Ground Handling Manual Luxaviation United Kingdom Revision 0 – 01/11/2019 © 2019 London Executive Aviation Ltd

Part GHM GROUND HANDLING MANUAL Section / Page Cover / 1 Rev. 0 Cover Date 01 / 11 / 19

Part GHM GROUND HANDLING MANUAL Section / Page Cover / 2 Rev. 0 Cover Date 01 / 11 / 19

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Notification of Serious Incident or Accident

The first person to become aware of an accident or incident to a Luxaviation UK must alert the company immediately.

To notify London Executive Aviation (Luxaviation UK) of an accident, major incident, or security issue, please call:

+44 (0) 1708 688420

When calling state:

➢ Who you are ➢ Where you are calling from ➢ Contact details ➢ Nature of incident (including brief details of incident, details regarding passengers, crew and aircraft status).

To report any other incident involving a Luxaviation UK aircraft, please click here or scan the QR code below to access Luxaviation UK’s safety reporting system.

To report an incident involving an aircraft from another Luxaviation or ExecuJet entity, please refer to 0.7.3 Luxaviation Group for contact details.

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Contents

Notification of Serious Incident or Accident ...... 1 Contents ...... 1 Section 0 – Administration and Control ...... 1 0.1 Record of Amendments ...... 1 0.2 List of Effective Sections ...... 1 0.3 Distribution ...... 1 0.4 Manual Revision Procedure ...... 1 0.5 Notes and Definitions ...... 2 0.6 Applicability of This Manual ...... 6 0.7 Company Description ...... 7 0.8 Luxaviation United Kingdom Fleet ...... 10 Section 1 – General Requirements and Procedures ...... 1 1.1 Standards and Requirements ...... 1 1.2 Flight Set Up Process ...... 3 Section 2 – Passenger and Crew Handling ...... 1 2.1 Introduction ...... 1 2.2 Crew Facilities ...... 1 2.3 Passenger Facilities ...... 2 2.4 Special Categories of Passenger (SCP) ...... 4 2.5 Check In ...... 8 2.6 Security ...... 10 2.7 Flight Preparation ...... 10 2.8 Boarding ...... 11 2.9 Handling of Animals ...... 13 2.10 Transportation ...... 14 Section 3 – Aircraft Handling ...... 1 3.1 Aircraft Parking ...... 1 3.2 Vehicles ...... 7 3.3 Ground Service and Aircraft Loading Equipment ...... 7 3.4 Aircraft Towing & Pushback ...... 9 3.5 Engine Start ...... 10 3.6 Aircraft Dispatch With Inoperative Beacon ...... 10 Section 4 – Fuelling ...... 1 4.1 Introduction ...... 1 4.2 Fuelling Procedures ...... 1 4.3 Refuelling with Passengers On Board ...... 3

4.4 Fuel Spillage ...... 4 4.5 Contamination of Jet Aviation Fuel by Fatty Acid Methyl Ester (FAME) ...... 4 4.6 Aircraft De-Fuelling ...... 4 Section 5 – De-Icing ...... 1 5.1 Certification for Flight in Icing Conditions ...... 1 5.2 Definitions / Abbreviations and Common Terminology ...... 1 5.3 De-icing and Anti-icing on the Ground ...... 3 Section 6 – Emergency Response ...... 1 6.1 Occurrence Reporting ...... 1 6.2 Ground Handling Agent ...... 2 Appendix A – Embraer Phenom 300 ...... 1 A.1 Aircraft Description ...... 1 A.2 Danger Areas ...... 3 A.3 Operation of Doors ...... 4 A.4 Fuelling ...... 5 A.5 Towing ...... 7 A.6 Ground Power Unit ...... 10 A.7 De/Anti-Icing ...... 11 A.8 Toilet and Water Servicing ...... 12 Appendix B – Cessna Citation C550 (Citation II) ...... 1 B.1 Aircraft Description ...... 1 B.2 Danger Areas ...... 3 B.3 Operation of Doors ...... 3 B.4 Fuelling ...... 4 B.5 Towing ...... 4 B.6 Ground Power Unit ...... 4 B.7 De/Anti-Icing ...... 5 B.8 Toilet and Water Servicing ...... 5 Appendix C – Cessna Citation C560 Excel Series ...... 1 C.1 Aircraft Description ...... 1 C.2 Danger Areas ...... 4 C.3 Operation of Doors ...... 5 C.4 Fuelling ...... 7 C.5 Towing ...... 9 C.6 Ground Power Unit ...... 10 C.7 De/Anti-Icing ...... 10 C.8 Toilet and Water Servicing ...... 11 Appendix D – Bombardier Challenger 604 ...... 1

D.1 Aircraft Description ...... 1 D.2 Danger Areas ...... 3 D.3 Operation of Doors ...... 4 D.4 Fuelling ...... 5 D.5 Towing ...... 8 D.6 Ground Power Unit ...... 10 D.7 De/Anti-Icing ...... 10 D.8 Toilet and Water Servicing ...... 11 Appendix E – Dassault Falcon 2000EX ...... 1 E.1 Aircraft Description ...... 1 E.2 Danger Areas ...... 4 E.3 Operation of Doors ...... 5 E.4 Fuelling ...... 7 E.5 Towing ...... 11 E.6 Ground Power Unit ...... 13 E.6 Ground Power Unit ...... 14 E.7 De/Anti-Icing ...... 15 E.8 Toilet and Water Servicing ...... 16 Appendix F – Embraer Legacy 600/650 ...... 1 F.1 Aircraft Description ...... 1 F.2 Danger Areas ...... 3 F.3 Operation of Doors ...... 4 F.4 Fuelling ...... 6 F.5 Towing ...... 12 F.6 Ground Power Unit ...... 13 F.7 De/Anti-Icing ...... 14 F.8 Toilet and Water Servicing ...... 17 Appendix G – Bombardier Global Express ...... 1 G.1 Aircraft Description ...... 1 G.2 Danger Areas ...... 3 G.3 Operation of Doors ...... 5 G.4 Fuelling ...... 8 G.5 Towing ...... 11 G.6 Ground Power Unit ...... 12 G.7 De/Anti-Icing ...... 13 G.8 Toilet and Water Servicing ...... 14

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Section 0 – Administration and Control

0.1 Record of Amendments

Revision Number Date Issued 0 01 / 11 / 19

0.2.1 Summary of Changes

Reference Change Whole Manual Whole manual issued

0.2 List of Effective Sections

Section Status Revision Section Status Revision 0 N 0 App A N 0 1 N 0 App B N 0 2 N 0 App C N 0 3 N 0 App D N 0 4 N 0 App E N 0 5 N 0 App F N 0 6 N 0 App G N 0

0.3 Distribution

Weblink www.luxaviationuk.com/groundhandling

This manual is distributed electronically via Centrik and the Luxaviation UK website. Any physical copy is uncontrolled and its applicability should be verified by checking the latest version through Centrik or the Luxaviation UK website.

0.4 Manual Revision Procedure

Related Manual Sections PM-DOC Section 3

This manual is maintained and revised in accordance with the established company document control procedures laid out in the above manual.

0.5 Notes and Definitions

0.5.1 Abbreviations

Abbreviation Definition AFM Aircraft Flight Manual AOC Air Operator Certificate ARC Airworthiness Review Certificate ASR Air Safety Report ATO Approved Training Organisation C of A Certificate of Airworthiness C of R Certificate of Registration CAA Civil Aviation Authority CAME Continuing Airworthiness Management Exposition CAMO Continuing Airworthiness Management Organisation CAT Commercial Air Transportation DDG Dispatch Deviation Guide DFO Director of Flight Operations EASA European Aviation Safety Agency EFB Electronic Flight Bag EROPS Extended Range OPerationS ERP Emergency Response Plan ETA Estimated Time of Arrival ETD Estimated Time of Departure ETOPS ExTended OperationS or Extended-range Twin-engined OperationS FOI Flight Operations Inspector (CAA) FOD Foreign Object Debris GMT Greenwich Mean Time (Coordinated Universal Time/UTC) HOT Head of Training LMQF Luxaviation Maintenance Quality Form LMQP Luxaviation Maintenance Quality Procedure MEL Minimum Equipment List MSM Management System Manual NAA National Aviation Authority NPA Notice of Proposed Amendment OCC Operations Control Centre OEI One Engine Inoperative OEM Original Equipment Manufacturer OMA Operations Manual Part A OMB Operations Manual Part B (Aircraft-specific Operating Procedures Manual) OMC Operations Manual Part C OMD Operations Manual Part D (Training Manual) OME Operations Manual Part E (Cabin Safety Procedures Manual) QRH Quick Reference Handbook (Aircraft Emergency Checklist) RFF Rescue Fire Fighting UTC Coordinated Universal Time (Greenwich Mean Time)

0.5.2 Definitions

The following table provides a list of definitions utilised throughout the manual. It is not a comprehensive list containing every possible industry abbreviation, but does cover all those necessary for the proper use and interpretation of the manual.

Term Definition Aft Rear of aircraft

Aileron Part of aircraft wing (used to control aircraft turning in flight) Aircraft left (Port side) Left hand side of the aircraft (as you are inside the aircraft facing the flight deck) Aircraft right (Starboard) Right hand side of the aircraft (as you are inside the aircraft facing the flight deck) Anti-Collision Light (or Anti-Collision Red Strobe (flashing) beacon (light) on the Beacon) underside and top of the fuselage. Chocks Wedges used to prevent aircraft movement in the event of brake failure – placed in front and/or behind, aircraft wheels (tyres) Elevator A moveable horizontal surface attached to the back of the stabiliser. Flap Part of aircraft providing for greater flight control at slower speeds FOD/Foreign Object Debris All loose objects which are a danger to the safety and integrity of an aircraft Hold Stowage area for baggage

Landing gear The aircraft wheels (undercarriage)

Leading Edge Foremost portion of the wing, located at the very front of the wing Local Time The local time of the location or time zone being discussed – this differs from GMT/UTC. Any use of local time shall be explicitly stated as such. Pax Passenger(s)

Positioning A flight or journey with no passengers to a specific location to pick up passengers and/ or an aircraft Pushback Where an aircraft is pushed by a tug from a nose in parking stand onto a taxiway or other part of the surface movement area where the aircraft may proceed from under its own power. Ramp Technically the ‘apron’ is where aircraft park but it is generally referred to as the ‘ramp’ and specific aircraft parking locations (usually defined by painted borders and nose-in guidelines/equipment limit lines) are referred to as a ‘stand’ and in some locations a ‘bay’ or ‘gate’

Term Definition Rudder A moveable vertical surface attached to the rear of the horizontal stabiliser and used to provide yaw control by changing the angle of attack of the rudder when controls are manipulated – the rudder, horizontal stabiliser and the rearmost portion of the fuselage to which they are attached is referred to as the empennage. Taxiway Part of the surface movement area that provides various links and methods for an aircraft to ‘taxi’ from the ramp/apron to the appropriate point on the departure runway

0.5.3 Icons

This manual uses the following icons to draw attention to where other documents, regulations, procedures etc are reference or related to the specific procedure. Below is a list of the various icons used in this manual.

Important information relating to the procedure; these may be exceptions or general information.

Regulatory reference relating to the procedure.

Company manuals reference relating to the procedure.

Reference to a checklist related to the procedure detailed.

Reference to related form used as part of the procedure.

Email address relating to a procedure

Weblink

Procedure involves a telephone call.

Stop. There are conditions that must be met before proceeding with the procedure.

Information

0.6 Applicability of This Manual

The procedures in this manual apply to ground operations conducted with aircraft operated by London Executive Aviation trading as Luxaviation United Kingdom.

This manual DOES NOT apply to any other aircraft operated by any other Luxaviation Group operator – see 1.2.3 Luxaviation Group for a list of Group operators.

0.6.1 Regulatory Background

This manual has been produced by Luxaviation United Kingdom to ensure compliance with Commission Regulation (EU) 965/2012 on air operations (EASA Air-Ops). The following sections of the regulation are relevant to this subject:

ORO.GEN.205 – Contracted activities (a) The operator shall ensure that when contracting or purchasing any part of its activity, the contracted or purchased service or product conforms to the applicable requirements.

GM1 ORO.GEN.205 – Contracted activities CONTRACTING — GENERAL (a) Operators may decide to contract certain activities to external organisations for the provision of services related to areas such as: (1) ground de-icing/anti-icing; (2) ground handling; (c) The ultimate responsibility for the product or service provided by external organisations should always remain with the operator.

GM2 ORO.GEN.205 – Contracted activities RESPONSIBILITY WHEN CONTRACTING ACTIVITIES

(a) Regardless of the approval status of the contracted organisation, the contracting operator is responsible for ensuring that all contracted activities are subject to hazard identification and risk management, as required by ORO.GEN.200 (a)(3), and to compliance monitoring, as required by ORO.GEN.200 (a)(6).

(b) When the contracted organisation is itself certified or authorised to carry out the contracted activities, the operator’s compliance monitoring should at least check that the approval effectively covers the contracted activities and that it is still valid.

0.7 Company Description

Luxaviation United Kingdom is the trading name of London Executive Aviation Ltd. The company is based near London in the United Kingdom and provides charter and private aircraft operations with a worldwide AOC issued by the UK Civil Aviation Authority (CAA). See section 0.7.1 Company Approvals & Scope of Operation.

Luxaviation United Kingdom is wholly-owned subsidiary of the Luxaviation Group.

0.7.1 Company Approvals & Scope of Operation

Luxaviation United Kingdom holds the following approvals from the UK CAA allowing it to operate non-scheduled charter flights worldwide with aircraft of 19 seats or less:

➢ Air Operator Certificate (AOC) - GB 2070 ➢ Charter Route Licence - C/110 ➢ Type B Operating Licence – OL/B/398

The following additional approvals are held:

➢ Approved Training Organisation (ATO) - GBR.ATO-0370 ➢ Continuing Airworthiness Management Organisation (CAMO) - UK.MG.0113 ➢ US DOT/FAA Foreign Carrier Permit - 6LAF443F

Upon the United Kingdom leaving the European Union, the Company with also have the following Part-TCO (Third-Country Operator) authorisation from EASA:

➢ EASA.TCO.GBR-0037.01

London Executive Aviation is approved to transport dangerous goods in accordance with Annex V, Subpart G of Regulation (EU) 965/2012.

0.7.2 Personnel and Contact Information

H24 Operations:

+44 (0) 1708 688420

[email protected]

Accounts Department (Billing & Invoices):

+44 (0) 1708 688430

[email protected]

Company Postal Address:

Luxaviation United Kingdom Stapleford Airport, Stapleford Tawney, Romford, Essex. RM4 1SJ United Kingdom

Ground Operations

Leigh Westwood – Director of Operations (NP Ground Operations) Daryl Coubrough – Deputy Director of Operations and Dangerous Goods Officer

Flight Operations

Captain Glyn Anderson - Director of Flight Operations (NP Flight Operations) Captain Stefan Pedersen – Deputy Director of Flight Operations

Safety and Compliance

Captain Ben Howard – Safety and Compliance Manager Gary Parsons – Deputy Safety and Compliance Manager

0.7.3 Luxaviation Group

The procedures in this manual only apply to operations conducted by London Executive Aviation Ltd, trading as Luxaviation United Kingdom. Any enquiries regarding operations conducted

The contact details for other Group entities are as follows:

Company AOC Name AOC # Telephone Email Luxaviation Abelag B-3002 +32 2 712 53 ops.belgium@luxaviation. Safety Belgium 43 com Report Luxaviation UniJet FR.AOC.0 +33 (0)1 48 ops.france@luxaviation.c Safety France 065 35 99 10 om Report Luxaviation Luxaviation D-114 Safety Germany Germany +40 747 122 flightsupport@luxaviation Report Luxaviation Luxaviation S.A. L-12 133 .com Safety Luxembourg Report Luxaviation Masterjet PT- +351 210 ops.portugal@luxaviation Safety Portugal 02/05/41 026 860 .com Report Luxaviation San Luxaviation San SM012 +378 0549 N/A N/A Marino Marino S.R.L. 963911 Luxaviation London GB 2070 +44 (0)1708 [email protected] Safety United Kingdom Executive 688420 om Report Aviation Ltd ExecuJet (UK) GB 2331 Ltd ExecuJet Europe CH.AOC.1 +44 1223 Safety ExecuJet Europe [email protected] AG 020 637 220 Report ExecuJet Europe DK.AOC.0 AS 39 ExecuJet Middle ExecuJet Middle AT-0013 +971 4601 operations@execujet-

East East 6400 me.com ExecuJet Asia +65 6922 Safety [email protected] Pacific 4584 Report ExecuJet South ExecuJet CAA/N99 Africa Aviation (PTY) 6D Ltd ExecuJet Australia ExecuJet CASA.TAA +61 401 [email protected] Safety PTY Limited Australia PTY OC.0118 224400 om.au Report Limited Starspeed Starspeed Ltd GB 1003 +44 (0)1276 [email protected] 859100 .uk

0.8 Luxaviation United Kingdom Fleet

The company operates the following aircraft on the AOC:

Registration Type S/N MTOM Noise Crew Pax Chpt G-SPUR Cessna C550 (Citation II) 550-0714 6395kg 03 2 8 G-FJET Cessna C550 (Citation II) 550-0419 6033kg 03 2 7 G-JAGA Embraer 505 (Phenom 300) 50500134 8150kg 04 2 8 G-CIEL Cessna C560XL (Citation Excel) 560-5247 9072kg 03 2 9 G-SIRS Cessna C560XL (Citation Excel) 560-5185 9072kg 03 2 9 G-LEAX Cessna C560XL (Citation XLS) 560-5712 9163kg 03 2 7 G-GAAL Cessna C560XL (Citation XLS+) 560-6119 9163kg 04 2 9 G-MOCL Bombardier Challenger 604 5620 21863kg 04 2-3 11 G-SMSM Dassault Falcon 2000LXS 325 19414kg 04 2-3 10 G-YFOX Dassault Falcon 2000EX 067 19142kg 03 2-3 10 G-THFC Embraer 135BJ (Legacy 600) 14500954 22500kg 03 2-3 13 G-LEGC Embraer 135BJ (Legacy 600) 14501025 22500kg 03 2-3 13 G-KGKG Embraer 135BJ (Legacy 600) 14500986 22500kg 03 2-3 13 G-SPCY Embraer 135BJ (Legacy 650) 14501162 24300kg 04 2-3 13 G-FOMO Bombardier BD-700 (Global 6000) 9797 45132kg 04 2-3 15

Section 1 – General Requirements and Procedures

1.1 Standards and Requirements

Handling agents, by acceptance of a Luxaviation UK handling request, agree to handle company aircraft in accordance with procedures laid out in this manual, as well as any applicable local, national and international regulations, and industry best practice.

1.1.1 Procedures

The handling agent shall have a procedures manual which documents all relevant procedures employed by handling staff. The procedures manual shall:

➢ be version and date controlled, and ➢ be readily available to all staff members at all times ➢ be compliant will all applicable regulations and legislation

A system shall be in place to ensure that amendments to the procedures manual are communicated to all staff and are acknowledged and tracked.

1.1.2 Training

All staff employed by the handling agent shall undergo initial and recurrent training in accordance with established procedures and industry or regulatory requirements.

All training shall be documented and adequate records kept.

1.1.3 Data and Privacy

All personal data shall be used only for it’s intended operational purposes and shall be stored and processed in accordance with the General Data Protection Regulation (GDPR) – Regulation (EU) 2016/679.

The privacy of both customers and staff shall be assured at all times.

1.1.4 Provision of First Aiders

A qualified first aider shall be on duty at all times.

1.1.5 Smoking

All areas around aircraft shall be designated as non-smoking and be strictly enforced.

Smoking in other areas shall be restricted in accordance with any applicable national laws.

If smoking is allowed in any inside areas, a designated non-smoking area shall be available for both crew and passengers.

1.1.6 Special Assistance

Where requested, special assistance shall be provided for any passenger who requires it.

1.1.7 Compliance Monitoring

It is the responsibility of Luxaviation UK as the aircraft operator to have oversight of all contracted or sub-contracted activities. The company may conduct this oversight of handling agents in either of the following formats:

➢ On-site inspection ➢ ‘Postal’ audits

On-site inspections are usually conducted for handling agents where a company aircraft is based, or in some cases high-traffic locations. These audits will be conducted by either a Luxaviation UK auditor, an approved representative or by a Luxaviation Group auditor on the company’s behalf.

Postal audit requests are sent via Luxaviation UK’s Centrik system and can be completed online.

The handling agent shall agree to give Luxaviation UK and/or their representatives full access to their facilities and records for such activities.

1.1.8 Safety Management

Handling agents shall have a safety management system in place that is appropriate for it’s size, nature and complexity of operations.

Any incidents involving company aircraft shall be reported to Luxaviation UK in accordance with the procedures laid out in 6.1 Occurrence Reporting.

1.1.9 Ground Service Equipment

All Ground Service Equipment (GSE) used for Luxaviation UK aircraft shall be kept in a good condition and maintained in accordance with manufacturer recommendations and/or applicable local laws and regulations.

1.1.10 Billing

Where the payment for services is paid by crew, they shall be provided with an itemised invoice at the time of payment.

Where the payment is to be settled after the flight, an itemised invoice shall be sent to Luxaviation UK Accounts Department as soon as possible, but within no more than 7 days.

Email [email protected]

1.2 Flight Set Up Process

In order to engage the services of a ground handling agent for a flight, the chosen handling agent will be sent a handling request by Luxaviation UK Operations. The handling request is automatically generated from the scheduling software in the format shown in 1.2.1 Example Handling Request.

Luxaviation UK Operations will send a handling request as soon as the flight is confirmed by our customer. If passenger and/or crew details are available to our operations department at the time of confirmation, these will be included in the initial request, however if passenger and/or crew details are not initially available, these will be sent at a later time.

Upon receipt of a handling request, please confirm services as soon as possible. In confirming a handling request, you agree by the terms and procedures of this manual.

Should it not be possible to provide any requested service, or in the event that a service needs to be requested through another party, please advise Luxaviation UK operations as soon as possible.

1.2.1 Example Handling Request

Subject: RQST TRIP 301234 HANDLING EGGW / LTN 30MAY G-REGN

ATTN GROUND HANDLING LTD EGGW / LTN SUBJ HANDLING REQUEST

AIRCRAFT OPERATED BY: LONDON EXECUTIVE AVIATION STAPLEFORD TAWNEY ESSEX, RM4 1SJ UNITED KINGDOM ------GOOD DAY –

WE KINDLY REQUEST HANDLING FOR THE FOLL COMMERCIAL FLT(S):

**SCHEDULE** ------A/C REG G-REGN, LEGACY 600/E35L, 13 SEATS MTOW: 49603.5LBS/22.5T, R/F-CAT: 5/A

SKED ETD EGGW/LTN 30/MAY 0900Z - ETA LSGG/GVA 30/MAY 1030Z CREW 3 PAX 0 SKED ETD LSGG/GVA 30/MAY 1200Z - ETA EGGW/LTN 30/MAY 1335Z CREW 3 PAX 1 ------

LEG 1 C/S LNX99GN

LEG 2 C/S LNX99GN

CREW 3 FIRST NAME / LAST NAME CITIZENSHIP DOB PASSPORT # EXPIRY ------>CAPTAIN NAME HERE UNITED KINGDOM 01/01/1960 123456789 31/12/2025 >FIRST OFFICER NAME HERE UNITED KINGDOM 01/01/1960 123456789 31/12/2025 >CABIN CREW HAME HERE UNITED KINGDOM 01/01/1960 123456789 31/12/2025 ------PAX 3 FIRST NAME / LAST NAME CITIZENSHIP DOB PASSPORT # EXPIRY ------>PASSENGER NAME 1 UNITED KINGDOM 01/01/1960 123456789 31/12/2025 © 2019 London Executive Aviation Ltd Part GHM GROUND HANDLING MANUAL Section / Page 1 / 4 Rev. 0 General Requirements and Procedures Date 01 / 11 / 19

>PASSENGER NAME 2 UNITED KINGDOM 01/01/1960 123456789 31/12/2025 >PASSENGER NAME 3 UNITED KINGDOM 01/01/1960 123456789 31/12/2025 ------

PLEASE ARRANGE THE FOLLOWING ON ARRIVAL AND DEPARTURE

- GROUND HANDLING AND PARKING

- AIRPORT PPR AND SLOTS

- HANDLING OF PASSENGERS AND CREW TO INCLUDE: CUSTOMS, IMMIGRATION AND BAGGAGE

- PLEASE FORWARD TO THE SENDER AND [email protected] MVT MESSAGE AND CHANGES IN GENDEC

PLEASE SEND INVOICE TO THE FOLLOWING ADDRESS:

LONDON EXECUTIVE AVIATION STAPLEFORD TAWNEY ESSEX, RM4 1SJ UNITED KINGDOM TEL +44 (0)1708 688 420 FAX +44 (0)1708 688 663 GST/VAT NO 667993265 EMAIL [email protected] WEB WWW.FLYLEA.COM

THANKS AND BEST REGARDS DARYL COUBROUGH

------

GENERAL HANDLING REQUIREMENTS LONDON EXECUTIVE AVIATION OPERATES AN APPROVED SAFETY MANAGEMENT SYSTEM. ACCEPTANCE OF THIS HANDLING REQUEST CONFIRMS THAT THE FOLLOWING GENERAL HANDLING REQUIREMENTS ARE MET BY YOURSELVES: 1. CREW TRANSPORT MEETS LOCAL TRANSPORT STANDARDS AND HAS PASSED STATUTORY VEHICLE TESTS. 2. AIRCRAFT ARE PARKED OR HANGARED IN A SECURE LOCATION. 3. HANDLING STAFF AND THEIR AGENTS OR REPRESENTATIVES HAVE ADEQUATE TRAINING IN THE SERVICING OF THE AIRCRAFT, PAX AND CARGO. 4. ADEQUATE RESOURCES ARE PROVIDED TO HANDLE THE SERVICE REQUEST IN TERMS OF PAX NUMBERS AND/OR DISABILITY, BAGGAGE, DANGEROUS GOODS AND AIRCRAFT SERVICES. 5. IT IS MANDATORY TO PUT CHOCKS ON BOTH THE NOSE WHEEL(S) AND A MAIN LANDING GEAR ON ALL LONDON EXECUTIVE AVIATION AIRCRAFT (ANY TYPE). 6. PROVIDER WILL REPORT TO THE OPERATOR ANY SAFETY RELATED OCCURRENCES AND IDENTIFIED HAZARDS IN ACCORDANCE WITH OPERATORS SAFETY MANAGEMENT SYSTEM. 7. REQUIRED ACCESS, AS DEFINED IN POINTS ORO.GEN.140 AND ORO.GEN.205 OF THE ANNEX III TO THE COMMISSION REGULATION (EU) NO 965/2012 OF 05 OCTOBER 2012 LAYING DOWN TECHNICAL REQUIREMENTS AND ADMINISTRATIVE PROCEDURES RELATED TO AIR OPERATIONS PURSUANT TO REGULATION (EC) NO 216/2008 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL, SHALL BE GRANTED TO CUSTOMER AND RELEVANT NATIONAL AVIATION AUTHORITY. 8. AFTER DEPARTURE OF THE AIRCRAFT, PROVIDER WILL RETAIN FOR A PERIOD OF 24H ALL THE DOCUMENTS DELIVERED BY THE CREW MEMBERS BEFORE THE DEPARTURE. PLEASE EMAIL YOUR CONFIRMATION TO [email protected] OR FAX +44 (0) 1708 688663 PLEASE SEND YOUR MOVEMENT MESSAGES TO [email protected] ALTERNATIVELY CONTACT US BY PHONE ON +44 (0) 1708 688420 BEST REGARDS, LONDON EXECUTIVE AVIATION OPERATIONS CONTROL

1.2.2 Handling Request Decode

The handling request is made up of the following sections:

Operator Details

ATTN GROUND HANDLING LTD EGGW / LTN SUBJ HANDLING REQUEST

AIRCRAFT OPERATED BY: LONDON EXECUTIVE AVIATION STAPLEFORD TAWNEY ESSEX, RM4 1SJ UNITED KINGDOM

Schedule

**SCHEDULE** ------A/C REG G-REGN, LEGACY 600/E35L, 13 SEATS MTOW: 49603.5LBS/22.5T, R/F-CAT: 5/A

SKED ETD EGGW/LTN 30/MAY 0900Z - ETA LSGG/GVA 30/MAY 1030Z CREW 3 PAX 0 SKED ETD LSGG/GVA 30/MAY 1200Z - ETA EGGW/LTN 30/MAY 1335Z CREW 3 PAX 1 ------

This section includes the following in the top line:

➢ Aircraft Type and Registration ➢ Max passenger seating capacity ➢ Maximum Take Off Weight (Mass) ➢ Required RFF Category

The schedule is detailed for each leg of the trip. All times are in UTC (Greenwich Mean Time/Coordinated Universal Time).

Flight Legs

LEG 1 C/S LNX99GN

➢ C/S = Callsign/Flight Number ➢ Number of crew followed by crew manifest, including: o Full name o Citizenship o Date of Birth o Passport Number and expiry date ➢ Number of passengers (where passengers are carried an identical manifest will be provided)

1.2.3 Movement Messages

Please advise Luxaviation UK Operations of aircraft movements as soon as possible. All times should be given in UTC.

Email: [email protected]

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Section 2 – Passenger and Crew Handling

2.1 Introduction

Agents handling Luxaviation UK flights will be exposed to a wide variety of passenger types. Some will involve high profile or celebrity passengers such as sports teams, political figures, Heads of State and many of the charters operated by Luxaviation UK will involve carriage of people who are widely known in public life.

Such passengers should be treated in a manner to ensure that their privacy is not invaded.

No staff member shall approach any passengers for photographs / autographs etc.

During inclement weather, the Handling Agent shall have umbrellas and/or vehicles available to assist passengers to and from the aircraft.

The Handling Agent should also ensure that adequate road signage is provided, directing customers and crew arriving via surface transport, from the main road to the Handling Agent with minimum delay and confusion.

2.2 Crew Facilities

The Handling Agent shall also have adequate crew amenities such as a pilot’s lounge, snooze rooms, crew cars, etc. These amenities will be clean, safe, and in working order.

In order to complete pre-flight paperwork and briefings, Luxaviation UK crew will need access to the following:

➢ Computer with internet access ➢ Printer and paper ➢ Table (or equivalent flat surface) and chairs

The Handling Agent shall ensure that the facility areas utilized by Luxaviation UK crewmembers and passengers are free of recognized hazards. For example, slip and trip hazards caused by hazards such as electrical cords across a walk area, loose carpet or broken tiles.

For crew lounge areas the following shall apply/be available:

➢ The area shall be kept quiet ➢ Entertainment facilities, such as a television, be present ➢ Have comfortable seating ➢ Facility for mobile device charging (power socket or USB) ➢ Refreshments (hot and cold drinks), and facility to heat food ➢ Wi-Fi ➢ Air conditioned or heated as appropriate; ➢ Toilets

2.2.1 Catering Facilities

The Handling Agent should have a dedicated commercial grade refrigerator or its equivalent available.

The refrigerator must have a working temperature control unit and visible temperature gauge to ensure food is kept at the local regulation requirements or minimum Luxaviation UK standard, i.e. cold food must be kept below 8˚C.

In practice, the coldest part of the fridge should be between 2˚C and 5˚C to make sure that food is kept cold enough. A fridge thermometer should be used regularly to check that the fridge is cold enough.

The catering refrigerator should be in a convenient area but not accessible to the general public. The Handling Agent must ensure that harmful chemicals, hazardous waste, cleaning and maintenance supplies are not stored in the same location as the catering refrigerator.

The catering refrigerator and ice machine must be well maintained, clean and separated from employee or other type of food.

Where the handling agent provides ice, coffee and hot water, this area and all equipment shall be kept clean and maintained appropriately.

2.3 Passenger Facilities

The passenger facilities and staff shall be well kept and professional in appearance. If possible passengers should have access to private telephones, facsimile, data ports and conference rooms if needed.

2.3.1 Passenger Lounge

A lounge should be available for use of passengers either waiting to depart on a Luxaviation flight, or in some cases after arriving.

The passenger lounge should:

➢ Give passengers adequate privacy ➢ Have comfortable seating ➢ Have facility for mobile device charging (power socket or USB) ➢ Have access to refreshments (hot and cold drinks) ➢ Have Wi-Fi ➢ Be air conditioned or heated as appropriate ➢ Have access to restrooms/toilets.

2.3.2 VVIP Lounge

A lounge is considered to be VVIP if the if all of the criteria of 2.3.1 are met, and:

➢ Be separate from the main lounge area, and ➢ Be occupied only by a single party.

2.3.3 Conference Facilities

Some passengers may at times require use of conference facilities. Should use of conference facilities be required, this will be requested by Operations accordingly. Conference facilities should include:

➢ Table and chairs ➢ Air conditioning ➢ Appropriate lighting ➢ Suitable privacy measures (blinds, doors etc) ➢ Refreshments (tea, coffee, water, biscuits etc) ➢ Internet access via Wifi ➢ Projector or LCD/LED display with HDMI and/or Apple TV ➢ Telephone(s) – preferably with conference call facility ➢ Facility for mobile device charging (power socket or USB)

2.3.4 Smoking Areas

Smoking areas shall be provided for the use of passengers and crew. Smoking areas should be located away from the main passenger lounge, and main entrance to the FBO, and be covered.

Smoking areas should not be in an area that could create a fire risk (i.e. near aircraft, fuel bowsers etc).

2.3.5 Washing / Shower Facilities

Where washing or shower facilities are available for the use of passengers, these shall:

➢ be kept clean ➢ be provided with towels, shampoo and shower gel/body wash ➢ have a lockable cubicle

2.4 Special Categories of Passenger (SCP)

Related Regulations: CAT.OP.MPA.155 – Carriage of special categories of passengers (SCPs)

2.4.1 Infants

Infants are defined as passengers under the age of 2 years.

Passengers with infants may be permitted to carry strollers to the aircraft if they should wish to, however the Captain should be informed and the passenger advised that the stroller will be hold loaded as required (in some cases the wheels will need to be removed, but the commander will advise what is necessary).

The Flight Crew will advise the ground crew on how they wish the aircraft to be loaded.

Multiple occupancy of aircraft seats is not permitted other than by one adult and one child less than two years old who is properly secured by a child restraint device.

2.4.2 Persons with Reduced Mobility (PRM)

The Flight Crew and Handling Staff should be already briefed by the Luxaviation UK Operations Department if any passengers are expected to have reduced mobility so that any additional services required are already arranged before the passengers arrival.

Certain items are permitted only with the operator’s approval, for example wheelchairs, medical oxygen, liquid oxygen and battery powered mobility devices etc are considered on a case by case bases and the Flight Crew will advise what can and cannot be carried. If the carriage of these items is already approved and the crew are notified please liaise with them directly as to what will be required.

In the event that no pre-notification has been received please notify the Commander before bringing the passenger(s) out to the aircraft.

The Flight Crew will advise on how they wish the aircraft to the loaded but they may require help from ground staff.

2.4.3 Inadmissible Passengers

The aircraft Commander has the statutory authority to refuse entry to the aircraft of anyone whose presence in flight could represent a hazard to the safety of the aircraft or its passengers.

Such persons could include those suspected of being under the influence of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered, or of suffering from any form of mental or physical illness which could put the remaining passengers at risk.

In the case of known or declared illnesses, arrangements may be made for such sufferers to be carried if prior medical approval has been given, and qualified nursing personnel accompany the patient(s).

The Commander should always be made aware of the full details concerning any potentially disruptive passengers at the time.

In order to assist the Commander in the proper exercise of this authority, all handling agents and check-in personnel, should alert the Commander if at any time they consider that the condition of particular passengers could jeopardise the safety of a proposed flight.

If difficulty is encountered in dealing with such passengers, particularly those who may require physical restraint, the assistance of the aerodrome, or local police should be available if requested.

2.4.4 Deportees and Persons in Custody

Luxaviation UK Operations will brief the Flight Crew and the Handling agent before the passenger arrives at the airport in either case.

Deportees are people who have been ordered to leave a country in accordance with the provisions of a deportation order. Immigration may provide an escort at State or Carriers expense according to circumstances.

If a deportee has a record of violence or unstable behaviour the authorities will consider whether it is necessary to provide a police escort during the flight and the Immigration Service will advise the company of details of the provision of a Police escort if required.

Private security staff, a separate screening area and a private lounge may be advisable to ensure no disruption to other passengers. All flight details should remain private and strictly confidential, however should the media/general public become aware at any time a private entrance may be advisable to the airport in order to reduce disruption to other passengers and ensure safety.

Luxaviation will advise what will be required for the flight on a case by case basis. A risk assessment, where appropriate, will be conducted by the relevant government agency.

Persons in lawful custody are people either under arrest or convicted criminals under escort. In the case of UK detainees, information will be supplied by the Prison Service including a Home Office assessment of the classification to Luxaviation UK before the flight and they will advise the Handling Agent and the Flight Crew of all details and what will be required.

The handling agents, UK and Overseas, are to be made aware if a transit stop is involved, the flight is diverted or the persons under escort should remain in the aircraft after landing.

If the flight is diverted the aircraft commander will notify the police or immigration authority at the airport concerned. If the persons must disembark, the police or immigration authority should be asked to assume responsibility for the decision as to the person’s admissibility into the state concerned and necessary, detention or onward travel arrangements.

Restrained passengers in custody must be escorted by security escort to the toilet. The passenger will normally be seated in a window seat away from any exits.

At the FBO should any drinks be required it may be that only polystyrene or paper cups and spoons are to be used.

2.4.5 Carriage of Human Remains

Handling Agents and Flight Crew will be forewarned of any flights carrying human remains by the Operations Department.

Due to the nature of the flight special consideration and care must be shown to the relatives and/or passengers travelling alongside any coffin. They may be agitated or become unreasonable but please be patient.

Operations will advise if a private room or if other requirements are needed.

Human remains shall be contained in a coffin with a hermetically sealed inner container of bronze, lead or zinc. In case of cremated remains, the casket must be packed in a sealed outer box or case.

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

Coffins are normally carried only on Embraer Legacy aircraft and must be loaded/unloaded with a belt loader. For information on belt loaders, please refer to section 3.3.3.

The Flight Crew will have a certificate of death issued by the Civil Registrar (or equivalent depending on jurisdiction/State). In the case of cremated remains, an official Certificate of Cremation must be obtained. Certificates should be legalised where necessary, by the local notary/consul of the country of destination.

All certificates and the passport shall be attached to a cargo manifest.

2.5 Check In

Passengers should not be advised on check-in of any known delay, unless specially told to do so by the Flight Crew or Operations.

2.5.1 Passenger Manifests

The full passenger list will be transmitted to all agents as soon as Luxaviation receives the information, and this shall be provided to local immigration authorities in accordance with local legal requirements.

Upon arrival of the passengers, any differences from the expected passenger list at check-in should be notified to both the crew and Luxaviation UK operations.

2.5.2 Carriage of Dangerous Goods by Passengers

Related Regulations: CAT.GEN.MPA.200 – Transport of dangerous goods

Upon check in, passengers should be asked to confirm that they are not carrying any prohibited items. This should be achieved using a poster similar to the one shown below:

Example of Dangerous Goods Poster

The above posters – or equivalent posters provided by the local national aviation authority (NAA) – should be prominently displayed in the passenger lounge and screening area of the FBO.

2.5.3 Baggage

The mass of individual cabin baggage items should reflect that passenger’s standard allowance, unless the pieces are weighed and accounted for (this will be requested by the Commander if necessary).

The standard weights will vary with different aircraft so therefore the stowage of items of cabin baggage will be supervised by the Flight Crew, they may however require ground staff assistance.

Hold baggage is to be stowed and secured only in those areas and compartments which are designated for its carriage, and subject to the floor loading limitations of the particular area.

The flight crew will supervise the loading of all baggage.

It is preferable to load the baggage aboard the aircraft as soon as possible, so that this is completed before passengers begin boarding. Where baggage arrives to the airport prior to passengers, if possible this shall be loaded prior to the arrival of the passengers at the FBO.

If possible please provide general indication of the weight of each bag. This could be achieved by the attachment of a ‘heavy bag’ label at check-in for bags weighing in excess of 20kg. For items identified by the passenger as fragile, a ‘fragile’ label should be attached.

2.5.4 Carriage of Cargo in the Passenger Compartment

Related Regulations: CAT.OP.MPA.160 – Stowage of baggage and cargo

The following should be observed before carrying cargo in the passenger compartment:

➢ dangerous goods should not be allowed, ➢ the mass of cargo should not exceed the structural loading limits of the floor or seats, ➢ the number/type of restraint devices and their attachment points should be capable of restraining the cargo in accordance with applicable certification specifications, and ➢ the location of the cargo should be such that, in the event of an emergency evacuation, it will not hinder egress nor impair the crew's view.

The flight crew will supervise the loading of any such cargo.

2.6 Security

All aircraft with a maximum take-off mass (MTOM) of greater than 10,000kg operating commercial air transportation (CAT) flights shall be subject to security screening.

Refer to section 0.8 Luxaviation United Kingdom Fleet for a list of aircraft operated and MTOM.

2.6.1 Passenger Screening

For those flights requiring passenger screening no passenger shall be allowed to board unless screened to the standard required by the state of departure.

2.6.2 Hold Baggage Screening

All baggage presented for check-in shall be screened by security personnel prior to loading onto a Luxaviation UK aircraft (if required).

Once screened the baggage must be protected against unauthorised interference until such times as it is to be loaded.

Agents shall ensure a system is in operation that will ensure that all items of baggage placed in the hold are reconciled against passengers on-board the aircraft, or screened in accordance with the state requirements for unaccompanied baggage.

2.6.3 Crew Screening

Crew members shall be subject to screening in accordance with any applicable national and international requirements.

Crew shall be treated respectfully and no differently from passengers.

2.7 Flight Preparation

Once the Flight Crew have finished checking the aircraft and the flight deck has been prepared all the crew members will get together for a brief. Handling Agents / service staff should not interrupt the Flight crew when this briefing is happening unless it is an emergency situation.

2.8 Boarding

Boarding shall only commence at the direction of the aircraft crew.

Related Regulations: CAT.OP.MPA.165 – Passenger seating

Passengers must be supervised at all times whilst on the apron/parking ramp. Care must be taken to ensure that passengers are taken or directed to the correct aircraft, particularly where two or more aircraft are boarding at the same time.

As far as is possible, subject to mass and balance requirements, passengers are allowed a free choice of seating from the space available on the aircraft.

Regard must be paid however to seat allocation affecting emergency evacuation of the aircraft, however the Commander and/or Cabin Crew will supervise the boarding of the passengers.

2.8.1 Before Departure

When passengers are being carried, the aim is for the crew’s pre-flight brief to be completed approximately 30 mins before the scheduled off-blocks time, on empty sectors it may be 15 mins before the departure.

Once the pre-flight preparations are complete, the designated crew member will arrange to come into the FBO/lounge to meet (or await) the passengers; or in the event that this is not possible, the handling agent will be briefed by a member of the crew to bring the passengers out as required.

2.8.2 Handling of Passengers Airside

Passengers must be either taken to the aircraft in approved transport, escorted by a crew member, nominated company employee or representative of the appointed handling agent, the Flight Crew will brief what they wish to do.

At some aerodromes passengers may have to walk across the apron between the terminal building and the aircraft. This is liable to expose passengers to hazards such as vehicles moving across the apron. It is, therefore, important that the safety of passengers on the apron is suitably managed.

The aerodrome licensee, the airline operator and ground handlers all have responsibility for ensuring passenger safety and the following precautions are undertaken:

➢ When passengers are making their way across the apron to or from an aircraft, sufficient numbers of handling agent staff should be present to guide and control their movement safely. ➢ Passengers should not be permitted to roam free and passenger routes should not pass below aircraft wings or beneath fuel vents or close to propellers or rotors of the aircraft they are boarding/disembarking or those of aircraft on adjacent stands. ➢ Restrictions should be placed on the running of aircraft engines in the vicinity of passengers and they should be protected from excessive engine noise.

➢ Pedestrian movements should be strictly segregated from vehicular traffic and should be routed clear of electrical cables, fuel hoses and other ramp equipment. ➢ The crossing of airside roads should be avoided but, where this is necessary, positive control of vehicular traffic should be undertaken to safeguard passenger transit. ➢ All personnel (including the Flight Crew) should be wearing a yellow high visibility jacket at all times. ➢ A member of the Flight Crew will greet the passengers as they arrive at the aircraft and they will begin the boarding process and supervise the loading of any luggage.

2.8.3 Completion of Boarding

Once all the passengers and baggage are loaded a member of the Flight Crew will perform a final walk around the aircraft to ensure that all other doors and panels are closed and the aircraft key is safe onboard. In addition a check will be made that the chocks, cones and ground service equipment is clear of the aircraft or that a dispatcher is available to clear the path of the aircraft before engine start.

A member of the Flight Crew / Cabin crew will then close and secure the aircraft door.

2.9 Handling of Animals

Related Regulations: AMC2 CAT.OP.MPA.160 – Stowage of baggage and cargo

Animals are an integral part of many families and are often taken aboard private jets.

Luxaviation UK is also approved by the UK Department for Environment, Food & Rural Affairs to transport pets into the following UK airports:

➢ EGKB – Biggin Hill ➢ EGPH – Edinburgh ➢ EGLF – Farnborough ➢ EGMD – Lydd (London Ashford) ➢ EGTK – Oxford ➢ EGSS – London Stansted ➢ EGBJ – Gloucestershire

Regulations do not currently permit dogs (other than guide or assistance dogs) or other animals weighing more that 8kgs to be carried in the cabin (unless an Alternative Means of Compliance has been approved by the CAA), therefore the majority of dogs, and other animals, will be carried in travel cages.

The FBO should allow access to the following for pets:

➢ An area for animals to attend to physiological needs ➢ Water bowl and access to light food if required

If a Luxaviation UK aircraft is transiting for the purposes of a fuel stop and carrying animals, the handling agent shall facilitate the animals being given access to an area to attend to physiological needs.

2.10 Transportation

2.10.1 Crew Transportation

Where required, crew transportation will be requested by either Luxaviation UK operations or by the aircraft commander.

This would usually be a taxi or similar vehicle, an executive saloon is not normally required (unless specified). All ground transportation for crew members shall:

➢ Be licenced in accordance with all local laws and regulations, and ➢ Wherever possible accept credit/debit card payments.

Luxaviation UK crew will normally each travel with a suitcase and a flight bag. Where a taxi is requested, the vehicle should be of sufficient size to accommodate crew luggage.

2.10.2 Passenger Transportation

Occasionally passengers will request that Luxaviation UK provide ground transport to and/or from the airport.

All requests for passenger transport must be confirmed by Luxaviation UK operations, unless there is an explicit agreement that the passenger will pay for the service directly.

There are normally two types of transportation that will be requested:

1. Taxi – Should a taxi be requested, this shall be a taxi fully licenced in accordance with local laws, and be from a reputable company and/or known driver. Wherever possible, taxis should be able to accept debit/credit cards as well as cash.

2. Executive – An executive vehicle would be either a saloon (such as Mercedes S-Class) or larger (such as Mercedes Viano). The vehicle should be sourced from a known local company, be compliant will all local laws and the driver should wear a uniform or be dressed smartly. If an executive option is required, Luxaviation UK operations will advise the particular type of vehicle.

Section 3 – Aircraft Handling

3.1 Aircraft Parking

3.1.1 Aircraft Arrival

Crew will make contact via radio wherever possible during the descent to update on the ETA and any service requirements such as fuel or passenger transport that may be required.

Actions Prior to Arrival

➢ Conduct FOD check on entire stand removing all debris just prior to arrival. ➢ Make sure the stand surface condition is sufficiently free of ice, snow, etc., to ensure safe aircraft movement. ➢ Make sure all Ground Support Equipment (GSE) is positioned well clear of the aircraft path, outside the Equipment Restraint Area (ERA). ➢ Make sure the aircraft path and ramp area is free of objects and obstacles which the aircraft may strike or endanger others due to jet blast effects. ➢ Make sure aircraft docking guidance system is operating, or marshalling staff is present. ➢ Make sure additional ground personnel (such as wing walkers) are present (if required).

Aircraft Arrival

All persons not responsible for the aircraft arrival operation must stay well clear of the arriving aircraft and must not approach the aircraft until:

➢ The engines have been switched off and are spooling down. ➢ The anti-collision lights have been switched off, and ➢ The main gear wheel chocks are positioned. ➢ Clearance to approach the aircraft has been given by the agent responsible for the arrival operation, if applicable.

Prior to the arrival of the aircraft, the following equipment must be serviceable and available on the stand:

➢ Chocks (see 3.1.3 Parking and Chocks) ➢ Safety Cones (see 3.1.4 Cones) ➢ Ground power (see 3.3 Ground Power Unit) ➢ Headset interphone (if applicable) ➢ Day or night wands (whichever is applicable)

3.1.2 Marshalling

Aircraft shall be marshalled onto stand.

Marshallers shall use the standard signals as laid out in Appendix 2, section 5 of ICAO Annex 2 – Rules of the Air.

Wherever practical, marshallers shall use illuminated wands or bats, however during hours of darkness, illuminated wands or torches MUST be used.

The person giving the hand signals must:

➢ Use only approved hand signals. ➢ Be clearly identified to avoid any possible confusion. ➢ Maintain the same role throughout the procedure. ➢ Keep in constant, visual contact with the other ground staff and flight crew throughout the manoeuvre. If visual contact is lost, the operation must stop and not re-commence until visual contact is re-established.

3.1.3 Parking and Chocks

All aircraft should be chocked immediately upon arrival to prevent movement should the aircraft parking brake fail.

➢ Make sure the required number of serviceable chocks are available taking account of the aircraft type and/or weather conditions ➢ Chocks must be kept clear of the manoeuvring area during aircraft arrival ➢ Do not approach the aircraft to position chocks until the aircraft has come to a complete stop ➢ One designated member of the ground staff immediately places chocks forward and aft (if aircraft type allows) of the nose gear. This is the first action to take place around the aircraft and shall be completed before any other activity may take place. ➢ Before approaching the main gear, wait until:

1. Engines have been switched off and are spoolling down. 2. Anti-collision lights are switched off.

➢ Place chocks forward and aft of the main gear in accordance with the applicable normal chock placement diagram. The chocks should lightly touch the tires. ➢ Notify the flight deck crew that the chocks are inserted ➢ Walk towards the main gear in a path parallel to the fuselage. ➢ Remove any temporarily-placed nose gear chocks, if applicable. ➢ Give the ‘Chocks Inserted’ hand signal to the flight deck crew.

Chocks should only be used when an aircraft is stationary, they should never be used to stop a moving aircraft.

3.1.3.1 Placement of Chocks

For overnight parking, the aircraft should be chocked as follows

3.1.3.2 Parking Brakes

When left unattended for a longer duration (for example overnight or for several hours during the day), the aircraft parking brake will not usually be set.

A reversible placard stating ‘Brakes Off’ or ‘Brakes On – Do Not Tow’ – like that shown below – will be prominently displayed in the flight deck window on the left-hand (captain’s) side.

3.1.4 Cones

Cones shall be placed around the aircraft, no more than 1m away from the aircraft at the following points:

➢ Each wingtip ➢ In front of the nose ➢ Aft of the tail

3.1.5 FOD – Foreign Object Debris

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

Foreign object debris may be ingested into aircraft engines causing damage leading to engine failure. This is especially critical if it occurs in flight, particularly during the take-off phase. In addition, damage caused by FOD can occur to tires, the undercarriage, control systems and other parts of the airframe. All such damage could lead to inflight failures.

Examples of FOD:

➢ Plastic and paper, bags/sheets, rags ➢ Metal: nuts and bolts, empty oil and hydraulic fluid cans, tools and equipment ➢ Natural objects: rocks, pebbles and wood ➢ Other debris: burst ballast bags, luggage handles and luggage wheels, etc.

To ensure that the risk of damage to aircraft from FOD is minimized, all FOD must be removed and properly disposed of as soon as it is discovered.

‘FOD bins’ should be located near aircraft stands and movement areas.

FOD Checks

The following checks must be conducted prior to any aircraft movement or servicing operation:

➢ Check ground equipment staging and parking areas in proximity to area of operation. ➢ Ensure routine checks are made of ground equipment (including floors of enclosed cabins). ➢ In ramp areas ensure that anything carried in or on a vehicle is secured. ➢ Before aircraft arrival, conduct a FOD walk of the aircraft parking stand removing all FOD found. ➢ Pick-up and dispose all FOD in designated garbage bins, where provided.

3.2 Vehicles

All vehicles in the vicinity of aircraft shall be driven by an appropriately qualified person.

Should a vehicle need to reverse near an aircraft, it shall be accompanied by at least one ‘banksman’ who shall be in direct communication with the driver at all times.

3.3 Ground Service and Aircraft Loading Equipment

All Ground Service Equipment involved in aircraft handling should be checked at least once per day, in particular the “parking” brakes, rubber protective bumpers, safety systems and all other proximity sensors. A vehicle/equipment walk-around check shouls be undertaken prior to its use.

Apply parking brakes and place the gear selector in the “PARK” or “NEUTRAL” position on all GSE when it is parked or positioned.

Do not leave any vehicle unattended with its engine running.

When positioning GSE, make sure that clearance is kept between all GSE and the aircraft to allow vertical movement of the aircraft during the entire ground handling process–preventing contact between the aircraft and equipment.

➢ Vehicles or equipment should not be operated while using hand-held portable electronic devices. ➢ After positioning equipment on the aircraft, raise all safety rails on conveyor belts, loaders and other elevated devices–except where restricted by aircraft type. ➢ If equipped with stabilizers, ensure they are deployed before operation. ➢ GSE should not be driven with lifting devices in the raised position, except for final positioning of the GSE onto the aircraft. ➢ No vehicles or GSE should be driven or parked under any part of the aircraft.

Do not move any GSE towards the aircraft unless all of the following criteria are met:

1. Aircraft has come to a complete stop; 2. Engines have been switched off and are spooling down; 3. Anti-collision lights are switched off; 4. Wheel chocks are positioned; 5. Ground/Flight Crew communication has been established, and clearance has been given, if applicable.

Note: The above does not apply for ground power units (GPU).

3.3.1 Ground Power Unit

Ground power units, or access to airport power supply, should be available if required. Advanced notice will be given by Luxaviation UK operations wherever possible if a GPU is required, although this may not be possible in all circumstances.

Position the GPU on the appropriate side of the nose parallel to the aircraft centreline with the towbar facing away from the aircraft as shown below.

Set parking brake/chock the GPU.

Refer to the appropriate appendix for GPU connection procedures for each aircraft type.

3.3.2 Air Start Unit

Some Luxaviation UK aircraft types are able to utilise an air start unit. Should this be required, the handling agent will be notified by Luxaviation UK.

3.3.3 Belt Loaders

Luxaviation UK aircraft do not normally require use of a belt loader, however should one be required, it will be requested by Luxaviation UK Operations or the aircraft captain.

A belt loader is required for loading a coffin.

The following precautions must be taken when operating a belt loader:

➢ The boom of the belt loader must never be positioned inside the cargo hold of an aircraft. ➢ Position and remove a belt loader in a straight line with the cargo hold door at a 90 degree angle to the aircraft fuselage. ➢ Ensure the boom is clear of the aircraft or other obstacles before making a turn. ➢ The rubber bumpers on a conveyor belt loader must NEVER make contact with the aircraft; the minimum distance to be maintained at all times is 1 in/2.5 cm from the fuselage.

➢ Always raise side handrails as soon as belt loader is positioned. Make sure they do not touch the aircraft fuselage. ➢ Hand-rails may be lowered to accommodate large items during loading and offloading. ➢ Do not stand or walk on the belt when a hand-rail is lowered. ➢ Specially designed belt loaders (e.g. Ramp Snake or Powerstow) require the equipment to be positioned inside the cargo hold. ➢ Do not sit or stand on a conveyor belt while it is in operation (up or down).

3.4 Aircraft Towing & Pushback

Towing aircraft is a very complex procedure that requires close concentration. Using improper towing procedures can result in bodily injury and tens of thousands of pounds in aircraft damage.

Prior to any towing operation, a safety check of the tow vehicle, the aircraft and the surrounding operations area must be performed including a walk around visual check of each.

Luxaviation UK requires the Handling Agent use, certified factory tow bars and tow vehicles designed for aircraft towing.

➢ Under no circumstance will a Handling Agent tow a Luxaviation UK aircraft with a pickup truck, tractor, golf cart, or other vehicle not designed for aircraft towing. ➢ Aircraft must not be hand-pushed unless absolutely necessary, and must be approved by Luxaviation UK Operations and/or the aircraft commander. If such occasion does arise, do not push on trailing edge of wings

When winds of 60 knots or higher are forecast and it is not possible or feasible to hangar or fly the aircraft to a different location the aircraft should be tied down and secured with its nose headed into the wind whenever possible.

3.4.1 Push Back

For push back the Flight Crew and the ground personnel will need to make sure that:

➢ No person or object is in the danger area ➢ Doors and panels are closed ➢ Push back path is clear ➢ The Flight Crew will confirm that the steering disengaged.

If the push back procedure is required ramp communication must be established. The Captain will disengage the steering on board or the ground personnel will do this by putting the steering disengagement switch in the disengaged position prior to the push back.

Caution: Steering handle actuation with nose wheels beyond their operational limits may cause damage to the nose wheel steering system.

After push back the captain will ask the ramp personnel for a positive confirmation that the area is clear then the steering will be re-engaged by the Captain or ground personnel.

3.5 Engine Start

Aircraft start will be initiated as per the aerodrome’s published procedures.

Once start clearance has been obtained the Flight Crew will turn on the Ground Recognition and Navigation lights, this will provide a visual clearance to ground staff outside the aircraft that the engines are running or about to be started.

3.6 Aircraft Dispatch With Inoperative Beacon

The red rotating beacon on the top and underside of the aircraft is usually used to signal to ground staff that the aircraft engines are running, or are about to start.

In the event that an aircraft is dispatched with an inoperative beacon under the terms of the minimum equipment list (MEL), a procedure is followed by the flight crew to notify ground staff to evacuate the danger area before the engines start and while the engines are operating.

The Commander must ensure that a representative for the ground handling agent/airport authority is briefed regarding an alternative procedure and of the crew intentions. This will be communicated via one of the following methods as appropriate:

➢ through RT by the crew, ➢ an email/phone call from the operations department or ➢ in person.

Communication with Ground Crew is established and actively monitored during engine start-up with either headset or visual/hand signals.

The Commander will consider requesting the attendance of wing men/women’ and or the area is coned off to protect the Aeroplane Hazard Area and will notify the handling agent as appropriate.

Section 4 – Fuelling

4.1 Introduction

The Flight crew will normally advised the Handling agent before the departure if they will need any fuel and will provide a fuel release if required.

Particular care will be taken in advising the refuelling agency of the type, grade and fuel quantity required, with special reference to the units of measurement quoted (litres).

The fueller should make sure he/she is absolutely certain of the amount required as some aircraft do not have an automatic stop for the fuel and as an extra precaution against mixing fuels.

4.2 Fuelling Procedures

The refueler must confirm that:

➢ The bowser or other fuel installation is earthed to the aeroplane structure before the hose is extended, and remains so earthed until refuelling is complete; ➢ After refuelling, that all fuel tank caps are properly secured.

A member of the flight crew will check the above and below either during the pre-flight inspection or on the final check before the departure (as required).

➢ The fuel bowser / installation readings at the start and finish of refuelling and the quantity supplied as indicated by the suppliers invoice reflects accurately the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross error check is carried out; ➢ If a ground power unit with an exhaust efflux, adjacent to the aircraft, is stopped for any reason during a fuelling operation it should not be restarted until the flow of fuel has ceased and there is no risk of igniting fuel vapours; ➢ Smoking is not permitted within 15 metres of the aeroplane while refuelling is in progress.

The Commander and the refueler must ensure that fuel uplifted is fit for use.

The Commander may need to take additional provisions to check the source and quality of the fuel before it is uplifted. The refueler and the handling agent need to make sure that all details required are passed on to the Commander efficiently and correctly.

Fuel will not be uplifted if there is any doubt in the Commander’s mind as to the type or quality of fuel being supplied.

4.2.1 Fuelling Vehicles

Vehicles, including fuelling vehicles and equipment, should be positioned so that:

➢ They do not obstruct access by RFF vehicles; ➢ They do not inhibit the rapid removal of the fuelling vehicle from the apron or aircraft fuelling or parking areas should this become necessary; ➢ They can easily and rapidly be removed (i.e. parked so that they can drive forwards away from the aircraft and are unobstructed); © 2019 London Executive Aviation Ltd Part GHM GROUND HANDLING MANUAL Section / Page 4 / 2 Rev. 0 Fuelling Date 01 / 11 / 19

➢ The deployment of escape slides and the egress of passengers from the area into which these slides would deploy are not obstructed; and ➢ The settling of the aircraft as its weight increases with the uplift of fuel and payload does not impinge on them.

4.2.2 Fuelling With APU Running

The APU must be started before the refueler earths and connects the fuel hose to begin fuelling. If this is not the case the APU must not be started until the fuelling is finished and the refueler has disconnected the bowser from the aircraft.

Before starting the APU, NAV lights should be switched on - this provides a visual warning to ground personnel that the aircraft is manned and started up. The Flight Crew may also decide to turn on the ‘logo light’ if after dark and the aircrafts registration is painted on the tail.

All engines must be shut down before fuelling or refuelling takes place.

4.2.3 Fuelling Fire Risks

The use of any equipment with the potential to create or induce a source of ignition should be identified and excluded from any fuelling zone.

Equipment maintenance, repairs and testing procedures, including the operation of switches, radios and other devices, with the potential to create a source of ignition within the Fuelling Zone, should be deferred until fuelling has finished.

Ground Staff and Flight Crew should be aware that a spark of sufficient intensity to ignite fuel vapour may be produced by the discharge of electrostatic energy created either from the movement of the fuel in the aircraft tank during the fuelling process, or its accumulation on the surface of aircraft or vehicles.

Bonding connections should be made to designated points or to clean unpainted metal surfaces, and should connect the installation delivering the fuel, with the aircraft or installation receiving the fuel. All connections should be made before filler caps are removed i.e. prior to the start of fuelling and not broken until fuelling is complete and the filler caps have been replaced where applicable.

Fuel Suppliers should be consulted on whether the fuel being supplied contains a static dissipater additive, and on the adoption of operating procedures and engineering safeguards to minimise the hazards associated with the accumulation of static.

When fuelling with turbine fuels not containing a static dissipater, or where wide-cut fuels are involved, a substantial reduction in fuel flow rate is advisable to avoid fuel ignition in the tank due to electrostatic discharge. Wide-cut fuel is considered to be involved, when it is being supplied or when it is already present in the aircraft tanks. It is recommended that when wide-cut fuel has been used the next two uplifts of fuel should be treated as though they too were wide-cut.

When initially filling a filter separator vessel the fuel flow should be regulated to prevent an excessive buildup of static electricity. Mixtures of wide-cut and kerosene turbine fuels can result in the air-fuel mixture in the tank being in the combustible range at common ambient temperatures during fuelling. The means for alerting the aerodrome RFFS should be readily available i.e Fuel Fire, Fuel spill, over-heated wheel brakes.

4.3 Refuelling with Passengers On Board

Related Regulations: CAT.OP.MPA.195 – Refuelling/defuelling with passengers embarking, on board or disembarking

Under normal circumstances the passengers will not be onboard the aircraft when refuelling takes place, however in some circumstances, the company may allow passengers to embark, disembark or remain on board during fuelling operations provided the following safety procedures are followed:

➢ One qualified person must remain at a specified location during fuelling operations with passengers on board who must be capable of handling emergency procedures concerning fire protection and fire-fighting, handling communications and initiating and directing an evacuation. For Luxaviation UK operations, this is any member of the flight crew. ➢ A two-way communication shall be established and shall remain available by the aeroplane’s intercommunication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aeroplane; Crew, staff and passengers must be warned that re/de-fuelling will take place; “Fasten Seat Belts” signs must be off; ➢ “NO SMOKING” signs must be on, together with interior lighting to enable emergency exits to be identified; ➢ Passengers must be instructed to unfasten their seat belts and refrain from smoking; ➢ IF required to be carried, Cabin Crew must be on board and be prepared for an immediate emergency evacuation; ➢ If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during re/de-fuelling, fuelling must be stopped immediately; ➢ The ground area beneath the exits intended for emergency evacuation areas must be kept clear; and Provision is made for a safe and rapid evacuation.

Refuelling and de-fuelling using wide cut fuel (e.g. Jet B or equivalent) or when a mixture of these types of fuel might occur is prohibited with passengers on-board.

Cabin Crew (if onboard) whilst fuelling

Cabin crew (where used) will supervise passengers and to ensure aisles and emergency doors are unobstructed.

Cabin crew when carried will ensure that at all times during aircraft fuelling with passengers on board, there are sufficient Cabin Crew on board the aircraft to secure the rapid safe evacuation of passengers if an incident occurs.

If, during fuelling, the presence of fuel vapour is detected in the aircraft interior, or any other hazard arises, the Fuelling Overseer, Flight Crew, Ground Engineer or Authorised Refueler (who should ensure that he/she has adequate means of communication) should be informed and fuelling stopped until it is safe to resume.

4.4 Fuel Spillage

In the event of a fuel spillage, action should be taken immediately to stop the fuel flow and ensure that the aircraft Commander / crew is informed.

The following action may be appropriate although each spillage will need to be treated as an individual case because of such variables as the size and location of spillage, type of fuel involved, prevailing weather conditions, etc.

Any fuel spillage shall be reported to the company as soon as possible using the reporting procedures in 6.1 Occurrence Reporting.

4.5 Contamination of Jet Aviation Fuel by Fatty Acid Methyl Ester (FAME)

The potential issue of jet aviation fuel being degraded by FAME when moved by both multiproduct pipelines, road and ship transportation, following a batch of bio-diesel is increasing. Pilots should be aware of the implications of uploading a contaminated batch of fuel and of the appropriate action to be taken in the event of FAME contamination.

➢ Fuel suppliers receive test certificates for the fuel delivered which clearly indicate a FAME Test against an upper limit of 5mg/kg. ➢ Flight crews must not take-off if any uplifted fuel which contains FAME above the allowable limit 5 mg/kg (Defence Standard 91-91 specification or varied by the aircraft manufacturer) is reported to the Commander before take-off.

Crew will report any case of FAME contamination by raising a Company ASR indicating that it is categorised as an MOR.

4.6 Aircraft De-Fuelling

Fuel must not be returned to aircraft tanks unless satisfactory quality checks are obtained.

The acceptance of fuel from aircraft into fuelling vehicles or aerodrome storage tanks can introduce the following hazards to quality.

➢ Water, other liquid or sediment from the aircraft tanks may be introduced into vehicle or storage tanks. ➢ Fuel taken from aircraft tanks and any resultant blend with existing contents of the vehicle or storage tanks, may not meet the appropriate product specification.

The above mentioned hazards will be avoided by de-fuelling into an empty fuelling vehicle or an empty storage tank segregated from other parts of the installation.

Before de-fuelling is commenced, samples should be taken from the drain cocks of each aircraft tank involved in the de-fuelling operation.

Unsatisfactory samples do not preclude de-fuelling but will call for particular attention and thoroughness in the cleaning of vehicles and tank installation after disposal of the fuel.

Section 5 – De-Icing

Related Regulations: CAT.OP.MPA.250 – Ice and other contaminants — ground procedures

5.1 Certification for Flight in Icing Conditions

No aircraft is certificated for take-off or flight when carrying ice or snow deposits.

Commanders will ensure that anti- and de-icing operations appropriate to the conditions are carried out on the ground prior to departure and that pre-flight inspection indicates that all significant deposits of hoar frost, ice and snow have been removed before any attempt is made to take off.

The procedures established by Luxaviation UK for de-icing and/or anti-icing in accordance with EASA Air-Ops are intended to ensure that the aeroplane is clear of contamination so that degradation of aerodynamic characteristics or mechanical interference will not occur and, following anti-icing, to maintain the airframe in that condition during the appropriate holdover time.

Should any member of ground handling personnel notice ice or snow present on the wings or aerodynamic surfaces or any Luxaviation UK aircraft immediately prior to departure and de-icing has not been requested, they MUST notify the aircraft commander that ice/snow is present.

5.2 Definitions / Abbreviations and Common Terminology

Condition Definitions Active frost Active frost is a condition when frost is forming. Active frost occurs when aircraft surface temperature is: - at or below 0 ºC (32°F) and -at or below dew point Anti-icing A precautionary procedure that provides protection against the formation of frost or ice and accumulations of snow on treated surfaces of the aircraft for a limited period of time (holdover time). Clear ice A coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed objects at temperatures below or slightly above freezing temperatures by freezing of super cooled drizzle, droplets or raindrops.

Condition Definitions Cold-soak effect The wings of aircraft are said to be “cold soaked” when they contain very cold fuel as a result of having just landed after a flight at high altitude or from having been re-fuelled with very cold fuel. Whenever precipitation falls on a cold-soaked aircraft when on the ground, clear icing may occur. Even in ambient temperatures between -2°C and +15°C, ice or frost can form in the presence of visible moisture or high humidity if the aircraft structure remains at 0°C or below. Clear ice is very difficult to be detected visually and may break loose during or after takeoff. The following factors contribute to cold-soaking: temperature and quantity of fuel in fuel cells, type and location of fuel cells, length of time at high altitude flights, temperature of re-fuelled fuel and time since refuelling. De-icing A procedure by which frost, ice, slush and snow is removed from an aircraft in order to provide uncontaminated surfaces. De-icing/Anti-icing A combination of the two procedures described above and may be performed in either one or two steps. One-Step De-Icing/Anti-Icing De-icing and anti-icing are carried out at the same time using a de-icing/anti-icing fluid to both remove frozen deposits and to protect the de-iced surfaces for a limited period of time. Two-Step De-Icing/Anti-Icing De-icing and anti-icing are carried out in two separate steps, the first step, de-icing being immediately followed by the second step, anti-icing. Frost/Hoar Frost Ice crystals that form from ice saturated air at temperatures below 0°C (32°F) by direct sublimation on the ground or other exposed objects. Light Freezing Rain Precipitation of liquid water particles which freeze upon impact with exposed surfaces and objects. Precipitation consists of drops, greater than 0.5 mm (0.02) diameter. Measured intensity for liquid water particles are up to 0.10 in/hr (2.5 mm or 25 gms/dm2/hr) with a maximum of 0.10 inches in 6 minutes.

5.3 De-icing and Anti-icing on the Ground

For information on Anti-icing / De-Icing and associated Holdover tables refer to the FAA recommendation for De-Icing / Anti-icing Aeroplanes on the ground by accessing the web address shown below.

Weblink https://www.faa.gov/other_visit_industry/airline_operators/airline_safety/deicing/

Please refer to the appendices for each aircraft type for specific de-icing procedures.

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Section 6 – Emergency Response

Related Regulations: AMC1 ORO.GEN.200(a)(3) – Management system

Aircraft operators are required by regulations to establish an emergency response plan with appropriate coordination with other organisations, including ground handling agents.

AMC1 ORO.GEN.200(a)(3) – Management system

(g) The emergency response plan (ERP)

(1) An ERP should be established that provides the actions to be taken by the operator or specified individuals in an emergency. The ERP should reflect the size, nature and complexity of the activities performed by the operator.

(2) The ERP should ensure:

(i) an orderly and safe transition from normal to emergency operations;

(ii) safe continuation of operations or return to normal operations as soon as practicable; and

(iii) coordination with the emergency response plans of other organisations, where appropriate.

6.1 Occurrence Reporting

Related Regulations: ORO.GEN.200 – Management system GM1 ORO.GEN.200(a)(3) – Management system Commission Implementing Regulation (EU) 2015/1018

Any occurrences involving a Luxaviation UK aircraft should be reported to the company as soon as possible. If it is not an emergency, the following details should be used. In the event of an emergency, please refer to Notification of Serious Incident or Accident at the beginning of this manual.

Luxaviation UK has an external safety report form which can be accessed via:

https://centrik.luxaviation.com/SMS/Case/ExternalReport.aspx?ReportingSubsystemId=5c8a1c69- ec71-48f4-91df-bde0a1ea4310

Alternatively, the Luxaviation UK safety department can be reached at: [email protected]

Please note: This only applies to occurrences involving London Executive Aviation (dba Luxaviation United Kingdom); for incidents involving another Luxaviation Group operator, please refer to 0.7.3 Luxaviation Group for the appropriate operator’s contact details.

6.2 Ground Handling Agent

Related Manual Sections ERP 5.1 – Ground Handling Agent

In the event of an accident or serious incident involving a Luxaviation UK aircraft at a departure or arrival airport, the company requests that the appointed local handling agent acts on the company’s behalf in the initial stages of the incident.

In the event of an accident or incident requiring the assistance of a local handling agent, the below checklist extracted from the Company’s Emergency Response Plan should be used as guidance to direct the initial response.

Please note: In the event of an accident or incident, the company will establish a communications password to assist with the determination of genuine contacts. Do not provide information to anyone who claims to represent the company and does not possess this password.

Information: Luxaviation UK has a contract with Blake Emergency Services to provide emergency assistance resources which will be deployed as appropriate.

6.2.1 Ground Handling Agent Checklist

Responsibilities

➢ To act in the best interests of the LEA to ensure the welfare of its passengers and crew involved in the aircraft accident/incident ➢ To secure the flight and passenger documentation ➢ To provide an accurate Passenger and Crew manifest ➢ To assist in providing an airline presence until the Go-Team Leader and/or representatives from Blake Emergency Services arrive

Principal Tasks

➢ Report accident/incident. ➢ Ascertain as much information as possible for LEA. ➢ On behalf of LEA, ensure that a representative from the Handling Agent goes to support the Airport’s Local Accident Coordination Centre (LACC) and acts as the conduit for information. ➢ Gather and protect LEA’s flight and passenger documentation and provide a provisional then verified Passenger and Crew Name List ASAP ➢ Ensure that LEA’s passengers and crew are being cared for within the airport’s local emergency plan. ➢ Relay any information on the care of passengers and crew to LEA, at regular stages.

Checklist on next page

Time/Date Ref Immediate Action Initials Notify LEA Operations Control Centre of accident / incident immediately. A Follow up with written report as soon as is possible. OPEN LOG

B If applicable, activate your Local Emergency Coordination Centre (LECC).

Maintain an open line with LEA to transmit information on location and status

C of survivors and provide updates on rescue and recovery efforts and family

assistance activities

D Secure all flight paperwork. Departure and arrival stations

Provide preliminary Passenger Name List (PNL). Identify location of copies and E protect PNL from unauthorised access. Assign a Manifest Reconciliation Coordinator if an origination or transit airport If applicable, ensure the correct public Announcements: ➢ Passenger Announcements (such as “Anyone awaiting the arrival of Flight xxx from xxx please meet LEA representatives at xxx “)

F ➢ Do not delete the flight number from the arrivals boards but indicate

where to obtain information ➢ Provide initial contact and identification of friends and family members, media, curiosity seekers Alert Airport Security and request a presence at ticket counter or FBO facility to control media and crowds. G Ensure security provides escort to and presence within designated Friends & Family Waiting Area

Ensure crew are separated from passengers and provided a secure area for H their use.

Make contact with the Airport Authorities. Ensure that one person is sent to Local Accident Coordination Centre (LACC) run by the airport and one person I is sent to the accident site. Advise authorities if there was any HAZMAT on board and confirm souls on board (passengers and crew).

J Obtain details of Media Room and airport press briefings

Assign persons to assist/monitor the: ➢ Survivors Reception Centre (SRC) ➢ Friends and Relatives Reception Centre (FRRC) K ➢ Crew Reception Centre ➢ Reunion Area Those persons to ensure that beverages, food and telephone access is available and assist with gathering information Coordinate with Emergency Services & Carers to record names of friends/family members waiting as well as name(s) of passenger believed to be L on board and the relationship to pax. Transmit forms to LEA’s Crisis Management Centre

Continued on next page

Time/Date Ref Immediate Action Initials (Cargo, mail or baggage cannot be removed at an accident site except to aid in rescue efforts or to protect from further damage, until it has been released by an authorized representative of the Committee of Investigation) a) Prepare a list of all shipments damaged or lost. Include complete air bill M number, total pieces, weight, name of shipper and any insurance. Forward to Load Master Chief. b) Store damaged shipments in a safe place until further disposition instructions are received from the Chief of Load Masters Allocate a room for arrival of LEA Go-Team Leader. If possible, this should be N equipped with adequate lines of communication. Upon arrival of Blake Emergency Team assign duties as appropriate and direct O to Reception areas as applicable

This checklist is to be sent to the Luxaviation United Kingdom Crisis Management Centre (CMC) upon completion.

Email: [email protected] [email protected]

Fax: +44 (0)1708 688663

On-Going Considerations

➢ Continue to liaise with LEA and assist in the care of passengers and crew. ➢ Liaise with the Go-Team Leader/Blake Emergency Services to ensure survivors/families receive updated information ➢ Provide regular updates to LEA ➢ Keep a log of all actions taken

Appendix A – Embraer Phenom 300

A.1 Aircraft Description

A.1.1 Dimensions

Embraer Phenom 300 Length 15.64m Height 5.10m Wingspan 15.91m Wheelbase 6.57m Cabin Door TBC Baggage Door TBC

A.1.2 Aircraft Configuration

A.1.3 Ground Turning Circle

A.1.4 Lights

Navigation Lights - May be used during daylight, but will be on during darkness.

Rotating beacon - Should be on prior to engine start and remain on until engines are shut down.

Taxi Lights - will be on whenever the Flight Crew have been cleared to taxi.

A.2 Danger Areas

The primary dangers around the aircraft are from the engine inlet draw and the exhaust plume.

Engine Inlet Draw

The engine inlet draw is hazardous up to 13ft in front of the engine nacelle. The draw increases as distance decreases to the nacelle and ingestions of small articles, (e.g. keys and pebbles) can cause considerable damage to the engine.

Engine Exhaust Plume

The engine exhaust danger area extends to 150ft at idle thrust from the rear of the engine. As distance increases, the danger decreases.

A.3 Operation of Doors

A.3.1 Main Cabin Door

This is located on the forward section of the cabin on the port side of the aircraft, ahead of the wing. The outside door handle is flush-mounted and can be locked for aircraft security.

The handle may be pulled outward by the finger hole in the small end. The handle is rotated 90 degrees clockwise to unlatch the door.

Rotating the door handle down should release the pre-catch assembly. The pre-catch assembly aligns the door latch pins with the door frame receptacles automatically on closing the doors.

If the pre-catch does not release (door does not open slightly), depress the small round pre-catch release button on the fuselage directly forward of the door.

The door is pulled outward and down. At its lowest point, a foot may be placed on the lower step to push it down further. Pressing down on the handrail locks the door over centre and secures it in place.

Pulling up on the handrail or pulling up on the raising/lowering handle (forward side of the door) inside the cabin unlocks the over centre geometry. This allows the door to be raised, from inside the cabin, the door is pulled tightly closed and secured.

A.3.2 Baggage Compartment Door

There are two forward baggage compartment doors in the nose of the aircraft and one door for the aft baggage compartment at the rear of the aircraft (located on the port side underneath the engine cowling).

Each forward baggage compartment doors incorporate one tension shear latch and two quick release latches with micro-switches. The aft baggage compartment door incorporates three quick- release latches and two micro-switches.

A.4 Fuelling

Fuels conforming to the following specifications are approved for use:

-QAV - 1 -Jet A and JET A-1 -JP-8 and similar fuels

A.4.1 Fuelling Procedures

The fuel tank can be refuelled through a pressure refuelling system or by gravity filler caps; usually it will be refuelled via pressure refuelling.

Gravity Refuelling

Before the refuelling operation begins the fuelling equipment shall be grounded through the grounding receptacle installed on each wings lower surface. The filler cap will be opened and the fuel nozzle inserted in the filler cap for fuelling to commence.

Pressure Refuelling

Pressure Refuelling Adapter and Refuel Control Panel

Pressure refuelling operations shall be performed through the refuelling control panel, this is installed on the starboard side, forward of the wing. The crew will advise how much fuel is required before commencing refuelling.

A.4.2 De-Fuelling

De-fuelling is not possible for the Embraer Phenom 300.

A.5 Towing

Turning radius with a tow bar:

Towbarless Towing

Aeroplane towing may be performed using a towbarless towing vehicle. The Lektro models that can be used to tow the aeroplane are:

• LEKTRO AP8600A 30/20 and AP8650AX 40/20 • LEKTRO AP8700C 55/20, AP8700CX 60/20, AP8750C 70/50/20, AP8750CX 75/50/20 and AP8750C-AL 80/50/20 • LEKTRO AP8800SDA 90/50/20 and AP8850SDA 120/80/50/20

Towing Procedure

Recommended towing procedure:

Landing Gear Safety Pins AS REQUIRED Install safety pins on MLG and NLG as required.

Doors CLOSED Close main door, baggage doors and engine cowls.

Seatbelts FASTEN All the persons in the airplane must be seated and seatbelts must be fastened.

Emergency/Parking Brake SET Pull the emergency/parking brake handle and check if emergency/parking brake light is ON.

Landing Gear Shock Struts CHECK Make sure that the main landing gears and nose landing gear shock struts have sufficient extension.

Emergency/Parking Brake CHECK Check if emergency/parking brake accumulator is pressurized.

Nose Landing Gear Torque Links DISCONNECT Mechanically disconnect the nose landing gear torque link.

Ground Equipment CHECK Make sure that all ground equipment is removed from areas adjacent to the airplane and all external services are disconnected from the airplane

Towbar Towing (if applicable) INSTALL Pull the locking pin and set the towing lever to the released position. Install the towbar on the towing attachment on the NLG. Pull the locking pin and set the towing lever to the towing position. Install the other end of the towbar to the tow tractor. Refer to figure "Towbar Assembly

Towbarless Towing (if applicable) INSTALL Move the towbarless towing vehicle in the correct position. With the winch strap hook already attached to the Phenom 300 tow adapter, install it on the NLG. Winch the airplane fully to the cradle until the NLG tire touches the rear part of the cradle or stop switch. Refer to figure "Towbarless Operation".

Wheel Chocks REMOVE Remove the wheel chocks from all tires.

Emergency/Parking Brake RELEASE Release the emergency/parking brake handle in the cockpit.

Towing ACCOMPLISH Tow the airplane slowly straight ahead before turning. Complete the airplane towing in a straight line for a minimum of 3 m (10 ft).

Emergency/Parking Brake SET Check if emergency/parking brake light is ON.

Wheel Chocks INSTALL Install the wheel chocks around all tires.

Towbar Towing (if applicable) REMOVE Remove the towbar from the tractor. Pull the locking pin and set the towbar lever to the released position. Remove the towbar from the nose landing gear.

Towbarless Towing (if applicable) REMOVE Lower the cradle until it is on the ground. Position the side gates of the cradle as far as possible from the NLG tire. Unwind the winch strap and remove the tow adapter from the NLG. Slowly move the towbarless towing vehicle away from the airplane NLG tire until the cradle is pulled from under the NLG tire. Lift the cradle and remove the towbarless towing vehicle.

Nose Landing Gear Torque Links CONNECT Mechanically connect the nose landing gear torque link.

Landing Gear Safety Pins REMOVE If it was installed, make sure that the landing gear downlock safety pins are removed from the main and nose landing gears before flight.

A.6 Ground Power Unit

Whenever a GPU is used for cabin services or pre start checks and engine start, chocks are to be placed front and rear of the nose wheel and not removed until the GPU has been disconnected and moved clear of the aircraft and its taxi path.

1. The crew will call through the DV window, or if by signals will put left clenched fist into right palm.

2. When connected ramp staff will respond with a thumbs up.

At night the flight deck will be illuminated sufficiently to be able to observe any signals.

With both engines running and ready for GPU disconnect, the Flight Crew will give a signal by drawing both clenched fists apart. When the GPU is sufficiently clear of the aircraft the ramp staff will signal with one thumb up sign indicating that chocks are away and the aircraft may be taxied.

Always ensure that the GPU access door is securely closed and latched prior to aircraft departure.

A.7 De/Anti-Icing

For operation in severe cold environments, following engine start the Flight Crew may have to operate the engines at increased thrust on stand in order to warm the oil, ground staff are reminded to stay well clear of the danger areas.

A.8 Toilet and Water Servicing

A.8.1 Toilet/Water Service Door

A.8.2 Toilet Water Service

The waste tank after being drained and rinsed shall be replenished with clean water and a germicidal deodorant. All waste servicing is performed through an external waste servicing panel on the fuselage (see A.8.1 Toilet/Water Service Door).

Waste Servicing procedure

Waste tank cleaning

1. Open access door

2. Remove the RTS rinse valve cap

3. Connect the lavatory filling coupling to the RTS rinse valve and push the lever of the RTS service panel drain to open its internal flapper valve.

4. Pull the T-handle out and turn it to lock and open the RTS waste drain valve. Continue the waste tank drainage until the waste flow stops.

(Please note that the T-Handle must not be turned many times in the same direction, it may cause damage to the T-Handle).

5. Flush the waste tank with water through the RTS rinse valve for about three minutes.

6. Unlock and push the T-handle in after all the liquid is drained.

7. Disconnect the lavatory dumping coupling from the RTS servicing panel drain valve.

8. Disconnect the lavatory filling coupling from the RTS rinse valve.

9. Close the cap of the RTS service panel drain valve and latch the lever (the flapper valve will close automatically when the cap is installed).

10. Install the rinse nipple cap on the RTS rinse valve.

11. Close the access door (please note that the access door will close only if the RTS waste drain is correctly closed).

A.8.3 Potable Water Servicing

Potable water is serviced from inside the aircraft and will be accomplished by crew.

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Appendix B – Cessna Citation C550 (Citation II)

B.1 Aircraft Description

B.1.1 Dimensions

S/N 0001-0626 S/N 0627 Onwards Length 47ft 3in (14.40m) Height 14ft 9.6in (4.51m) 15ft 0in (4.57m) Wingspan 51ft 8.4in (15.76m) 52ft 2.4in (15.91m) Wheelbase 18ft 2in (5.54m) Cabin Door 0.50-0.59m Wide, 1.28m High Baggage Door (Tailcone Baggage Door) 0.66m Wide, 0.52m High

G-FJET = S/N 0419 G-SPUR = S/N 0714

B.1.2 Aircraft Configuration

B.1.3 Ground Turning Circle

B.1.4 Lights

Navigation Lights - May be used during daylight and will be on during darkness.

Rotating Beacon - Should be on prior to engine start and remain on until all engines are shut down.

Ground Recognition Lights - Should be on whenever the Flight Crew are cleared to taxi.

B.2 Danger Areas

The primary dangers around the aircraft are:

➢ weather radar emissions from the radome, ➢ the engine inlet draw, and ➢ the exhaust plume.

Weather Radar

If the weather radar is operating (out of the forced standby mode), emissions are hazardous up to a 9ft radius in front of the radome. The Flight Crew will not usually operate this on the ground, however if they do they will advise ground personnel.

Engine Inlet Draw

The engine inlet draw is hazardous up to 25ft in front of the engine nacelle. The draw increases as distance decreases to the nacelle and ingestions of small articles, (eg. Keys and pebbles) can cause considerable damage to the engine.

Engine Exhaust Plume

The engine exhaust danger area extends to 160ft at idle thrust from the rear of the engine. As distance increases, the danger decreases. Exhaust gasses immediately exiting the nacelle average 537 degrees celsius at 600 its. This decreases to 29 degrees Celsius at 15 kts at a distance of 160 ft.

B.3 Operation of Doors

B.3.1 Main Cabin Door

Located at the forward section of the cabin, on the port side ahead of the wing.

The entrance door opens outboard and is held open by a mechanical latch. The exterior handle can be secured with a key for extra security and the handle linkage can be operated from either inside or outside of the door.

B.3.2 Baggage Compartment Door

One baggage compartment is located in the nose section. The nose baggage doors incorporate two mechanical locks and one key lock.

Another baggage compartment is located in the in the tail cone and is accessed through an entrance to the left-hand side of the fuselage below the engine. The door is secured at the top by two mechanical latches and is hinged at the bottom.

B.4 Fuelling

B.4.1 Fuelling Procedures

Fuelling is an over wing pistol operation with no automatic stop integral to the aircraft. Flight crew will advise how much fuel is needed before refuelling.

B.4.2 De-Fuelling

To de-fuel safely and efficiently maintenance would ideally be needed to de-fuel the aircraft.

However if this is not possible the the crew may elect to run the engine at idle in an airport engine bay or similar until the fuel reaches the required limit.

B.5 Towing

Towbarless towing is not approved.

The Citation II does not have a landing gear pin but when control locks are applied the maximum nose wheel steering angle is 60 degrees. When the aircraft is left chocked placards will be placed in the LH window indicating that the parking brake is off and a separate placard will display the warning regarding the steering restriction.

B.6 Ground Power Unit

As the aircraft does not have an APU a GPU will be required whenever the aircraft is at base, please be aware that the Flight Crew may also need it available at other airports, they will liaise with you directly should this be the case.

Whenever a GPU is used for cabin services, pre start checks or engine start, chocks are to be placed front and rear of the nose wheel and not removed until the GPU has been disconnected and moved clear of the aircraft and its taxi path.

The crew will confirm that the battery indicates at least 20 volts before connecting the GPU to the aircraft.

Connecting Ground Power

1. The crew will call through the DV window, or if by signals will put left clenched fist into right palm. 2. When connected ramp staff will respond with a thumbs up.

At night the flight deck will be illuminated sufficiently to be able to observe any signals.

B.7 De/Anti-Icing

The flaps will be in the up/ clean position for anti-icing and deicing.

TT-I-735 isopropyl will be used for windshield anti-icing.

Please note that if the aircraft has stayed exposed for two hours or more at an ambient temperature of -10 degrees celsius or lower then a GPU or preheating the battery before start will be required.

Should low visibility procedures be in force then the Flight Crew will complete the taxi checks on stand, ground personnel should be aware that the engines thrust may be increased during some of these checks and to remain clear.

B.8 Toilet and Water Servicing

B.8.1 Toilet Service

The toilet seat is located at the rear of the aircraft on the right-hand side when looking forward towards to the flight deck.

It is a cassette type toilet and cannot be serviced externally. Great care should be taken on reinstalling the cassette after servicing to ensure a proper seal with the toilet bowl.

Crew are not permitted to remove the cartridge due to health risks, this can only be done by trained ground crew that have the appropriate PPE and disposal facilities.

B.8.3 Potable Water Servicing

The Citation C550 does not carry potable water.

Intentionally Left Blank

Appendix C – Cessna Citation C560 Excel Series

C.1 Aircraft Description

C.1.1 Dimensions

C560XL C560XLS C560XLS + Length 15.88m 16.0m Height 5.24m Wingspan 16.97m 17.13m 16.98m Wheelbase 4.54m 4.55m Cabin Door 0.66m Wide, 1.54m High Baggage Door 0.86m Wide, 0.67m High

C.1.2 Aircraft Configuration

C.1.2.1 C560XL

C.1.2.2 C560XLS

C.1.2.3 C560XLS+

C.1.3 Ground Turning Circle

C.1.4 Lights

Navigation Lights - Consist of a coloured light on each wing tip and a tail light which is white.

Left wing tip - Red Right wing tip - Green

The navigation lights will be switched on if the APU / engines are running or about to be started.

Ground recognition light - Consists of a red beacon on top of the rudder, this will be on when start clearance has been received and engine start is either immediate or already completed.

C.2 Danger Areas

The primary dangers around the aircraft are:

➢ Weather radar emissions from the radome, ➢ Engine inlet air draw ➢ Exhaust plume

Radar

If the weather radar is operating out of the forced standby mode, emissions are hazardous up to a 15 ft. radius of the radome. The Flight crew will not usually operate this on the ground, however if they do they will advise ground personnel.

Engine Inlet Air Draw

The engine inlet air draw is hazardous 35 ft. in front of the engine nacelle. The draw increases close to the nacelle. Ingestions of small articles, (eg. Keys and pebbles) can cause considerable damage to the engine.

Engine Exhaust Plume

The engine exhaust danger area extends 240 ft. from the rear of the engine. As the distance from the nacelle increases, the danger decreases.

Exhaust gases immediately exiting the nacelle average 538 degrees Celsius at 640 kts. This decreases to 23 degrees Celsius at 15 kts at a distance of 240ft.

C.3 Operation of Doors

C.3.1 Main Cabin Door

The outside door handle is flush-mounted and can be locked for aircraft security. The handle may be pulled outward by the finger hole in the small end. The handle is rotated 90 degrees clockwise to unlatch the door. Rotating the door handle down should release the pre-catch assembly.

The pre-catch assembly aligns the door latch pins with the door frame receptacles automatically on closing the doors. If the pre-catch does not release (door does not open slightly), depress the small round pre-catch release button on the fuselage directly forward of the door.

Pulling up on the handrail or pulling up on the raising/lowering handle (forward side of the door) inside the cabin unlocks the over centre geometry. This allows the door to be raised. From inside the cabin, the door is pulled tightly closed and secured.

C.3.2 Toilet Service Door

An external flush toilet access door for servicing is installed forward of the tail-cone access door and below the aft right wing root. It is hinged at the bottom and secured with three paddle latches at the top.

C.3.3 Baggage Compartment Door

The baggage compartment door is below the left engine pylon and is secured with four independent operating pin latches and a key operated cam lock.

C.4 Fuelling

The following fuels are approved for use:

➢ COMMERCIAL KEROSENE ➢ JET A ➢ JET A-1 ➢ JET B ➢ JET 3 ➢ JP-4 ➢ JP-5 ➢ JP-8.

The Citation XL / XLS and XLS+ have one integral fuel tank in each wing with five drain valves located in the lower surface of each wing to allowing draining of sediment, moisture and / or residual fuel from the tanks.

Fuelling is usually completed by using the single point refuel/ de-fuel system, the compartment for this is located forward of the right wing on the fuselage. This compartment also contains the pressure refuel adapter and the pre-check panel.

Prior to beginning a refuelling operation, the flight crew may perform a pre-check of the system by opening the left and right valves; if they do this the refueler will be advised.

C.4.1 Fuelling Procedures

Caution - Refuelling pressure must not exceed 55 PSI

Single Point refuelling

1. The Flight Crew will open the single point refuelling control access door (shown below). 2. The refueler will ground the aircraft and refuelling vehicle/equipment together with an approved static grounding source. 3. Verify the fuel vents are not obstructed (Flight Crew will verify this) 4. Refueler will remove adapter cap. 5. Refueler will insert the refuelling nozzle into the receptacle; turn clockwise and latch in place and open nozzle. 6. Crew may perform a refuelling pre-check once the fuel is flowing. 7. When finished fuelling, the refueler will disconnect the refuelling nozzle from the adapter (receptacle) and install the adapter cap. 8. Flight Crew will close and secure the single point refuelling access door. 9. The refueler will remove all grounding cables.

C.4.2 De-Fueling

Manual defuel select levers are located on the front wing spar. The levers are accessed through a panel on the belly of the aircraft.

Single point de-fuelling is the preferred method for draining fuel ranks.

Single point de-fuelling

Perform steps 1-5 as above for refuelling.

6. The crew will activate the de-fuelling fuel shut-off valve. 7. The refueler will then start de-fuelling and monitor the operation. 8. When completed the refueler will shut down the refuelling equipment and remove the nozzle from the receptacle. 9. The crew will close the de-fuelling shut-off valve. 10. The refueler will then install the receptacle cap and the Flight Crew will close the control panel door and secure it. 11. The refueler will remove all grounding cables.

When the single point refuelling point is not used there are two fuel tank fillers (one on each wing). These are flush mounted and located on the upper surface of each wing near the outboard end. The fuel filter cap and adapter consists of; a key locking fuel filler cap, adapter and a safety chain which attaches the cap to the adapter.

Each cap is recessed with marks to indicate the open and closed positions. To remove the cap, lift the hinged cover to access the cap and using the key provided to unlock and rotate the cap counter clockwise. The cap may then be lifted off. To install the cap, reverse the procedure, removing the key after locking the fuel filler cap.

C.5 Towing

Refer also to C.1.3 Ground Turning Circle and 3.4 Aircraft Towing & Pushback.

During towing care must be taken to ensure the nose wheel strut steering mechanism is not damaged.

If the control lock is engaged and the nose strut is deflected beyond 60° either side of the centre, nose steering components may be damaged.

Nose wheel deflection beyond 90° either side of centre whilst towing with the control lock released may also cause damage to the steering assembly.

Limitations

Refer to placard located on nose gear strut.

C.5.1 XLS+ Towing

The XLS+ has a landing gear pin that must that be secured back in place after towing operations; if the crew are on board during towing this must be clearly signalled to them that it has been secured back in place correctly.

The example below shows the pin incorrectly being left unsecured.

C.6 Ground Power Unit

Ground power can be connected to the DC distribution system through an external receptacle located on the left side of the aft fuselage. The GPU should be regulated to 28 volts and have enough amperage capability to carry whatever load is demanded, normally 1000 amps for engine starts.

C.7 De/Anti-Icing

For de-icing and anti-icing procedures:

➢ The APU must be switched off (Engines are fine to be running if remotely de-icing / anti- icing) ➢ The flaps will be in the ‘up’ position

In sustained ground operations in freezing precipitation the crew will need to operate the engines at high power for 15 seconds out of every four mins to prevent ice forming on the engine probes or internal components. Ground staff should take extra care around the aircraft with engines are running in these conditions.

When the aeroplane has been exposed to ground temperatures below -10°C for 2 hours or longer, in to ensure the deployment of passenger oxygen masks the cabin must be warmed to at least +10°C before flights are flown above FL 250. The flight Crew may require sustained engine running/ or an APU in order to achieve this. © 2019 London Executive Aviation Ltd Part GHM GROUND HANDLING MANUAL Section / Page App C / 11 Rev. 0 Appendix C – Cessna Citation C560 Excel Series Date 01 / 11 / 19

C.8 Toilet and Water Servicing

C.8.1 Toilet/Waste Water Service

Procedure to be confirmed.

C.8.2 Potable Water Servicing

Potable water is serviced from inside the aircraft and will be accomplished by crew.

Intentionally Left Blank

Appendix D – Bombardier Challenger 604

D.1 Aircraft Description

D.1.1 Dimensions

Bombardier Challenger 604 Length 20.86m Height 6.30m Wingspan 19.61m Wheelbase 3.18m Cabin Door 0.76m Wide, 1.88m High /// Sill height – 1.30m Baggage Door 0.76m Wide, 0.61m High /// Sill height – 1.62m

D.1.2 Aircraft Configuration

D.1.3 Ground Turning Circle

D.1.4 Lights

Navigation Lights – May be used during daylight and when the APU is running. They will be on during darkness.

Rotating Beacon – Will be selected on prior to engine start and remain on till all engines are shut down.

Taxi Lights – Will be on whenever cleared to taxi.

Logo Lights – Will be used during ground operations during darkness.

D.2 Danger Areas

D.3 Operation of Doors

D.3.1 Main Cabin Door

The passenger door is a manually-operated, downward-opening door with stairs integral to the door structure. The weight of the door is counterbalanced by gas springs and a spring-loaded cable drum. An electric door-closing mechanism is fitting to raise the door.

Passenger Door Operation

A hinged pressurization flap is installed in the door to release excess cabin pressure before the door locks are released.

To open from outside:

1. Press the trigger plate on the external handle, this releases the handle from its recess 2. Rotate the external handle counter-clockwise to unlatch the door 3. The door should then slowly lower to the open position

When the door is fully opened, a support leg extends to the ground to stabilize the door. The external handle incorporates a keylock mechanism.

To close from the outside:

1. Lift and push the door to the vertical closed position flush with the fuselage 2. Rotate the external handle clockwise to latch the cams 3. Stow the handle by pushing it into its recessed position

D.3.2 Baggage Compartment Door

To open the baggage compartment door with the external handle do as follows:

1. Push the external door handle trigger marked PUSH. The door handle will move out. 2. Turn the external handle counterclockwise to the UNLOCKED position. 3. Push the door in and up until the rollers contact the top stops and the opening is clear

D.4 Fuelling

D.4.1 Fuelling Procedures

D.4.2 De-Fuelling

Refer to Aircraft Maintenance Manual.

D.5 Towing

1. Set the parking brake 2. If necessary, connect a headset to the interphone. 3. Set the BATTERY MASTER switch to ON. 4. Move the tow bar in front of the NLG.

CAUTION: Be careful when you attach the hook of the tow bar head to the tow pin of the nose landing gear (NLG). If not, the tow bar head can cause damage to the NLG weight–on–wheels (WOW) harness.

5. If connecting the complete tow bar to the aircraft (tow head installed on the tow bar), proceed as follows:

a) Lift the head of the tow bar above the steering cuff of the NLG. Align the hook of the tow bar head above the NLG tow pin b) Pull the release lever on the tow bar head until the latch mechanism is fully retracted. Hold the lever in this position. c) Slowly move the hook of the tow bar head over the two ends of the tow pin and lower it until it is fully engaged. Release the lever to safety the tow bar head in position with the latch. Make sure that the latch touches the tow pin.

6. If connecting the tow bar head to the aircraft before installing the tow bar (tow bar head removed from the tow bar), proceed as follows:

a) Disconnect the tow head from the tow bar. b) Lift the tow bar head above the steering cuff of the NLG. c) Align the hook of the tow bar head above the NLG tow pin d) Pull the release lever on the tow bar head until the latch mechanism is fully retracted. Hold the lever in this position. e) Slowly move the hook of the tow bar head over the two ends of the tow pin and lower it until it is fully engaged. f) Release the lever to safety the tow bar head in position with the latch.Make sure that the latch touches the tow pin. g) Connect the tow bar to the tow head.

7. Connect the towing eye on the opposite end of the tow bar to the tow vehicle

CAUTION: Do not exceed 90° turning angle on the nose landing gear. You can cause damage to the equipment.

8. Make sure that no objects are in or near the aircraft towing area. 9. Make sure that only persons necessary for the towing procedures are in the aircraft towing area. 10. Release the parking brake. 11. Tell or give a signal to the towing director that the brakes are released. 12. Make sure that you obey the minimum clearances when you move the aircraft around parked aircraft or objects. 13. If you tow the aircraft in a forward direction, make sure that you keep a speed of 5 mph (8 kph) or less. Make sure to control the towing speed with the tow vehicle only. 14. If you push the aircraft in a rearward direction, make sure that you keep a speed of 3 mph (5 kph) or less. Make sure to control the towing speed with the tow vehicle only.

WARNING: Do not use the aircraft brakes unless an emergency condition occurs. You must control the movement of the aircraft with the tow vehicle. If you do not obey this precaution, injury to persons and damage to the equipment can occur.

15. Use the aircraft brakes carefully, and only to prevent an accident.

WARNING: Make sure to put the nosewheel in the centre position before the aircraft is parked. When the aircraft is supplied with power, the nosewheel automatically tries to go back to the centre position. Unwanted movement of the nosewheel while the aircraft is stopped can cause injuries and damage to the equipment.

16. When the towing procedure is completed, stop the aircraft in a straight line (with the nosewheel in the centre position) with the tow vehicle.

NOTE: Do not park the aircraft if the nosewheel is not in the centre position. If necessary, move the aircraft forward in a straight line for a short distance (to centre the nosewheel) before it is parked. This is necessary to remove twist forces from the landing gear before you stop the aircraft.

17. Set the parking brake

D.6 Ground Power Unit

The Flight Crew will confirm that the battery indicates at least 24 volts before external power is connected to the aircraft.

The DC electrical−ground−power door is found on the lower right side of the fuselage, below the engine pylon. It gives access to the external connection for the aircraft DC electrical power. The DC electrical−ground−power is hinged with two quick−release trigger latches.

Procedure to connect / disconnect the GPU

1) Connect the ground power unit to the DC receptacle. 2) Set the ground power unit to 28 volts. 3) Start the ground power unit.

When necessary, remove the external DC power

1) Stop the ground power unit. 2) Disconnect the ground power unit from the DC receptacle.

D.7 De/Anti-Icing

D.8 Toilet and Water Servicing

D.8.1 Toilet/Water Service Door

Potable Water Service Door

Waste Water Service Door

D.8.2 Toilet/Waste Water Service

Protective gloves and/or PPE must be worn.

D.8.3 Potable Water Servicing

Intentionally Left Blank

Appendix E – Dassault Falcon 2000EX

E.1 Aircraft Description

E.1.1 Dimensions

Falcon 2000EX Falcon 2000LXS Length 20.228m Height 7.116 m Wingspan 19.328m 21.380m Wheelbase 4.450m Cabin Door 0.800m Wide, 1.72m High Baggage Door 0.775m Wide, 0.75m High

E.1.2 Aircraft Configuration

Falcon 2000EX (without winglets – G-YFOX)

Falcon 2000LXS (with winglets – G-SMSM)

E.1.3 Ground Turning Circle

Falcon 2000EX (G-YFOX)

Falcon 2000LXS (G-SMSM)

E.1.4 Lights

Navigation lights - May be used during daylight and when the APU is running. They will be on during the hours of darkness.

Rotating beacon - Should be on prior to engine start and remain on until all engines are shut down.

Taxi Lights - should be on whenever landing gear is down.

Logo Lights - will be used during ground operations in darkness.

E.2 Danger Areas

The primary dangers areas around the aircraft are from the engine inlet draw, engine exhaust plume and the hot APU exhaust gasses.

Engine Inlet Draw

The engine inlet draw is hazardous up to ...... ? in front of the engine nacelle. The draw increases as distance decreases to the nacelle and ingestion of small articles, (e.g. keys and pebbles) can cause considerable damage to the engine.

Engine Exhaust Plume

The engine exhaust danger area extends to 40m at idle thrust from the rear of the engine. As distance increases, the danger decreases.

APU Exhaust Danger Area

The hot exhaust fumes from the APU extends behind the APU.

E.3 Operation of Doors

E.3.1 Main Cabin Door

There is one forward main door located on the left side (port side) of the aircraft immediately aft of the flight deck which opens outward and down.

The door consists of an integral airstrip, stairway lighting, folding telescopic handrail, actuator assembles, telescopic rods, door lock mechanism, inside door lever and an outside door handle. The passenger door is normally closed electronically using an inside or outside switch but can also be opened manually.

To open the door from the ground, use the outside handle in the centre of the door.

To operate the handle, push the spring-loaded finger flap inward and pull the handle out of the recess in the door. Continue to lift the handle upwards until the handle stops, (approximately 110 degrees of travel).

As the handle is lifted upwards, the vent flap in the door opens to equalise the pressure. At the end of the handle travel, the latch mechanism disengages the door locks allowing the door to open by gravity.

To close the passenger door from the ground, press the door lift button aft of the main door in the fuselage to activate the actuator motor.

As the door closes, pull the external handle downward and into the stowed position in the recess in the door. The door can then be locked with a key on the outside handle.

E.3.2 Baggage Compartment Door

The pressurized baggage compartment is located in the aft part of the centre section and is accessible in flight.

Access to the pressurized baggage compartment is through the door located in the aft partition of the lavatory and left (port side) external door of the airplane.

Dassault Falcon 2000 baggage hold shown open

E.4 Fuelling

Fuel used must conform to the following specifications:

Specification Additives Freezing Designation Anti- NATO Trade Name Equivalence (For Info) Point °C Anti-Ice Static Code ASTM D 1655-82 Type A * * CAN 2-3.23 * WITH JET A -40 F-35 M.D. 2494 Issue 9 * * AIR 3405C * * ASTM D 1655-82 Type A * * CAN 2-3.23 * * JET A-1 DEF STAN 91-91 -47 W/O WITH F-35 M.D. 2494 Issue 9 * WITH AIR 3405 C * * MIL-T-83133 WITH * JET A-1 M.D. 2453 Issue 4-Amd 1 * * KEROZENE -50 F-34 Type JP-8 AIR 3405 C WITH * DEF STAN 91-87 WITH WITH NTSB GB6537-94 Issue 2 Jet Fuel No 3 -47 * * NTSB GB6537-05 T-1 (CIS) ** -60 * * TS-1 (CIS)** GOST10227-86 -60 W/O W/O RT (CIS)** -60 W/O W/O TS-1 GSTU 320.00149943.011-99 -55 * * (Ukraine)**

RT GSTU 320.00149943.007-97 -55 * * (Ukraine)** AIR 3404 C WITH * HIGH FLASH DEF STAN 91-86 WITH W/O POINT TYPE JP-5 CAN 3GP24 -46 WITH * F-44 FUEL M.D. 2452 Issue 2-Amd 1 - - MIL-T-5624H WITH W/O

*Information to be checked with the fuel supplier. **Refer to engine’s maintenance manual.

The following additives are authorised for use in the fuel:

Anti-ice additive, conforming to AIR3652 or MIL-I-27686 D specifications (JP-8) or MIL-I-85470 (JP-5) or equivalent at a concentration not in excess of 0.15% by volume or the following CIS additives at a concentration not in excess of 0.30% by volume.

➢ I fluid GOST 8313 ➢ I-M fluid TU6-10-1458* ➢ TGF-M fluid TU6-10-1457** ➢ TGF fluid GOST 17477

Please note that:

Fuel anti icing must be used for fuel temperature below -50 degrees Celsius. SOHIO Biobor JF biocide, or equivalent, at a concentration not to exceed 270 ppm.

Anti-static additive are approved provided the quantity added does not exceed - 1 ppm for SHELL ASA3 - 3 ppm for STADIS 450 * I-M fluid is I fluid mixed 1:1 with methanol (GOST 2222-78E) ** TGF- M fluid is TGF fluid mixed 1:1 with methanol (GOST 2222-78E)

E.4.1 Fuelling Procedures

The aircraft is normally refuelled under pressure, but gravity refuelling can be used if pressure refuelling is not possible. The fuelling flow rate for tanks is limited to 300 l/min (79 US gal/ min) at a 50 psi / 3.5 bar / 350 kPa maximum pressure.

Grounding connections must include:

➢ Aircraft–to–Ground ➢ Fuel truck–to–Ground ➢ Fuel truck–to–Aircraft ➢ Coupling–to–Aircraft

1. Open the pressure fuelling panel door 2. Remove refuelling filler plug and connect the fuel truck coupling. 3. After the fuel truck stops supplying fuel wait 30 seconds for fuel stabilization in the tank and make sure that refuelling is not initiated again. Then check with the crew that the desired fuel quantity has been reached. 4. Disconnect the coupling and visually check that the sealing valve on the refuelling connector has properly returned to its seat and that no fuel is dripping. 5. Disconnect the electrostatic grounding connections. 6. Reinstall the plug on the refuelling filler connecter and close pressure fuelling panel access doors.

Gravity Refuelling

The aircraft may be refuelled by gravity through the filler ports located on the two upper wings however this only allows to fill up the LH/RH wing and centre wing tanks.

1. Unlock and remove the LH and RH gravity fuelling caps. 2. Insert the nozzle in the LH wing tank ports and refuel the tanks. 3. At end of refuelling, install and lock the LH gravity fuelling cap. 4. Insert the nozzle in the RH wing tank port and refuel the tanks. 5. At end of refuelling, install and lock the RH gravity fuelling cap. 6. Disconnect the electrostatic grounding connections.

E.4.2 De-Fuelling

Refer to DGT681 for defueling procedures.

E.5 Towing

Maximum nose landing gear steering angle:

➢ During taxiing (torque link coupled) – 60 degrees ➢ During towing (torque link uncoupled) – 90 degrees

Minimum turning radius with nose landing gear wheels swivelled at 60 degrees:

➢ For a Falcon without winglets – 14.3m (47ft) ➢ For a Falcon with winglets – 15.8 m (51.8ft)

Only the towbarless towing vehicles approved by the constructor, as listed in the ground servicing manual (DGT681), should be used.

It is mandatory to make sure that the Nose Wheel Steering (NWS) control has been disconnected when towing the aircraft.

Towing Procedures – With Towbar

1. Uncouple torque links, lift the lever, unscrew the castellated nut and pull out the pin. 2. Lower the lower torque link along the shock absorber sliding tube. 3. Keep the upper torque link in the up position, install the pin into the upper fitting and install and hand-tighten the castellated nut. 4. Check that all external equipment is disconnected including grounding wire.

The passenger door must be closed if there is a risk of damage to the passenger door during towing due to surrounding conditions.

5. Position the towbar on the towing lugs and lock the towbar over the towing lugs 6. Remove all the wheel chocks. 7. Tow the aircraft smoothly and evenly while observing the steering angle and radius. At the end of towing, it is recommended to stop with nose wheels aligned with the aircraft axis. 8. Install the wheel chocks and remove the towbar from the towing lugs 9. Couple the torque links: lift the lever, unscrew the castellated nut and remove the pin from the upper fitting. 10. Align the holes in the two link arms, install the pin and tighten the castellated nut.

Towing Procedures – Towbarless

Towbarless towing is approved with the following LEKTRO Towbarless vehicle types:

AP8700, AP8750, AP8800, AP8850, AP8900 or AP8950 OR – LIFTOW Towbarless vehicle P/N: 50AC – Interface too l P/N: APM2466.

It is mandatory to make sure that the Nose Wheel Steering (NWS) control has been disconnected when towing the aircraft.

1. Uncouple torque links: lift the lever, unscrew the castellated nut and pull out the pin. 2. Lower the lower torque link along the shock absorber sliding tube, keep the upper torque link in up position, install the pin into the upper fitting and install and hand-tighten the castellated nut. 3. Check that all external equipment is disconnected including grounding wire and before towing the aircraft, check that the torque link is disconnected.

If the aircraft is parked on a slope facing the towbarless vehicle, the cradle should be driven under the tyre, until the aircraft is fully secured, before removing the wheel chocks.

4. Position the towbarless vehicle, attach the interface tool to the towbarless vehicle strap hook first and then to the nose gear towing fittings. 5. Remove the wheel chocks and winch the nose gear onto the cradle of the towbarless vehicle until the tyres are firmly applied against the stop. 6. Actuate the winch cut-off control according to the towbarless vehicle operating manual. 7. Lift the cradle. – Tow the aircraft smoothly while observing the steering angle and radius and the following limits: z acceleration limited to 0.17g, z deceleration limited to 0.2g. 8. At the end of towing, it is recommended to park with the nose wheels aligned with the aircraft axis. 9. Lower the cradle, remove the interface tool and slowly move the towbarless vehicle away from the aircraft. 10. Install the wheel chocks. 11. Couple torque links: lift the lever, unscrew the castellated nut and remove the pin from the upper fitting. 12. Align the holes in the two link arms, install the pin and tighten the castellated nut.

E.6 Ground Power Unit

Figure 1 – Ground Power Receptacle

E.6 Ground Power Unit

The crew will confirm that the battery indicates at least 24 volts before connecting the GPU to the aircraft.

Connecting Ground Power

1. The crew will call through the DV window, or if by signals will put left clenched fist into right palm. 2. When connected ramp staff will respond with a thumbs up.

At night the flight deck will be illuminated sufficiently to be able to observe any signals.

E.7 De/Anti-Icing

The APU will be stopped throughout de-icing and anti-icing operations and if possible, the engines will be shut done as well.

If the engines must be kept running ground staff must not spray de-icing fluid directly into the air intake, exhaust nozzle, probes, sensors and drains. The crew will ensure the bleed air valves are close.

For de-icing, use diluted Type I (SAE AMS 1424), Type II (SAE AMS 1428), Type III (SAE AMS 1428) and Type IV (SAE AMS 1428) fluid.

For anti-icing, use diluted Type II (SAE AMS 1428), Type III (SAE AMS 1428) and Type IV (SAE AMS 1428) fluid. Type II, Type III or Type IV fluid are to be used with care when pure.

De-icing can be performed with passengers on board.

E.8 Toilet and Water Servicing

E.8.1 Toilet Water Service

The toilet/waste water service door is found at the rear of the aircraft aft of the wing on the starboard side.

Protective gloves and/or PPE must be worn.

Open the toilet service panel door, turn the cap of the flushing coupling counter-clockwise and remove it.

➢ Connect the adapter for toilet flushing to the flushing coupling. ➢ Place a drain container under the toilet service panel door. ➢ CAUTION - If the toilet unit is exposed to freezing temperatures, pre-charge the toilet with a mixture of water and anti-freeze fluid. In this case, fill the tank with only 6 litres (1.6USG) of water and add 5 l (1.4 USG) of anti-freeze fluid. ➢ Through the flushing coupling fill the toilet drain pan with a volume of water comprised between 8.5 l (2.25 USG) min. and 11 l (3 USG) max. NOTE Do not exceed a maximum value of 11 l (3 USG) to avoid filling up the toilet bowl. ➢ Prepare the toilet disinfectant solution (refer to the manufacturer’s instructions) and put the toilet disinfectant solution in the toilet drain pan.

➢ In the rear toilet compartment, push (or get the crew to push) the "FLUSH" pushbutton three to five times to thoroughly mix the toilet disinfectant with the water. ➢ Disconnect the adapter for toilet flushing. CAUTION - To prevent freezing, wait at least 10 seconds to allow the water to drain out of the pipe. ➢ Install the cap of the flushing coupling and turn the cap of the flushing coupling clockwise. ➢ Remove and empty the drain container and close toilet service panel door.

E.8.2 Potable Water Servicing

This water system is for potable water only and the access door is at the rear of the aircraft on the left-hand side. Make sure that the water used when filling is not contaminated, and that it satisfies all potable water quality requirements.

NOTE - The capacity of potable water tank is 38 l (10 USG).

Intentionally Left Blank

Appendix F – Embraer Legacy 600/650

F.1 Aircraft Description

F.1.1 Dimensions

Embraer Legacy 600 Embraer Legacy 650 Length 26.33m Height 6.76m 6.64m Wingspan 21.17m Wheelbase 4.10m Cabin Door 0.77m Wide, 1.70m High Baggage Door 1.11m Wide, 1.00m High /// Sill height – 1.63-1.73m

F.1.2 Aircraft Configuration

F.1.3 Ground Turning Circle

Steering Nose R1 Nose Gear Outboard Inboard Right Right Tailtip Steel R2 Gear R3 Gear R4 Wingtip R5 R6 14.94m 13.05m 5.49m 0.72m 13.27m 13.34m 76° 49ft 0in 42ft 10in 18ft 0in 2ft 4in 43ft 7in 43ft 9in

F.1.4 Lights

Navigation Lights – May be used during daylight and when the APU is running. They will be on during darkness.

Rotating Beacon – Will be selected on prior to engine start and remain on till all engines are shut down.

Taxi Lights – Will be on whenever cleared to taxi.

Logo Lights – Will be used during ground operations during darkness.

F.2 Danger Areas

The primary dangers around the aircraft the engine inlet air draw, exhaust plume and the hot APU exhaust gasses.

Engine Inlet Air Draw

The engine inlet air draw is hazardous up to 23 ft in front of the engine nacelle. The draw increases close to the nacelle and ingestions of small articles, (e.g. keys and pebbles) can cause considerable damage to the engine.

Engine Exhaust Plume

The engine exhaust danger area extends to 164ft. from the rear of the engine at maximum thrust and 82 ft. at idle thrust. As the distance from the nacelle increases, the danger decreases.

APU Exhaust Danger Area

The hot exhaust fumes from the APU extend to approximately 20 ft. behind the APU.

F.3 Operation of Doors

F.3.1 Main Cabin Door

The main door (air stair type) is located at the fore left side of the fuselage.

F.3.2 Baggage Compartment Door

The baggage door is manually operated from the outside. The initial opening movement (displacement of the door inward) and final closing and latching movement (displacement of the door outward) are achieved by means of a door locking mechanism controlled by an external handle which is stowed in the lower half of the door.

F.4 Fuelling

F.4.1 Fuelling Procedures

Pressure Refuelling

Pressure refuelling is performed by accessing an adapter in a panel located on the right wing-to- fuselage fairing. The adapter consists of a valve operated by the opening movement of the fuelling nozzle lever, which is manually controlled. Refer to the Section 2-8 – Fuel System for detailed description of the system.

NOTE: In cold weather it is necessary to drain the fuel tanks prior to refuelling. Drain the fuel tanks again prior to departure, if the airplane has been parked for more than 2 hours.

➢ Statically ground the airplane. ➢ Open refuelling panel door on the right side of the fuselage. ➢ Hold the panel door with the Hold-Open Rod (if installed). ➢ Set the Power Selection switch on the refuelling panel to BATTERY, if the airplane is not energized.

NOTE: The "STOP REFUELING" red light illuminates if the airplane is energized with the refuelling panel door open. In this case, press and release the refuelling panel door switch.

➢ Press the Refuel Valves Test button. ➢ Make sure that the WING tank refuelling lights are extinguished and then, illuminated again. ➢ Make sure that the FUS 1, FUS 2 and VTRL refuelling lights are extinguished and then, illuminated again. ➢ Make sure that the DEFUELING light is extinguished.

REFUELLING

➢ Test the quantity indicator. ➢ Set the total desired fuel quantity.

NOTE: The FCUs software will automatically distribute fuel quantity in the fuel tanks, depending on the total fuel quantity selected, according to the following logic:

❖ Up to 5000 kg (11020 lb), only the wings will be refuelled. ❖ Between 5010 kg (11030 lb) and 5640 kg (12430 lb), wings and ventral tank will be refuelled. ❖ Wings up to 4840 kg (10670 lb) or its full capacity and the ventral tank will be refuelled with the remaining quantity. ❖ Above 5640 kg (12430 lb), wings, fuselage and ventral tanks will be refuelled. Wings, up to 4600 kg (10140 lb) or its full capacity; ventral tank will be refuelled up to 640 kg (1410 lb) or its full capacity and the fuselage tanks will be refuelled with the remaining quantity, ensuring a minimum of 100 kg (220 lb) for each tank.

➢ Remove the protection cover from the pressure refuelling adapter. ➢ Connect the fuel nozzle to the pressure refuelling adapter. ➢ Pressurize the system (35-50 psig).

NOTE: ❖ Verify the refuelling pressure. The correct refuelling pressure assures the proper system functioning.

❖ To shorten the refuelling time during the airplane pressure refuelling procedure, the pressure can be raised up to approximately the maximum pressure of 50 psi.

➢ Make sure that WING, FUS 1, FUS 2 and VTRL tank refuelling lights are illuminated and the refuelling flow is stopped. ➢ Set the REFUELING switch to the OPEN position and make sure that the appropriate refuelling lights are extinguished. ➢ Make sure that WING, FUS 1, FUS 2 and VTRL tank refuelling lights are illuminated and the refuelling flow has stopped when the desired fuel level is reached.

NOTE: If the "STOP REFUELING" red light illuminates, stop immediately the refuelling operation relieving the pressure of the fuelling source and refer to the HLEI dispatch procedure.

➢ Set the REFUELING switch to the CLOSED position. ➢ Make sure that the selected quantity was fuelled.

After the refuelling has been completed:

➢ Remove the fuel nozzle from the pressure refuelling adapter. ➢ Install the protection cover to the pressure refuelling adapter. ➢ Deenergize the airplane if necessary.

NOTE: Make sure the airplane's CG is kept within the CG envelope presented in the Limitations Section during all flight phases.

If refuelling cannot be accomplished (system stops refuelling):

➢ Use the WINGS TO AUXILIARY TANKS – FUEL TRANSFER OPERATION Procedure in order to refuel the auxiliary tanks, transferring fuel from wings to fuselage tanks. Check the Wing and FUS Tanks fuel quantities and imbalance (refer to Section 1-01-36 Fuel System limitations for approved values). ➢ Restart the wing refuelling procedure to wings maximum capacity.

NOTE: If the Power Selection switch has been used at the BATTERY position, set it back to the NORMAL position and close the switch guard.

➢ Close the refuelling panel door.

WARNING: MAKE SURE THAT ALL THE SWITCH GUARDS ON THE REFUELING PANEL DOOR ARE IN THE CLOSED POSITION.

➢ Remove the grounding cable from the airplane

Gravity Refuelling

Gravity refuelling the wing tanks is performed through the filler caps installed on the upper wing surface. Prior to refuelling, the fuelling nozzle must be grounded through the grounding point at each under wing surface. The operation consists in opening the filler cap and inserting the fuelling nozzle into the filler port.

F.4.2 De-Fuelling

Pressure Defueling

Pressure defueling the auxiliary tanks shall be performed by transferring fuel to the wings first, and then performing wing pressure defueling.

➢ Statically ground the airplane. ➢ Energize the airplane or set the Power Selection switch to BATTERY. ➢ Open refuelling panel door on the right side of the fuselage.

NOTE: The "STOP REFUELING" red light illuminates if the airplane is energized with the refuelling panel door open. In this case, press and release the refuelling panel door switch.

➢ Make sure that the defueling OPEN light is extinguished. ➢ Connect the fuel nozzle to the pressure refuelling adapter. ➢ Set the DEFUELING switch to the OPEN position and make sure that the defueling OPEN light illuminates. ➢ Apply suction (4 psig MAX) to the nozzle or set the Electric Fuel Pumps switches to the ON position.

NOTE: To defuel the LH tank, set the cross-feed switch to the LOW 2 position.

➢ When desired remaining fuel quantity is reached, set the DEFUELING switch to the CLOSED position and make sure its light is extinguished.

CAUTION: TO PREVENT DAMAGE DO NOT PERMIT THE DRY OPERATION OF THE FUEL PUMPS DURING DEFUELING.

➢ Set the Electric Fuel Pumps and X-FEED switches to the OFF position. ➢ Disconnect the fuel nozzle from the pressure-refuelling adapter. ➢ Install the protection cover to the pressure-refuelling adapter. ➢ Deenergize the airplane if necessary.

NOTE: If Power Selection switch has been used at the BATTERY position, set it back to the NORMAL position and close the switch guard.

➢ Close the refuelling panel door.

WARNING: MAKE SURE THAT ALL THE SWITCH GUARDS ON THE REFUELING PANEL DOOR ARE IN THE CLOSED POSITION.

➢ Remove the grounding cable from the airplane.

Gravity Defueling

Gravity defueling is accomplished through the defueling port installed on the wing stub. The auxiliary tanks gravity defueling shall be performed by first transferring fuel to the wing tank and then performing the wing gravity defueling operation or by auxiliary tanks fuel drain valves.

Gravity defueling is accomplished by installing the defueling valve to the defueling port and putting the other hose end into the defueling cart. The airplane must be previously grounded. Opening the shutoff valve will cause the defueling operation to initiate.

When the desired remaining quantity is reached, closing the valve will stop defueling. After the defueling operation is completed, the defueling valve must be removed from the defueling port, and the defueling cap must be closed.

F.5 Towing

Towing operation is accomplished following the steps below:

➢ Remove the lock pin from the guide pin on towbar assemblies. ➢ Install towbar on the nose landing gear. ➢ Put the guide pin into the towing point of the nose landing gear. ➢ Lock the guide pin with the lock pin. ➢ Install the other side of towbar assemblies to the tractor. ➢ Remove the wheel chocks. ➢ Release the emergency/parking brake.

After towing operation is finished:

➢ Apply the emergency/parking brake or install the wheel chocks, as required. ➢ Make sure that landing gear safety pins are correctly installed. ➢ Make sure that nose wheel displacement is below the maximum operational limit. ➢ Remove towbar. ➢ Remove the lock pin from the guide pin on the towbar assembly. ➢ Remove the guide pin from the towing point of the nose landing gear. ➢ Remove the towbar assembly from the nose landing gear.

NOTE: Steering handle actuation with nose wheels beyond their operational limits may cause damage to the nose wheel steering system.

F.6 Ground Power Unit

A 28 V DC external power supply source can be connected to the aircraft through the receptacle installed on the left side of the fuselage nose.

It is recommended that the external power source be capable of supplying at least 300 amperes. Connecting a lower capacity source may lead to electrical problems and therefore should not avoided.

Before energizing the aircraft, it must be assured that aircraft systems are in a safe condition, and that energizing will not cause any injury to persons or damage to equipment. It must also be assured that external power output voltage is 28 V DC.

The Flight Crew will confirm that the battery indicates at least 24 volts before external power is connected to the aircraft.

F.7 De/Anti-Icing

If a GPU is available and allowed to be used during de-icing / anti-icing, it is preferable to complete the procedure with this prior to starting the APU.

If the APU must be used direct spray of the fluid into the APU Air intake should be avoided.

If De-icing is completed on a remote stand and engines are running the APU will be shut down.

A. FUSELAGE

Spray along fuselage top centreline and then outboard, letting the fluid cascade down and across the windows.

B. WINGS

Spray the fluid from the wing tip inboard to the root, sweeping from the leading edge to the trailing edge.

Tactile Inspection

Inspection by touch is required if it is not possible to be certain that all forms of snow and ice have been removed by making a visual inspection.

C. TAIL & ELEVATOR

PITCH TRIM POSITION: BETWEEN ZERO AND FULL NOSE DOWN

Spray fluid from the surface tip inboard to the root, sweeping from the leading edge to the trailing edge. Refer to the figures below for proper spray direction to avoid APU fluid ingestion.

D. VERTICAL SURFACES/WINGLETS

Start at the top and then work down. Apply the fluid at an angle of less than 45 degrees (Reference: fuselage centerline).

E. ENGINE AND APU

Do not point the spray of deicing/anti-icing fluid directly into the engine or APU inlets, exhaust, engine thrust reversers, scoops, vents, and drains.

In case of either snow or ice accumulation in the APU air inlet and on surrounding area, refer to AMM TASK 12-30-01-860-801-A for instructions to remove it mechanically.

CAUTION:

MAKE SURE THE APU INLET AREA IS CLEAR BEFORE THE APU IS STARTED.

APU OPERATION IS NOT RECOMMENDED DURING THE AIRPLANE DEICING/ANTI-ICING PROCEDURE.

F.8 Toilet and Water Servicing

F.8.1 Toilet/Water Service Door

F.8.2 Toilet Water Service

Protective gloves and/or PPE must be worn.

Toilet waste disposal servicing is accomplished by accessing a panel at the rear right side of the fuselage. A sanitary service unit must be connected to the airplane service panel.

Servicing the toilet waste tank is accomplished as follows:

NOTE: Commercial deodorants and disinfectants can be added to the waste tank, but the tank definitive volume must not contain such material.

➢ Open waste-service-panel door. ➢ Remove the protective cap from the toilet rinse nipple. ➢ Release the handle and open the cap of the waste drain valve. ➢ Connect the lavatory dumping coupling of the lavatory servicing dolly to the waste drain valve. ➢ Connect the lavatory filling coupling to the rinse nipple. ➢ Push the lever of the waste drain-valve actuator to open its internal flapper valve. Do not operate the coupling handle; its operation is not necessary. ➢ Pull and lock the drain control handle to open the holding-tank drain valve. ➢ Continue the tank drainage until the waste flow stops. ➢ Flush with water through the rinse nipple for approximately 3 minutes. ➢ Release the control cable. ➢ Fill the waste holding tank with 15 litres (4 US Gal) of water. ➢ Pull and lock the drain control handle to open the holding-tank drain valve. ➢ Release the drain control handle after all liquid is drained. ➢ Fill the waste holding tank with a maximum of 4 litres (1 US Gal) of water and then add: o 57 grams (2 OZ) of Monogram MC-2000 germicidal deodorant, or; o 170 grams (6 OZ) of Mirabowl "Q" germicidal deodorant. ➢ Disconnect the lavatory dumping and filling couplings. ➢ Close the cap and latch the handle of the waste drain valve. The flapper valve will close automatically when the cap is closed. ➢ Install the cap on the toilet rinse nipple.

NOTE: The access door will close only if the waste drain valve is correctly closed.

➢ Close waste-service-panel door.

F.8.3 Potable Water Servicing

Filling and draining of the water tanks of galley (15 litres – 3.9 US Gal or 30 litres – 7.9 US Gal) and aft lavatory (35 litres – 9.2 US Gal) are done through two panels, one installed on the forward right side of the airplane; the other installed on the lower right side of the wing-to-fuselage fairing aft section.

Both the Galley (FWD) and Lavatory (AFT) are serviced in the same manner.

WATER TANK FILLING PROCEDURE

➢ Open the Water Service Panel doors. If the airplane has been exposed to low temperatures for an extended period (refer to Time of Cool-Down Chart on AOM Section 1-02-79), inspect visually the overflow/drainage nipple for any ice formation. The overflow/drainage nipple and line must be free of ice. ➢ If the airplane has been exposed to low temperatures for an extended period, perform the Internal Safety Inspection and Cabin Preparation tasks for cold weather operation (AOM Section 1-12-20) before filling the water tank. Power up the airplane, and make sure that the lines have been heated for at least 15 minutes. ➢ Remove both protective caps from the FILL and VENT/OVERFLOW nipples. ➢ Connect the coupling from the Water Service Cart to the FILL nipple connection.

WARNING: BE CAREFUL NOT TO BURN YOURSELF SINCE THE WATER FILL AND OVERFLOW/DRAINAGE NIPPLES MAY BE HOT.

➢ Pull the nipple to the OPEN position. ➢ Fill the system with potable water until water starts to flow out through the VENT/OVERFLOW nipple.

CAUTION: THE MAXIMUM FILLING PRESSURE IS 45 PSIG.

➢ Allow all residual water to completely drain from both FILL and VENT/OVERFLOW nipples. ➢ Disconnect the water source from the FILL nipple. ➢ Reinstall both the FILL and VENT/OVERFLOW nipples protective caps. ➢ Close the Service Panel doors.

Intentionally Left Blank

Appendix G – Bombardier Global Express

G.1 Aircraft Description

G.1.1 Dimensions

Global XRS/6000 Length 30.30m Height 7.77m Wingspan 28.65m Wheelbase 4.06m Cabin Door 0.91m Wide, 1.88m High Baggage Door 1.09m Wide, 0.84m High /// Sill height – 2.01m

G.1.2 Aircraft Configuration

G.1.3 Ground Turning Circle

G.1.4 Lights

Navigation Lights – May be used during daylight and when the APU is running. They will be on during darkness.

Rotating Beacon – Will be selected on prior to engine start and remain on till all engines are shut down.

Taxi Lights – Will be on whenever cleared to taxi.

Logo Lights – Will be used during ground operations during darkness.

G.2 Danger Areas

G.3 Operation of Doors

G.3.1 Main Cabin Door

The passenger door is located on the forward left side of the fuselage. It is a semi-plug type door and is hinged at the bottom. In the closed and locked position the outer skin conforms to the profile of the fuselage.

The door has a lifting and lowering facility which allows the operator to close the door by means of the external or internal buttons. The door assembly opens outwards and downwards.

It has a built in airstair, a handrail on both and lights are provided in each step riser to illuminate the steps.

The main entry door is raised electrically with the help of a motor and is lowered mechanically. The main entry door can be opened and closed internally or externally. Forward and aft handrails extend automatically with deployment of the stairs.

Externally, the main entry door is operated by the main entry door operating switch on the external main entry door panel, aft of the main entry door assembly.

To open the main passenger door from outside the aircraft;

1. Push in the spring-loaded cover on the main entry door exterior.

2. Hold the door handle and lift upward to unlock the door. NOTE: Pull the handle out and away from the aircraft.

3. Let the door open fully.

To close the main passenger door from outside the aircraft;

1. Open the external main entry door panel.

2. Hold the external door operating switch for 2 seconds and then release.

3. Wait until the door lifts into the closed position.

4. Pull the external door lock handle down and push it in to seal and lock the door.

5. Close the external main entry door panel.

NOTE: The automatic door function is activated only when the Cabin Management System (CMS) is on. When the CMS is not on, shut the airstair door in manual mode by holding the switch in the up position until the door lifts into the closed position.

NOTE: The door can be secured with a key from outside the aircraft.

G.3.2 Baggage Compartment Door

The baggage door is a plug-type access door on the left hand side of the aft fuselage section, forward of the aft pressure bulkhead. Refer to image below.

To open the Baggage Compartment Door with the external handle do as follows:

1. Push the external handle trigger marked PUSH to let the handle move out. 2. Turn the external handle counter clockwise to the UNLOCKED position. 3. Push the door in and up on its tracks until the rollers touch the track stops and the opening is clear.

To open the Baggage Compartment Door with the internal handle do as follows:

1. Pull the knob and turn the handle counter-clockwise to release the latch. 2. Pull the door in and up on the tracks until the rollers contact the track stops and the opening is clear.

G.4 Fuelling

G.4.1 Fuelling Procedures

G.4.2 De-Fuelling

Refer to Aircraft Maintenance Manual.

G.5 Towing

➢ Make sure that the tires are correctly inflated. ➢ Make sure that the nose landing-gear (NLG) lockpin is installed. ➢ Make sure that the main landing-gear (MLG) lockpins are installed. ➢ Disconnect the torque links as follows: o Pull the two quick-disconnect handles at the same time. o Disconnect the top torque link from the lower torque link.

WARNING: Stay away from the torque link when you release the handle. The torque link is spring- loaded and will move up quickly when you pull the release handle. If you do not obey this safety precaution, you can cause injury to persons.

➢ The crew will disarm the nose wheel steering system and ensure that the landing gear selector-handle is in the DN position. ➢ Make sure that all external servicing equipment is disconnected from the aircraft. ➢ Make sure that the ground wire is disconnected from the aircraft. ➢ Make sure the person who operates the vehicle can hear, speak to or get signals from the other persons on the crew. ➢ If you tow the aircraft in low visibility, the ground crew must have light wands to give signals.

Max towing speed – 15mph (24kph) Max pushing speed – 3mph (5kph)

G.6 Ground Power Unit

The DC ground power connection is located central on the fuselage, aft of the wing/body fairing, and the AC connection is located on the left-hand side of the fuselage on the fairing aft of the wing.

To connect AC power:

➢ Connect the AC connector of the GPU to the AC external-power receptacle at the aft electrical service control panel ➢ Operate the GPU to apply AC ground power to the aircraft and set the voltage to 115 Vac. ➢ The crew will then ensure that the EXT AC AVAIL light in the flight deck comes on.

To remove AC power:

➢ The crew will confirm that it is safe to remove AC power. ➢ Operate the GPU to stop the supply of external AC power. ➢ The crew will then ensure that the EXT AC AVAIL light in the flight deck goes off. ➢ Disconnect the AC connector of the GPU from the AC external power receptacle.

To connect DC power:

➢ Connect the DC connector of the GPU to the DC external-power receptacle at the aft electrical service control panel. ➢ Operate the GPU to apply DC ground power to the aircraft. ➢ Ensure that the EXT DC AVAIL light on the aft service panel comes on. ➢ The crew will then ensure that the EXT DC AVAIL light in in the flight deck comes on.

To remove DC power:

➢ The crew will confirm that it is safe to remove DC power. ➢ Operate the GPU to stop the supply of external AC power. ➢ Ensure that the EXT DC AVAIL light on the aft service panel goes off. ➢ The crew will then ensure that the EXT DC AVAIL light in the flight deck goes off. ➢ Disconnect the DC connector of the GPU from the DC external power receptacle.

G.7 De/Anti-Icing

G.8 Toilet and Water Servicing

G.8.1 Toilet/Water Service Door

The water service door and waste water service doors are located on the right-hand side of the aircraft, behind the wing.

Water Service Door Waste Service Door

G.8.2 Toilet/Waste Water Service

Protective gloves and/or PPE must be worn.

G.8.3 Potable Water Servicing