew members and passengers at least 300 ft. from the aircraft. Allow no one but local authorities and the FBI to approach the aircraft until the search is completed. 9) Provide for passenger transportation to safe and protected facilities until further plan is developed regarding disposition. 10) Notify Dispatch of status and develop a future plan.

2.3 K9 Explosive Detection Teams 1) Specially trained K9/handler teams (the dogs are usually referred to as sniff dogs because of their training and ability to detect hidden explosives) are acceptable in lieu of physical searches of aircraft, baggage, buildings, etc. where they are available. If K9/handler teams are utilized, the individuals conducting the search may request certain bags to be physically searched. 2) In the event you desire to use the sniff dogs at a particular location prior to a final decision to land, coordinate with Flight Dispatch.

2.4 Termination of Emergency

At end of emergency, Dispatch will inform all parties previously alerted and will remind the Captain to expedite his report. The Dispatcher will prepare a message to the Chief Pilot giving a brief summary of the incident and emergency authority exercised.

3 COMMUNICATION FAILURE

3.1 Transponder Codes

Code 7600 indicates two-way radio failure. In the event of a two-way airborne radio failure, the following Transponder Code Procedures will be utilized: 1) Change to Code 7600 and remain on 7600 for the remainder of the flight. 2) It should be understood that the aircraft may not be in an area of radar coverage. Many radar facilities are not presently equipped to automatically display Code 7600 and will interrogate 7600 only when the aircraft is under direct radar control at the time of the failure. 3) Replying on Code 7700 first is indicative of an emergency associated with a radio failure condition and should not be used unless an emergency exists. FLIGHT OPERATIONS MANUAL 16.19 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

3.2 Two-Way Radio Failure 14 CFR 91.3, 91.185 1) In the event of two-way radio failure while operating in accordance with Instrument Flight Rules, the Captain should comply with the procedures of this Section since ATC facilities will be operating on the assumption the flight is proceeding in the manner outlined below. 2) However, should the situation so dictate, the Captain may deviate from any provision of this Section to the extent required to meet the emergency. 3) The Captain is expected to exercise good judgement in whatever action he elects to take. 4) Crewmembers should listen on any operating communication or navigational receiver for advisory information and instructions broadcast blind by ATC. (Controllers have the capability of transmitting on most navigational facilities and do so when an aircraft communications failure is recognized.) 5) When an aircraft is unable to establish communication due to receiver failure, reports should be transmitted in accordance with normal reporting procedures on the last assigned frequency, preceded by the words: “Transmitting Blind Due To Receiver Failure.” The transmission should be repeated and include the time the next report will be made. 6) If the failure occurs in VFR weather conditions, or if VFR conditions are encountered after the failure, the flight shall proceed in accordance with Visual Flight Rules and land as soon as practical.

NOTE The Captain retains his prerogative of exercising his best judgement and is not required to land at an unauthorized airport nor to land only minutes short of original destination.

7) If the failure occurs in IFR weather conditions and IFR conditions persist after the failure, the flight shall continue as follows: a) Route 1) Proceed by the route assigned in the last ATC clearance received, or; 2) If being radar vectored, proceed direct from the point of radio failure to the fix, route or airway specified in the vector clearance, or; 3) In the absence of an assigned route, proceed by the route ATC had advised was to be expected in a further clearance, or; 4) In the absence of an assigned route or route ATC advised was to be expected in a further clearance, proceed by the route filed in the flight plan. 5) Altitude – proceed at the highest of the following for the route segment being flown: 6) The altitude or flight level assigned in the last ATC clearance received, or; 7) The minimum enroute altitude specified for IFR operation, or; FLIGHT OPERATIONS MANUAL 16.20 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

8) The altitude or flight level ATC had advised was to be expected in a further clearance.

3.3 Departing Clearance Limit Fix 1) At an Approach Fix: When the clearance limit is a fix from which an approach begins, commence descent and/or approach as close as possible to the “expect further clearance” (EFC) time, if one has been received. If an EFC has not been received, commence as close as possible to the estimated time of arrival, as calculated, using the filed or amended (with ATC) estimated time enroute. 2) Other Than Approach Fix: If the clearance limit is not a fix from which an approach begins, proceed from the clearance limit to a fix from which an approach does begin. The rules for departing the clearance limit fix are the same as those stated in para A. above.

4 ACCIDENTS

4.1 Landing Accident

If a landing results in an accident, the Captain or other crew member shall: 1) As soon as possible after accident, remove all persons to a point well clear of damaged airplane, out of range of possible fire or explosion. 2) Permit no one, including police or other officials, to smoke in vicinity of accident. 3) Guard aircraft and permit no one to move wreckage or damaged parts, except when necessary (1) to give assistance to persons injured or trapped therein; (2) to protect such wreckage from further serious damage or (3) to protect the public from injury. 4) Notify Dispatch or the Station General Manager. 5) Observe and write down pertinent information which is subject to change; i.e.: a) Ice adhering to any part of the aircraft. b) Any signs of birds (such as feathers or body) on windshield, wings, stabilizer, fin, fuselage or elsewhere. c) Significant tracks or marks in snow or soft ground which may be obliterated. d) Hydraulic and air pressure. FLIGHT OPERATIONS MANUAL 16.21 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

e) Amount of fuel and oil remaining in tanks (only if there is leakage).

WARNING

POSITION OF THROTTLES, SWITCHES AND CONTROLS MUST NOT BE ALTERED. NO PERSON, INCLUDING COMPANY PERSONNEL, SHALL BE PERMITTED ACCESS TO AIRCRAFT, EXCEPT AS IN C ABOVE, UNTIL SO AUTHORIZED BY THE NTSB OFFICIALS IN CHARGE OR OPERATIONS OFFICIAL IN CHARGE OF THE INVESTIGATION. IF IT IS NECESSARY TO DISTURB ANY PART OF THE AIRPLANE FOR REMOVAL OF PERSONS OR TO PREVENT FURTHER DAMAGE TO THE AIRPLANE OR CARGO, NOTES SHALL BE MADE OF ALL PARTS SO DISTURBED.

4.2 Accident Investigations 1) For a major accident or a potentially serious accident, a company representative will establish a local board of Inquiry, and act as Chairman of the board. In the absence of a company representative, the Station General Manager will establish the board, and act as chairman. 2) The local board will aid in the investigation of the accident, will interrogate witnesses, and will submit findings as to probable cause with recommendations for corrective action, excluding disciplinary action. 3) The investigation of accidents is a management responsibility. Members of the local board will be management personnel. 4) When cockpit crew members are involved, the flight department will assign a representative to the board. 5) When cockpit crew members are to be interviewed or will testify at a local board of Inquiry or Hearing, a member of the flight department will act as chairman during the giving of such testimony, but not during that portion covering testimony of other persons or the overall activity of the board. 6) Media Inquiries – Crewmembers are to refer media inquiries regarding aircraft accidents or incidents to Avatar Airlines Corporate Communications Department for handling. FLIGHT OPERATIONS MANUAL 16.22 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

5 VOICE RECORDER/FLIGHT DATA RECORDER

5.1 Cockpit Voice Recorder – Policies 14 CFR 121.359 The following are the policies of Avatar Airlines concerning the use and disposition of cockpit voice recorders. 1) Tapes will not be removed from voice recorders on board aircraft. In the event of a voice recorder malfunction, the tape is to be removed from the unit, the entire recorder will be removed and another recorder unit installed. 2) The maintenance check to ensure that voice recorders are operating will not involve a playback of the voice recording of the previous trip. A test transcription will be made and played back. 3) In the event a unit is removed for maintenance, the voice recording will be erased prior to removal of the tape from the unit. 4) Deactivation of the recorder is not authorized as a method of preserving communications exchanges with Air Traffic Control Facilities, in cases of differences of opinion, on the information transmitted or received. 5) In the event of an accident or incident requiring notification of the National Transportation Safety Board pursuant to Part 830 of the CFR 49 Safety Investigation Regulations, the unit will be removed from the aircraft and held for disposition. 6) In the event of an accident or occurrence requiring immediate notification to the National Transportation Safety Board and which results in the termination of flight, Avatar Airlines is required to retain the recorded information for 60 days, or longer, if requested. Information obtained from the record may be useful in assisting to determine the cause of the accident or occurrence. The Administrator does not use the record in any civil penalty or certificate action. To accomplish this, it is necessary for the Captain to pull the voice recorder circuit breaker prior to leaving the aircraft.

5.2 Cockpit Voice Recorder – Procedures 1) The voice recorder circuit breaker must be pulled at the completion of the flight and all checklists following any of these occurrences: a) An aircraft accident. b) Flight Control System malfunction or failure. c) In flight failure of Electrical Systems which requires the sustained use of an emergency bus powered by a back-up source such as a battery, auxiliary power unit or air-driven generator to retain flight control or essential instruments. d) In flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces. e) Sustained loss of the power or thrust produced by two or more engines. f) Inability of any required flight crew member to perform his normal flight duties as a result of injury or illness. FLIGHT OPERATIONS MANUAL 16.23 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

g) Failure of structural components of a turbine engine, excluding compressor and turbine blades and vanes. h) In flight fire. i) Aircraft collide in flight. j) Ground evacuation. k) Hijacking.

NOTE Upon landing at a hijacker’s destination, the Captain shall pull the voice recorder circuit breaker when completing the parking checklist and leave this unit inoperative until the aircraft is returned and a readout is accomplished.

2) An aircraft accident, as referred to in para A. above, means an occurrence associated with the operation of the aircraft that results in any person suffering death or serious injury or the aircraft receives substantial damage. 3) An appropriate AML entry describing event shall be made.

5.3 Flight Data Recorder – Procedures 14 CFR 121.343 1) The flight data recorder must be operated continuously from the instant the airplane begins the takeoff roll until it has completed the landing roll at an airport, unless the flight data recorder is inoperative and complies with the aircraft MEL. 2) Crewmembers are restricted from pulling the Flight Data Recorder circuit breaker at anytime.

6 OFF-LINE LANDING

6.1 Off-Line Landing 14 CFR 121.637 1) If it is anticipated that a flight will land or terminate at an off-line airport, the Dispatcher having responsibility for the flight shall coordinate with and advise other airline personnel or the airport manager of the ETA, solicit their services, cooperation and keep them properly informed of the flight progress. He shall advise the local post office and cargo personnel of the irregularity and relay their instructions to the Captain relative to the disposition of such material. The Captain will be responsible for obtaining necessary receipts for any material removed from the aircraft. 2) The Captain has authority to sign for all expenses, facilities or services used in connection with off-line irregularities. He shall obtain receipts for all such expenditures and request that all billings be forwarded as appropriate.

NOTE All receipts must show the Captain’s signature and employee number. FLIGHT OPERATIONS MANUAL 16.24 CHAPTER 16 - ABNORMAL AND EMERGENCY ARevision: A avatar airlines 01-Apr-2021

3) Upon return to base, the Captain shall submit expense reports for which payment was made. 4) Flights departing from off-line stations require a flight release, which will be obtained from the Dispatcher by the best method available. A departure message will also be prepared by method designated by Dispatch. 5) In addition to the considerations of paragraphs “A” through “D” above, the following requirements must also be met if departing from an airport not listed in Avatar Airlines Operations Specifications: a) A takeoff may not be made unless the Captain and Dispatcher determine that airport and its facilities are adequate for operation of the aircraft, and that the applicable operating limitations of the aircraft can be complied with. b) The flight shall be dispatched in accordance with the same rules applicable to operations from an airport listed in the Operations Specifications. c) For takeoff from an airport within the United States, the weather conditions at the airport must be equal to or better than the takeoff minimum prescribed on the Instrument Approach Charts, or if a takeoff minimum is not prescribed, a ceiling and visibility of at least 800 - 2, 900 - 1½, or 1,000 - 1. d) For takeoff from an airport outside the United States, the weather conditions at the airport must be equal to or better than the takeoff minimum prescribed or approved by the government of the country in which the airport is located, or if a takeoff minimum is not prescribed or approved, a ceiling and visibility of at least 800 - 2, 900 - 1½, or 1,000 - 1. 6) No flight shall takeoff from an alternate airport unless the weather conditions are at least equal to the minimums prescribed in Section 8 of this manual.

6.2 Search and Rescue 1) The Dispatch Center and City General Manager shall maintain a current list of organizations and agencies in his area capable of fulfilling search and rescue operations, indicating the positions and titles of the individuals to be contacted, their location, and day/night telephone numbers. Such list shall include any and all of the following which are available in the area: a) ATC Centers (including any “unlisted” telephones). b) Local airport officials. c) Company local and regional supervisory personnel. d) Fire Departments. e) Regional search and rescue. f) FAA Flight Service Stations. g) Army, Navy, Coast Guard and Federal Communications Commission: h) VHF/DF i) GCA FLIGHT OPERATIONS MANUAL 16.25 CHAPTER 16 - ABNORMAL AND EMERGENCY avatar airlines

j) Radar k) Control Towers l) Physicians, Hospitals. m) Police, Sheriffs and FBI. n) U.S. and State Forest Service officials. 2) Up-to-date sectional aeronautical charts shall be maintained at the Dispatch Center for search and rescue. Search areas shall be designated and assigned to expedite search and avoid duplication. 3) Search and rescue information at each station must be readily available to all personnel on duty. Responsible personnel shall be trained in the use and location of search and rescue material. This material should include sectional aeronautical charts for the immediate area and up-to-date road maps.

6.3 Overdue Aircraft Procedure 1) An aircraft operating on a revenue flight will be considered overdue when it is not in contact with a company facility 15 minutes after expected arrival time. 2) When it is established that an aircraft is overdue at the station which it was cleared, is lost, or has been involved in an accident, SOCC will assume responsibility for the coordination of all search and rescue activity until relieved by the Vice President Flight Operations. 3) Search and rescue areas will normally be the regional area. FLIGHT OPERATIONS MANUAL 16.26 CHAPTER 16 - ABNORMAL AND EMERGENCY avatar airlines FLIGHT OPERATIONS MANUAL A.1 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

APPENDIX A- CARRIER SPECIFIC DATA Appendix A

1 CARRIER SPECIFIC DATA

1.1 General

No person may operate an aircraft in violation of an air carrier operating certificate, operating certificate, or appropriate Operations Specifications.

1.2 Operating Certificate

1.3 Management Personnel OpSpec A006

The following individuals hold the respective flight operations management positions for Avatar Airlines.: (14 CFR Part 121 Operations)

Part 119 Position Company Equivalent Position Director of Safety V.P. S afety, Security, and Chief Inspector Director of Quality Control Director of Director Maintenance Operations Director of Operations Director of Operations Chief Pilot Chief Pilot FLIGHT OPERATIONS MANUAL A.2 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

2 OPERATIONS SPECIFICATIONS (OPSPEC)

2.1 General

If at any time, during any phase of flight, you are unsure of your authorization to conduct a particular phase of flight operation, please contact OCC immediately.

2.2 Authorization for Use of MELs OpSpec D095 Avatar Airlines is authorized to use aircraft specific MELs in accordance with the provisions and limitations of Ops Specs D095.

2.3 Exemptions and Deviations OpSpec A005 1) EXEMPTION 3585: Sec. 6, Conditional Language Exemption (Exemption 3585) 2) EXEMPTION 10248: Avatar Airlines is authorized to permit temporary operations without the certificate of airworthiness or registration, or both on board the aircraft when operating in domestic airline operations. Release of a flight in such instances must be in accordance with the following provisions: a) The Aircraft Maintenance Log (AML) must have the following entry: “This aircraft is being operated without a certificate of registration (or airworthiness, as applicable) under the provisions of Exemption No. 10248 for a period of 3 working days, not including weekends or Federal holidays, beginning: TIME: ______DATE:______20___”. b) A copy of this exemption and a copy of the Operations Specifications authorizing its use must be carried on board the aircraft when exercising the privileges of the exemption. c) The privileges of this exemption may only be exercised when: 1) The affected flight is an intrastate operation which does not involve flight through international airspace, and 2) Operates only within the 48 contiguous states of the Untied States including the District of Columbia. 3) EXEMPTION 5549 (Refer to Section 9) 4) EXEMPTION 10556: Allows a second in command to use an expired knowledge test when applying for the practical test for an airline transport pilot (ATP) certificate or a type rating concurrently with an ATP certificate after completion of an approved Part 121 SIC training program. FLIGHT OPERATIONS MANUAL A.3 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

2.4 Enroute IFR Operations Outside of Controlled Airspace OpSpec A014 Avatar Airlines is authorized to conduct IFR Enroute Operation outside of controlled airspace, provided that: 1) All such operations are conducted solely within the geographical areas listed in paragraph 2.6, of this Appendix, and; 2) All such operations are conducted in accordance with the off – airways route rules described in Section 6 of this manual, and; 3) The facilities and services necessary for safe conduct of IFR flight are available and operational during the intended flight, and; 4) Except as provided in Section 10 of this manual, and paragraph 2.16, of this Appendix, all operations outside of controlled airspace must be conducted under Instrument Flight Rules.

2.5 Authorized Areas of Enroute Operations 14 CFR 91.159(a), OpSpec B050 Avatar Airlines is authorized to conduct operations in the following geographic area: 1) USA, the 48 contiguous United States and the District of Columbia.

2.6 Enroute VFR Operations OpSpec B051 1) Flight crews are authorized to conduct enroute Class 1 navigation under 14 CFR 121 in accordance with Visual Flight Rules (VFR), provided the aircraft used is a turbo propeller-powered aircraft. Flight crews shall conduct these VFR Class I navigation operations in accordance with the following provisions and limitations: a) All such operations shall be conducted in accordance with the requirements of FAR Part 121 domestic operations regulations. b) Operations shall not be conducted unless both the Pilot-in- Command and the Second-in-Command have satisfactorily completed an Approved Training Program for VFR navigation using non-visual NAVAIDS. (VFR station-referenced Class I navigation) c) All cruising operations enroute must be conducted at least 3,000 ft. AGL and less than 18,000 ft. MSL. VFR cruising altitudes, as listed in CFR 91.159(a), shall be used unless otherwise directed by ATC. d) The Pilot-in-Command must operate the flight in areas (either on or off – airways) and at flight altitudes which permit VFR Class I navigation utilizing an Approved Navigational System. When conducting these operations, the PIC must monitor the appropriate ATC frequencies, when available. e) Unless an IFR clearance is obtained enroute, the PIC must operate the flight with the VFR weather minimums of three statute miles flight visibility and maintain a distance from clouds of 500 ft. below, 1,000 ft. above, and 2,000 ft. horizontal or, those prescribed in Flight Operations Manual, Section 11, whichever are higher. FLIGHT OPERATIONS MANUAL A.4 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

f) The flight shall not be dispatched unless the ceiling and visibility specified in the weather reports, forecasts, or any combination thereof, show that flight can be conducted in accordance with items 3., 4. and 5. above. g) The flight shall not be dispatched unless the appropriate navigation equipment is installed and operational.

2.7 Authorized Instrument Approach Procedures OpSpec C052 Flight crews are authorized to conduct the following types of Instrument Approach Procedures: 1) GPS 2) ASR 3) LDA 4) LDA/DME 5) LOC 6) LOC BC 7) LOC/DME 8) RNAV (GNSS) 9) RNAV (GPS) 10) VOR 11) VOR/DME 12) LDA with glide slope 13) ILS 14) ILS/DME 15) ILS/PRM 16) LDA/PRM/DME

2.8 Circling Approach Authorization OpSpec C075 When Pilot Flight Training and Flight Checking are not provided: 1) Avatar Airlines is authorized to conduct a circle-to-land maneuver without providing pilot training and checking when: a) The reported ceiling is at least 1,000 feet and the visibility is at least three statute miles; or b) The reported weather is at least equal to the charted circling landing minimums for the approach to be used, whichever is higher. 2) When pilot training and checking are not provided, Avatar Airlines shall use a Minimum Descent Altitude (MDA) of 1,000 feet (HAA) or the MDA of the charted circling landing minimums for the approach to be used, whichever is higher. FLIGHT OPERATIONS MANUAL A.5 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

2.9 Special Aircrew, Aircraft Authorized Minimums

Avatar Airlines is authorized to use IFR landing minimum for Straight-In Precision Category I approaches labeled as “Special Aircrew, Aircraft Authorization Required”. See Section 9.

2.10 IFR Takeoff Minimums OpSpec C056, OpSpec C078 See Section 7 Takeoff Minima Policy - Revenue Flights (OpSpec Para. C056, C078).

2.11 Powerback Taxi Operations OpSpec C065 Except in an emergency, pilots are not authorized and shall not use reverse engine thrust for rearward taxiing. (All Aircraft)

2.12 Airports Authorized for Scheduled Operations OpSpec C070 1) Authorized airports, including alternate airports, are listed in the Jeppesen Manual, Avatar Airlines pages.

NOTE If a Dispatch Release has been generated to a destination not specified as a “regular” airport for that particular fleet type, Dispatch shall confirm that the airport is listed as a “regular” airport per Ops Specs C070 and will append a notation on the Dispatch Release.

2) Alternate airports selected and included in the dispatch release shall be selected in accordance with appropriate Federal Aviation Regulations and authorized for the equipment type in Avatar Airlines Operations Specifications C70.

2.13 Areas of Enroute Operation OpSpec B031, OpSpec A014, OpSpec B050, OpSpec C064, OpSpec C080 Avatar Airlines is authorized to conduct the enroute operations specified below within the areas of enroute operation listed in OpSpec B050. Avatar Airlines shall comply with any limitations and/or procedures specified for each area listed and the provisions of the paragraph referenced for each area. Avatar Airlines shall not conduct any other enroute operation within any other area under these Ops Specs. 1) Avatar Airlines is authorized to conduct Class I navigation. When conducting IFR Class I navigation, the certificate holder is authorized to conduct these operations in accordance the following additional provisions: a) Operate IFR flights over routing predicated on ATC radar vectoring services, within controlled airspace FLIGHT OPERATIONS MANUAL A.6 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

b) Operate IFR flights (including flights to alternate or diversionary airports) within controlled airspace over off-airway routings which are predicated on airways navigation facilities, provided the following conditions are met: 1) These off-airway routings lie within the operational service volume of the facilities used and such off-airway operation is authorized by the appropriate ATC facility. 2) The operation is conducted in accordance with the route width and MEA criteria prescribed for or applied to Avatar Airlines by the appropriate ICAO contracting state. 3) The required airborne and ground-based navigation facilities are available and operational and enable navigation performance to meet the degree of accuracy required for ATC over the route of flight specified in the ATC clearance. c) Operate IFR flights including flights to alternate or diversionary airports in Class G Airspace i accordance with Company OpSpec A014, C064, and C080. 2) Deviations from routings specified in this paragraph are authorized when necessary due to inflight emergencies or to avoid potentially hazardous meteorological conditions. 3) For operations within Class A airspace, Avatar Airlines is authorized to conduct Class I navigation under positive radar control with the area navigation or long- range navigation systems specified in Company Ops Specs B035. 4) Avatar Airlines is authorized to conduct Class I navigation, including enroute IFR operations outside positive radar control, with the area navigation systems specified in Avatar Airlines Ops Specs B034. 5) Avatar Airlines is authorized to use approved GPS navigation equipment as a supplement to ICAO standard navigation equipment while conducting Class I navigation.

2.14 Enroute Limitations and Provisions OpSpec B032, OpSpec B034 Avatar Airlines shall comply with the following IFR enroute limitations and provisions when conducting any enroute operation. Unless otherwise authorized by Company Ops Specs, Avatar Airlines shall not conduct IFR operations outside controlled airspace. 1) When conducting Class I navigation, an aircraft’s position shall be “reliably fixed” as necessary, to navigate to the degree of accuracy required for ATC. 2) When conducting Class I navigation, the airways used and the off-airway routing predicated on airways navigation facilities shall lie within the operational service volume of the facilities defining the airways or off- airway routing. 3) When conducting Class I navigation, the facilities which define an airway, or an off-airway routing predicated on airways navigation facilities, shall be used as the primary navigation reference unless navigation is conducted using an area navigation system which is certified for use in IFR flight for the conduct of Class I navigation over the routes being flown and authorized in accordance with OpSpec B034. FLIGHT OPERATIONS MANUAL A.7 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

4) Except for operations over routes designated with an MEA GAP (or ICAO equivalent) are an exception to the operational service volume requirement. 5) With the exception of (F) below, the facilities which define an airway, or an off- airway routing predicated on the airways navigation facilities, shall be used as the primary navigation reference. 6) Operations shall not be conducted in an area where the aircraft’s position cannot be “reliably fixed” at least once each hour using airways navigation facilities to the degree of accuracy required for ATC.

2.15 Terminal Flight Rules, Limitations and Provisions OpSpec B051, OpSpec C077 1) Terminal arrival IFR – Visual approach or a Charted Visual Flight Procedure (CVFP). The flight crew may accept a visual approach or a CVFP provided all the following conditions exist. The flight crew may not accept a visual approach or a CVFP unless the limitations and provisions of subparagraph E. of these Operations Specifications are met. a) The flight is operated and remains in Class B, C or D airspace, within 35 miles of the destination airport in Class E airspace, or the airspace beneath the designated transition area. b) The flight is under the control of an Air Traffic Control (ATC) facility. c) The flight crew must be able to maintain the basic cloud clearance as specified in Flight Operations Manual, Section 11. d) For a visual approach without a CVFP – The flight crew must be able to establish and maintain visual contact with the airport or maintain visual contact with the traffic to be followed as directed by ATC. In addition, all of the following provisions and weather conditions at the airport at the time of the approach must be met: 1) Reported visibility must be as specified in Flight Operations Manual, Section 11, but not lower than a visibility of three miles. 2) Reported ceiling must be 1,000 ft. or greater. 3) Ceiling and cloud clearance must be as such to allow the flight crew to maintain the minimum altitudes prescribed in Flight Operations Manual, Section 9, as applicable for the Airspace Class in which the flight is operated. e) For a CVFP – The flight crew must be able to establish and maintain visual contact with the airport or the charted visual landmark(s) for the CVFP throughout the approach and landing. In addition, the weather conditions at the airport at the time of the approach must be reported to be at or above the weather minimums established for the CVFP. 2) Terminal arrival VFR – If operating under the VFR enroute provisions of B051 or if canceling an IFR flight plan, the flight crew may operate under VFR in the terminal area under the following provisions. In addition, the flight crew may not conduct VFR operations in the terminal area unless the limitations and provisions of subparagraph E. of these Operations Specifications are met. a) All of the following provisions and weather conditions at the airport at the time of approach must be met: FLIGHT OPERATIONS MANUAL A.8 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

1) Reported visibility must be as specified in Flight Manual – Part 1, Section 12. 2) Reported ceiling must be 1,000 ft. or greater. 3) The flight crew must be able to maintain the basic cloud clearance as specified in Flight Operations Manual, Section 11. 4) Ceiling and cloud clearance must be as such to allow the flight crew to maintain the minimum altitudes prescribed in Flight Operations Manual, Section 9, as applicable for the Airspace class in which the flight is operated. b) In addition, the conditions in one of the following sub paragraphs must be met: 1) Controlled airports – The flight is operated within Class B, C or D airspace, or within 10 miles of the destination airport in Class E airspace; and remains within controlled airspace. The flight crew requests and uses radar-monitored traffic advisories provided by ATC when such advisories are available, and is in direct communication with the appropriate ATC facility. 2) Uncontrolled airports – The flight crew is in direct communication with an air/ground communication facility or agent of the certificate holder that provides airport traffic advisories and information that is pertinent to conditions on and around the landing surface during the terminal phase of flight; and the flight is operated within 10 NM of the destination airport, or visual reference with the landing surface is established and can be maintained throughout the approach and landing. c) If there is a question that the weather conditions at the time of arrival may not allow the flight crew sufficient seeing conditions, the flight crew must have in its possession and use an approved charted visual procedure which assures obstacle clearance or avoidance. For Part 121 operations the minimum altitudes under Part 121.657 – Flight Altitude Rules. Day VFR Operations will be conducted at an altitude not less than 1,000 ft. above the surface or less than 1,000 ft. from any mountain, hill or other obstruction to flight. Night VFR Operation will be conducted at an altitude not less than 1,000 ft. above the highest obstacle within a horizontal distance of five miles from the center of the intended course, or in designated mountainous areas, no less than 2,000 ft. above the highest obstacle within a horizontal distance of five miles from the center line of the intended course as those prescribed in the Charted Visual Procedure, whichever are higher, apply.

2.16 91.119 MINIMUM SAFE ALTITUDES

2.16.1 General

1) Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. FLIGHT OPERATIONS MANUAL A.9 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an attitude of 1,000 ft. above the highest obstacle within a horizontal radius of 2,000 ft.of the aircraft. c) Over other than congested areas. An altitude of 500 ft. above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 ft. to any person, vessel, vehicle or structure. 2) Terminal departures VFR – At airports which do not have operating ATC facilities and it is not otherwise possible for the flight crew to obtain an IFR clearance to depart on an IFR flight plan, the flight may takeoff and depart under VFR provided all the following conditions exist. In addition, the flight crew may not conduct VFR operations in the terminal area unless the limitations and provisions of subparagraph e. of the Operations Specifications are met. a) The following provisions and weather conditions at the airport at the time of takeoff must be met: 1) Reported weather visibility must be as specified in Flight Operations Manual, Section 11. 2) Reported ceiling must be 1,000 ft. or greater. 3) The flight crew must be able to maintain the basic cloud clearance as specified in Flight Manual – Part 1, Section 12, and have visual reference with the ground or visual contact with a landmark when referenced in a published procedure to be followed for the airport. 4) The ceiling and cloud clearance must be as such to allow the flight crew to maintain the minimum altitudes prescribed in Flight Operations Manual, Section 9, as applicable for the airspace Class in which the flight is operated. b) The flight remains in VMC at all times while operating under VFR. c) Unless operating under certain enroute provisions of paragraph B051 or paragraph B052, the flight crew must obtain an IFR clearance as soon as practical after takeoff, but under no circumstances farther than 50 NM from the departure airport. d) If there is a question that the weather conditions at the time of takeoff may not allow the flight crew sufficient seeing conditions, the flight crew must have in its possession and use an approved charted visual procedure which assures obstacle clearance or avoidance. For Part 121 and Part 135 Turbojet Operations, the minimum altitudes under Section as per Appendix A, or those prescribed in the Charted Visual Procedure, whichever are higher, apply. 3) Terminal departures IFR – The flight crew must comply with the departure procedures established for a particular airport by the FAA if ATC does not specify any particular departure procedure in the takeoff clearance given for that airport. The flight crew may accept an IFR clearance for a VMC takeoff and climb out to a specified point in the clearance, if the limitations and provisions of subparagraph E of these Operations Specifications are met (refer to FOM Section 11). 4) Special Limitations and Provisions for Visual Flight Rules – All VFR operations authorized by this Operations Specification shall be conducted in accordance with the following limitations and provisions. FLIGHT OPERATIONS MANUAL A.10 APPENDIX A- CARRIER SPECIFIC DATA ARevision: A avatar airlines 01-Apr-2021

a) The certificate holder must identify obstacles and use airport obstacle data which ensures that the performance requirements are met. b) The weather conditions must allow the flight crew sufficient seeing conditions to identify and avoid obstacles and safely maneuver using external visual references and to maintain minimum altitudes. FLIGHT OPERATIONS MANUAL ROI.1 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

iIndex of ReferencesINDEX OF REFERENCES CFR - Title Chapter/Section 117 - Mandatory Off Time (MOT) Program ...... Chap 2 - Sec 5.14 117.11 - Flight Time Limits ...... Chap 2 - Sec 5.5 117.13 - Flight Duty Period ...... Chap 2 - Sec 5.6 117.15 - Flight Duty Period - Split Duty ...... Chap 2 - Sec 5.7 117.19 - Flight Duty Period Extensions ...... Chap 2 - Sec 5.8 117.21 - Reserve Stat ...... Chap 2 - Sec 5.9 117.23 - Cumulative Limitations ...... Chap 2 - Sec 5.10 117.25 - Rest Period ...... Chap 2 - Sec 5.11 117.27 - Consecutive Nighttime Oper ...... Chap 2 - Sec 5.12 117.5 - Fitness for Duty ...... Chap 2 - Sec 5.2 117.5 - Fitness for Duty ...... Chap 2 - Sec 5.3 117.5(D) - Fitness for Duty ...... Chap 2 - Sec 5.2 119.49(a) - Maintenance & Special Flight Permit Ferries ...... Chap 13 - Sec 5 121 Appendix F - Proficiency Checks – Pilots ...... Chap 2 - Sec 4.7 121 SFAR 106 - Portable Oxygen Concentrators ...... Chap 12 - Sec 6.5 121 Subpart Z - DG Statement of Compliance ...... Chap 12 - Sec 6.4 121.101 - Disseminating Weather ...... Chap 11 - Sec 1.2 121.117 - Release to Approved Airports ...... Chap 5 - Sec 1.1 121.133 - FOM Manual Requirements ...... Chap 1 - Sec 1.7 121.135 - FOM Manual Requirements ...... Chap 1 - Sec 1.7 121.135(a) - Maintenance & Special Flight Permit Ferries ...... Chap 13 - Sec 5 121.137 - FOM Manual Requirements ...... Chap 1 - Sec 1.7 121.137 - Mandatory Off Time (MOT) Program ...... Chap 2 - Sec 6.1 121.139 - FOM Manual Requirements ...... Chap 1 - Sec 1.7 121.141 - FOM Manual Requirements ...... Chap 1 - Sec 1.7 121.141 - Marking and Placard Requirements ...... Chap 6 - Sec 1.7 121.15 - Carriage of Drugs ...... Chap 2 - Sec 12.4 121.173 - Enroute Change in Release/Air Interrupt ...... Chap 8 - Sec 1.11 121.191 - Specific Regulatory Requirements ...... Chap 5 - Sec 10.2 121.195 - Maximum Takeoff Weight (MTOW) ...... Chap 5 - Sec 3.2 121.197(a) - Functional Check Flights ...... Chap 13 - Sec 4 121.197(c) - Maintenance & Special Flight Permit Ferries ...... Chap 13 - Sec 5 121.199 - Maintenance & Special Flight Permit Ferries ...... Chap 13 - Sec 5 121.285 - Carriage of Cargo ...... Chap 12 - Sec 6.6 121.306 - Portable Electronic Devices ...... Chap 12 - Sec 5.2 121.311 - Crewmember Seatbelts/Shoulder Harnes ...... Chap 3 - Sec 1.7 121.311 - Main Passenger Door and Pre-Departure Procedures Chap 7 - Sec 1.2 121.311(e)(3) - Carriage of Cargo ...... Chap 13 - Sec 1.6 121.317 - FASTEN SEATBELT / NO SMOKING Sign ...... Chap 4 - Sec 7.1 121.317(b) - Briefing Passengers Before Takeoff ...... Chap 10 - Sec 7.4 121.333(c)(3) - Oxygen use ...... Chap 8 - Sec 1.17 121.333(f) - Briefing Passengers Before Takeoff ...... Chap 10 - Sec 7.4 121.340 - Infant Life Vests ...... Chap 12 - Sec 2.19 121.341 - Icing – Dispatch Policy and Procedur ...... Chap 11 - Sec 5.1 FLIGHT OPERATIONS MANUAL ROI.2 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

CFR - Title Chapter/Section 121.343 - Flight Data Recorder – Procedures ...... Chap 16 - Sec 5.3 121.349(a) - Reporting Equipment Malfunctions ...... Chap 10 - Sec 5.4 121.359 - Cockpit Voice Recorder – Policies ...... Chap 16 - Sec 5.1 121.359 - Mandatory Off Time (MOT) Program ...... Chap 2 - Sec 7.4 121.383 - Crewman Certificates ...... Chap 2 - Sec 2.2 121.383(c) - Qualifications – Personnel ...... Chap 2 - Sec 2.1 121.385 - Crew Manning Requirements ...... Chap 2 - Sec 13.1 121.391 - Passenger Boarding/Deplaning ...... Chap 12 - Sec 1.12 121.391 - Taxiing and Runway Incursion Avoidance ...... Chap 7 - Sec 1.9 121.409 - Proficiency Checks – Pilots ...... Chap 2 - Sec 4.7 121.433 - Qualifications – Personnel ...... Chap 2 - Sec 2.1 121.434 - Qualifications – Personnel ...... Chap 2 - Sec 2.1 121.438 - Currency and Pilot Route Qualification ...... Chap 2 - Sec 4.2 121.438 - Manipulation of Controls and Seat Occupancy ...... Chap 3 - Sec 1.6 121.438 - PIC Takeoff and Landing Requirements ...... Chap 2 - Sec 4.8 121.439 - Currency and Pilot Route Qualification ...... Chap 2 - Sec 4.2 121.440 - Line Checks ...... Chap 2 - Sec 4.9 121.441 - Proficiency Checks – Pilots ...... Chap 2 - Sec 4.7 121.445 - Captain Qualification Requirements ...... Chap 2 - Sec 4.4 121.445 - List of SARA Airports ...... Chap 2 - Sec 4.6 121.471 - Crew Schedules ...... Chap 2 - Sec 13.2 121.503 - Flight Time Limits and Rest Requirements ...... Chap 13 - Sec 7.8 121.505 - Flight Time Limits and Rest Requirements ...... Chap 13 - Sec 7.8 121.535 - Safety Awareness – Crew ...... Chap 2 - Sec 1.13 121.537 - Off-Line Operation ...... Chap 13 - Sec 7.4 121.537 - Safety Awareness – Crew ...... Chap 2 - Sec 1.13 121.542 - Sterile Cockpit ...... Chap 3 - Sec 1.1 121.543 - Crewmembers at Stations ...... Chap 6 - Sec 1.5 121.545 - Manipulation of Controls and Seat Occupancy ...... Chap 3 - Sec 1.6 121.549 - Approach and Navigation Chart Requirements ...... Chap 3 - Sec 1.8 121.551 - Captain’s Authority – Deferral ...... Chap 2 - Sec 1.8 121.553 - Captain’s Authority – Deferral ...... Chap 2 - Sec 1.8 121.557 - Declaration of Emergency ...... Chap 16 - Sec 1.2 121.557 - Emergency Conditions ...... Chap 16 - Sec 1.1 121.557 - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.557 - OCC Handling of an Emergency ...... Chap 16 - Sec 1.13 121.557 - Reporting an Emergency ...... Chap 16 - Sec 1.3 121.559 - Declaration of Emergency ...... Chap 16 - Sec 1.2 121.559 - Emergency Conditions ...... Chap 16 - Sec 1.1 121.559 - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.559 - Reporting an Emergency ...... Chap 16 - Sec 1.3 121.561 - Runway Friction Reports ...... Chap 11 - Sec 1.3 121.563 - Aircraft Maintenance Log (AML) Procedures ...... Chap 4 - Sec 4.4 121.563 - Aircraft Maintenance Log (AML) Procedures ...... Chap 4 - Sec 4.6 121.565 - Engine Failure in Flight ...... Chap 16 - Sec 1.6 FLIGHT OPERATIONS MANUAL ROI.3 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

14 CFR Chapter/Section 121.565 - Reporting Equipment Malfunctions ...... Chap 10 - Sec 5.4 121.567 - Navigational Aids ...... Chap 9 - Sec 1.4 121.571 - FASTEN SEATBELT / NO SMOKING Sign ...... Chap 4 - Sec 7.1 121.571 - Seatbelt Announcement ...... Chap 8 - Sec 1.19 121.571- Briefing Passengers Before Takeoff ...... Chap 10 - Sec 7.4 121.575 - Food and Beverage Service Equipment During Taxi Chap 12 - Sec 3.5 121.576 - Approach and Navigation Chart Requirements ...... Chap 3 - Sec 1.9 121.576 - Galley and Crew Baggage ...... Chap 4 - Sec 2.1 121.577 - Food and Beverage Service Equipment During Taxi Chap 12 - Sec 3.4 121.577 - Main Passenger Door and Pre-Departure Procedures Chap 7 - Sec 1.2 121.580 - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.583(c) - Carriage of Cargo ...... Chap 13 - Sec 1.6 121.585 - Exit Seat Program ...... Chap 12 - Sec 3.1 121.589 - ”No-Carry-On” Baggage Program ...... Chap 12 - Sec 5.1 121.590 - Night Takeoff ...... Chap 7 - Sec 2.7 121.593 - Dispatch Release ...... Chap 5 - Sec 4.1 121.593 - Enroute Change in Release/Air Interrupt ...... Chap 8 - Sec 1.11 121.595 - Dispatch Release ...... Chap 5 - Sec 4.1 121.597 - Dispatch Release ...... Chap 13 - Sec 1.8 121.597 - Dispatch Release ...... Chap 5 - Sec 4.1 121.599 - Flight Equipment/Documentation ...... Chap 13 - Sec 7.5 121.601 - Pilot – Dispatcher Communication ...... Chap 10 - Sec 6.4 121.601 - Safety Awareness – OCC ...... Chap 2 - Sec 1.12 121.603 - Flight Equipment/Documentation ...... Chap 13 - Sec 7.5 121.603 - Pilot – Dispatcher Communication ...... Chap 10 - Sec 6.4 121.613 - Conditional Language Exemption (Exemption 3585) Chap 5 - Sec 8.3 121.613 - Weather Determination ...... Chap 5 - Sec 8.1 121.617 - Takeoff Alternate ...... Chap 5 - Sec 9.1 121.619 - Additional Alternate – Domestic Operations Only .. Chap 5 - Sec 9.4 121.619 - Conditional Language Exemption (Exemption 3585) Chap 5 - Sec 8.3 121.619 - Destination Alternate ...... Chap 5 - Sec 9.2 121.623 - Fuel Requirements – Off-Line Operation ...... Chap 13 - Sec 7.6 121.623 - Fuel Requirements – Off-Line Operation Outside the 48 Contiguous States ...... Chap 13 - Sec 7.7 121.625 - Conditional Language Exemption (Exemption 3585) Chap 5 - Sec 8.3 121.625 - Destination Alternate ...... Chap 5 - Sec 9.2 121.627 - Captain’s Authority – Deferral ...... Chap 2 - Sec 1.8 121.627 - Continuing Flight in Unsafe Conditions ...... Chap 11 - Sec 1.10 121.628(a)(4) - Aircraft Maintenance Log (AML) Procedures Chap 4 - Sec 4.4 121.629 - Ground Deicing/Anti-icing Program ...... Chap 11 - Sec • 121.631 - Destination Alternate ...... Chap 5 - Sec 9.2 121.631 - Enroute Change in Release/Air Interrupt ...... Chap 8 - Sec 1.11 121.631 - Release to Approved Airports ...... Chap 5 - Sec 1.1 121.635 - Release to Approved Airports ...... Chap 5 - Sec 1.1 121.637 - Off-Line Landing ...... Chap 16 - Sec 6.1 FLIGHT OPERATIONS MANUAL ROI.4 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

CFR - Title Chapter/Section 121.639 - Fuel Requirements ...... Chap 5 - Sec 6.1 121.643 - Fuel Requirements – Off-Line Operation ...... Chap 13 - Sec 7.6 121.645 - Fuel Requirements – Off-Line Operation Outside the 48 Contiguous States ...... Chap 13 - Sec 7.7 121.647 - Fuel Requirements – Off-Line Operation ...... Chap 13 - Sec 7.6 121.647 - Fuel Requirements – Off-Line Operation Outside the 48 Contiguous States ...... Chap 13 - Sec 7.7 121.647- Fuel Requirements ...... Chap 5 - Sec 6.1 121.649 - VFR Departures ...... Chap 7 - Sec 2.8 121.649 - VFR Minimums Table ...... Chap 11 - Sec 1.8 121.651 - Below Minimums Report During Final Approach Segment .Chap 9 - Sec 3.4 121.651 - Descent Below MDA/DA(H) ...... Chap 9 - Sec 4.14 121.651 - Restricted Captain Minimums ...... Chap 9 - Sec 3.3 121.651 - Taxiing and Runway Incursion Avoidance ...... Chap 7 - Sec 2.2 121.652 - Descent Below MDA/DA(H) ...... Chap 9 - Sec 5.4 121.652 - Restricted Captain Minimums ...... Chap 9 - Sec 3.2 121.655 - Icing – Dispatch Policy and Procedur ...... Chap 11 - Sec 1.9 121.659 - Minimum Altitudes During Approach ...... Chap 9 - Sec 4.4 121.661 - Enroute Change in Release/Air Interrupt ...... Chap 8 - Sec 1.11 121.661 - Minimum Altitudes During Approach ...... Chap 9 - Sec 4.4 121.667 - Charter Flight Authorization ...... Chap 13 - Sec 7.2 121.667 - Dispatch Release ...... Chap 13 - Sec 1.8 121.687 - Attachments to the Dispatch Release Messag ...... Chap 5 - Sec 4.6 121.687(b) - Attachments to the Dispatch Release Messag ...Chap 5 - Sec 4.6 121.695 - Dispatch Release ...... Chap 5 - Sec 4.1 121.695 - Flight Deck Documents ...... Chap 6 - Sec 1.6 121.697 - Dispatch Release ...... Chap 5 - Sec 4.1 121.697 - Flight Equipment/Documentation ...... Chap 13 - Sec 7.5 121.701 - Aircraft Maintenance Log (AML) Procedures ...... Chap 4 - Sec 4.4 121.703(a)(1) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(10) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(11) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(12) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(13) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(14) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(15) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(16) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(17) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(2) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(3) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(4) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(5) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(6) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(7) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 FLIGHT OPERATIONS MANUAL ROI.5 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

CFR - Title Chapter/Section 121.703(a)(8) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(a)(9) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.703(c) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 121.803 - First Aid Kit ...... Chap 12 - Sec 2.7 121.803 - Medical Kit/Enhanced Medical Kit ...... Chap 12 - Sec 2.8 121.97 - Airport Conditions ...... Chap 5 - Sec 7.4 121.97 - Station Facilities and Personnel ...... Chap 5 - Sec 7.6 121.99 - Pilot – Dispatcher Communication ...... Chap 10 - Sec 6.4 139 - Night Takeoff ...... Chap 7 - Sec 2.7 1540.105 - Verification of Crew ...... Chap 14 - Sec 5 1544.215(b) - Ground Security Coordinator ...... Chap 14 - Sec 2 1544.215(c) - Inflight Security Coordinator ...... Chap 14 - Sec 4 1544.229 - Verification of Crew ...... Chap 14 - Sec 5 1552 - Department of Homeland Security ...... Chap 2 - Sec 2.3 173.159(a) - Wheelchair Acceptance ...... Chap 12 - Sec 6.1 175.10 - Acceptance of Dangerous Goods/Hazardous Materials Chap 12 - Sec 6.3 175.10 - Wheelchair Acceptance ...... Chap 12 - Sec 6.1 175.33 - Acceptance of Dangerous Goods/Hazardous Materials Chap 12 - Sec 6.3 21.197 - Functional Check Flights ...... Chap 13 - Sec 4 259 - Attachments to the Dispatch Release Messag ...... Chap 5 - Sec 4.14 61.15 - Pilot Qualifications ...... Chap 2 - Sec 4.1 61.15 - Suspension of Certificate for Drug Convicti ...... Chap 2 - Sec 12.3 61.16 - Refusal to Submit to an Alcohol Test ...... Chap 2 - Sec 12.2 61.23 - Medical Examination ...... Chap 2 - Sec 3.8 61.29 - Lost Airman/Medical Certificates ...... Chap 2 - Sec 2.9 61.3 - Crewman Certificates ...... Chap 2 - Sec 2.2 61.60 - Change of Address ...... Chap 2 - Sec 2.12 7110.118 - Land and Hold Short Operations ...... Chap 9 - Sec 6.6 830.5 - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5 [9 (i-iv)] - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(1) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(10)(i) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(10)(ii) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(12i) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(12ii) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(4) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 830.5(8) - Mandatory Reportable Events ...... Chap 15 - Sec Table 15.1 91.103 - Preflight Familiarization ...... Chap 6 - Sec 1.2 91.105 - Crewmember Seatbelts/Shoulder Harnes ...... Chap 3 - Sec 1.7 91.123 - TCAS II Operational Use and Policies ...... Chap 16 - Sec 1.16 91.129 - Minimum Altitudes During Approach ...... Chap 9 - Sec 4.4 91.13 - Safety Awareness – Crew ...... Chap 2 - Sec 1.13 91.155 - VFR Minimums Table ...... Chap 11 - Sec 1.8 FLIGHT OPERATIONS MANUAL ROI.6 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

CFR - Title Chapter/Section 91.159(a) - Authorized Areas of Enroute Operations ...... Chap A - Sec 2.5 91.17 - Mandatory Off Time (MOT) Program ...... Chap 2 - Sec 12.1 91.17 - Refusal to Submit to an Alcohol Test ...... Chap 2 - Sec 12.2 91.17 - Use of Medication ...... Chap 2 - Sec 12.5 91.175 - Limitations on Procedure Turns ...... Chap 9 - Sec 4.13 91.177 - Specific Regulatory Requirements ...... Chap 5 - Sec 10.2 91.185 - Two-Way Radio Failure ...... Chap 16 - Sec 3.2 91.187 - Reporting Equipment Malfunctions ...... Chap 10 - Sec 5.4 91.19 - Carriage of Drugs ...... Chap 2 - Sec 12.4 91.19 - Suspension of Certificate for Drug Convicti ...... Chap 2 - Sec 12.3 91.203 - Civil Aircraft: Certificate Required ...... Chap 6 - Sec 1.8 91.209 - Aircraft Lights ...... Chap 7 - Sec 1.1 91.3 - FOM Manual Requirements ...... Chap 2 - Sec 1.2 91.3 - Two-Way Radio Failure ...... Chap 16 - Sec 3.2 91.407(b) - Functional Check Flights ...... Chap 13 - Sec 3.1 91.605 - Transport Category Airplane Weight Limitations ...... Chap 5 - Sec 3.3 91.7 - Airworthiness ...... Chap 6 - Sec 1.11 91.9 - Marking and Placard Requirements ...... Chap 6 - Sec 1.7 AC 120-35 - Proficiency Checks – Pilots ...... Chap 2 - Sec 4.7 AC 120-74B - Airworthiness ...... Chap 6 - Sec 1.17 AC 120-74B - ATC Clearances ...... Chap 10 - Sec 3.1 AC 120-74B - Taxi Clearance ...... Chap 10 - Sec 4.1 AC 120-74B - Taxiing and Runway Incursion Avoidance ...... Chap 7 - Sec 1.5 AC 90-100A - Dispatch Requirements for GPS RAIM Prediction Chap 5 - Sec 4.12 AC 90-100A - Seatbelt Announcement ...... Chap 8 - Sec 3 AC 91-74A - Icing – Dispatch Policy and Procedur ...... Chap 11 - Sec 5.6 AC 91-79 - Runway Friction Reports ...... Chap 11 - Sec 3.2 AC120-55C - TCAS II Operational Use and Policies ...... Chap 16 - Sec 1.16 FAA Exemption 5549 - Restricted Captain Minimums ...... Chap 9 - Sec 3.2 OpSpec A005 - Exemptions and Deviations ...... Chap A - Sec 2.3 OpSpec A005 - Lost Airman/Medical Certificates ...... Chap 2 - Sec 2.9 OpSpec A006 - Management Personnel ...... Chap A - Sec 1.3 OpSpec A009 - Approach and Navigation Chart Requirements Chap 3 - Sec 1.8 OpSpec A014 - Areas of Enroute Operation ...... Chap A - Sec 2.13 OpSpec A014 - IFR Operations Outside of Controlled Airspa Chap A - Sec 2.4 OpSpec A022 - Exit Seat Program ...... Chap 12 - Sec 3.1 OpSpec A023 - Ground Deicing/Anti-icing Program ...... Chap 11 - Sec 4.1 OpSpec A027 - Land and Hold Short Operations ...... Chap 9 - Sec 6.6 OpSpec A055 - Acceptance of Dangerous Goods/Hazardous Materials Chap 12 - Sec 6.3 OpSpec A061 - FASTEN SEATBELT / NO SMOKING Sign .....Chap 4 - Sec 9 OpSpec B031 - Areas of Enroute Operation ...... Chap A - Sec 2.13 OpSpec B032 - Enroute Limitations and Provisions ...... Chap A - Sec 2.14 OpSpec B034 - Enroute Limitations and Provisions ...... Chap A - Sec 2.14 FLIGHT OPERATIONS MANUAL ROI.7 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021

CFR - Title Chapter/Section OpSpec B035 - Seatbelt Announcement ...... Chap 8 - Sec 3 OpSpec B050 - Areas of Enroute Operation ...... Chap A - Sec 2.13 OpSpec B050 - Authorized Areas of Enroute Operations ...... Chap A - Sec 2.5 OpSpec B051 - Enroute VFR Operations ...... Chap A - Sec 2.6 OpSpec B051 - Terminal Flight Rules, Limitations and Provisions Chap A - Sec 2.15 OpSpec C050 - Captain Qualification Requirements ...... Chap 2 - Sec 4.4 OpSpec C052 - Authorized Instrument Approach Procedures Chap A - Sec 2.7 OpSpec C052 - Cat I & II Precision Approach and Landing Minima Chap 9 - Sec 3.5 OpSpec C054 - Restricted Captain Minimums ...... Chap 9 - Sec 3.2 OpSpec C055 - Alternate Airport Weather Minimums Requirement Chap 5 - Sec 9.3 OpSpec C056 - IFR Takeoff Minimums ...... Chap A - Sec 2.10 OpSpec C056 - Taxiing and Runway Incursion Avoidance .... Chap 7 - Sec 2.2 OpSpec C059 - Cat I & II Precision Approach and Landing Minima Chap 9 - Sec 3.5 OpSpec C059 - Category II Approach ...... Chap 9 - Sec 4.3 OpSpec C063 - Seatbelt Announcement ...... Chap 8 - Sec 3 OpSpec C064 - Areas of Enroute Operation ...... Chap A - Sec 2.13 OpSpec C064 - Release to Approved Airports ...... Chap 5 - Sec 2.1 OpSpec C065 - Powerback Taxi Operations ...... Chap A - Sec 2.11 OpSpec C070 - Airports Authorized for Scheduled Operations Chap A - Sec 2.12 OpSpec C070 - Release to Approved Airports ...... Chap 5 - Sec 1.1 OpSpec C075 - Circle-to-Land Approach Maneuver ...... Chap 9 - Sec 3.6 OpSpec C075 - Circling Approach Authorization ...... Chap A - Sec 2.8 OpSpec C077 - Terminal Flight Rules, Limitations and Provisions Chap A - Sec 2.15 OpSpec C078 - IFR Takeoff Minimums ...... Chap A - Sec 2.10 OpSpec C078 - Taxiing and Runway Incursion Avoidance .... Chap 7 - Sec 2.2 OpSpec C080 - Areas of Enroute Operation ...... Chap A - Sec 2.13 OpSpec C080 - Release to Approved Airports ...... Chap 5 - Sec 2.1 OpSpec D084 - Functional Check Flights ...... Chap 13 - Sec 3.1 OpSpec D084 - Functional Check Flights ...... Chap 13 - Sec 4 OpSpec D084 - Maintenance & Special Flight Permit Ferries . Chap 13 - Sec 5 OpSpec D095 - Authorization for Use of MELs ...... Chap A - Sec 2.2 SAFO 09016 - Descent Below MDA/DA(H) ...... Chap 9 - Sec 4.14 FLIGHT OPERATIONS MANUAL ROI.8 INDEX OF REFERENCES ARevision: A avatar airlines 01-Apr-2021