Revision Instruction Note: Bold Indicates a Difference Between Number of Pages Removed and Inserted

1 HIGHLIGHTS & INSTRUCTIONS Jan 23, 2017

PLEASE ENTER THIS TRANSMITTAL # DATE: Jan 23, 2017 AND DATE ON YOUR REVISION RECORD SHEET. REVISION #: 17-01 ANY QUESTIONS CONTACT USA JET AIRLINES TECH PUBS MANUAL: FLIGHT FOLLOWING MANUAL (FFM)

Revision Instruction Note: Bold indicates a difference between number of pages removed and inserted. Exercise care when revising these pages.

REMOVE AND DESTROY INSERT 1. Revision Issue Page 0.1.1 - 0.1.2 0.1.1 - 0.1.2 2. Revision Record 0.2.1 - 0.2.2 0.2.1 - 0.2.2 3. List of Effective Pages 0.5.1 - 0.5.6 0.5.1 - 0.5.6 4. Chapter 5 - Operational Control 5.10.1 - 5.10.2 5.10.1 - 5.10.2 5. Chapter 25 - Fuel Planning 25.10.9 - 25.10.14 25.10.9 - 25.10.14 6. Chapter 30 - Weight & Balance 30.0.1 - 30.0.2 30.0.1 - 30.0.2 30.5.3 - 30.5.8 30.5.3 - 30.5.8 7. Chapter 35 - Dispatch Resource Management 35.10.5 - 35.10.6 35.10.5 - 35.10.6 8. Chapter 60 - Emergencies 60.0.1 - 60.0.2 60.0.1 - 60.0.2 60.5.1 - 60.5.2 60.5.1 - 60.5.2 9. Chapter 70 - Charter Process 70.0.1 - 70.0.2 70.0.1 - 70.0.2 70.5.3 - 70.5.6 70.5.3 - 70.5.6

FLIGHT FOLLOWING MANUAL 2 HIGHLIGHTS & INSTRUCTIONS Jan 23, 2017

REMOVE AND DESTROY INSERT 10. A. FAR References A.0.1 - A.0.4 A.0.1 - A.0.4 11. B. Operation Specifications B.0.1 - B.0.2 B.0.1 - B.0.2 12. C. Manual Reference C.0.1 - C.0.2 C.0.1 - C.0.2

FLIGHT FOLLOWING MANUAL 3 HIGHLIGHTS & INSTRUCTIONS Jan 23, 2017 Revision Highlights

Front Matter • A new Revision Issue Page is provided • A revised Revision Record is provided • A revised List of Effective Pages is provided

Chapter 5: Operational Control • Removed Joe Moore and added Chelsea Atkins

Chapter 25: Fuel Planning • Removed Director of Ground Services Title • Removed Ground Services reference • Removed Ground Services - changed distinction

Chapter 30: Weight & Balance • Changed reference location

Chapter 35: Dispatch Resource Management • Removed Ground Services example

Chapter 60: Emergencies • Added Log Book Entry for emergencies procedure

Chapter 70: Charter Process • Changed title due to FBO change

Appendix A: FAR References • Updated FAR References

Appendix B: Operations Specifications • Updated Operations Specifications

Appendix C: Manual Reference • Updated Manual References

FLIGHT FOLLOWING MANUAL 4 HIGHLIGHTS & INSTRUCTIONS Jan 23, 2017

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL FLIGHT FOLLOWING MANUAL

ISSUED TO:

EMPLOYEE NO:

The employee to whom this manual is assigned is personally responsible for it until it has been returned to the Company. While in his/her possession, this employee shall maintain and keep it up-to-date at all times and shall keep it secure in his/her physical possession. No portion or part of it is to be copied or made available to persons not employed by the Company, and upon the employee’s termination, this manual is to be returned to the Company.

USA JET AIRLINES 2068 E Street Belleville, MI 48111 Intentionally Left Blank 0.1.1 FRONT MATTER Jan 23, 2017 REVISION ISSUE PAGE Revision Issue Page

Flight Following Manual

Revision 17-01

Jan 23, 2017

USA Jet Airlines

2068 E Street

Belleville, MI 48111

FLIGHT FOLLOWING MANUAL 0.1.2 FRONT MATTER REVISION ISSUE PAGE Jan 23, 2017

The Flight Following Manual, in its entirety, is the private and exclusive property of USA Jet Airlines. Each copy is the responsibility of the person to whom it is assigned, and that person will keep it in his/her personal possession. In addition, all Company employees that are issued this manual are responsible for keeping it current, and in good condition. No portion or part of it is to be copied or made available to persons not employed by the Company. Upon the employee’s termination, the manual, any and all parts, must be returned to the Company.

FLIGHT FOLLOWING MANUAL 0.2.1 FRONT MATTER Jan 23, 2017 REVISION RECORD Revision Record

Flight Following Manual Revision Date of By Revision Date of By Number Revision Number Revision 14-01 Apr 7, 2014 TP 14-02 Dec 29, 2014 TP 15-01 Mar 2, 2015 TP 15-02 Sep 28, 2015 TP 16-01 Jan 11, 2016 TP 16-02 Jun 29, 2016 TP 16-03 Aug 31, 2016 TP 16-04 Oct 24, 2016 TP 17-01 Jan 23, 2017 TP

FLIGHT FOLLOWING MANUAL 0.2.2 FRONT MATTER REVISION RECORD Jan 23, 2017 Revision Record (continued) Flight Following Manual Revision Date of By Revision Date of By Number Revision Number Revision

FLIGHT FOLLOWING MANUAL 0.3.1 FRONT MATTER Sep 28, 2015 LIST OF EFFECTIVE BULLETINS List of Effective Bulletins

Listed below are the current Flight Following Manual Bulletins. Bulletins are required to be read, understood, and inserted immediately upon receipt. Bulletins NOT listed below must be removed. This page will be re-issued with each new bulletin. Instructions: • Insert this new List of Effective Bulletins • Insert the bulletin(s) listed below, facing the page(s) indicated • Remove any bulletins listed on the previous LOEB page not listed below • Remove and discard the existing List of Effective Bulletins (LOEB)

Effective Bulletins Number Pages Affected Bulletin Date -- - Name This manual contains no effective bulletins.

FLIGHT FOLLOWING MANUAL 0.3.2 FRONT MATTER LIST OF EFFECTIVE BULLETINS Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 0.4.1 FRONT MATTER Mar 2, 2015 MASTER TABLE OF CONTENTS Master Table of Contents Revision Issue Page ...... 0.1.1 Revision Record ...... 0.2.1 List of Effective Bulletins ...... 0.3.1 Master Table of Contents ...... 0.4.1 List of Effective Pages ...... 0.5.1

1. Administration Introduction ...... 1.05.1 Definitions & Abbreviations ...... 1.10.1 QC and Process Measurement...... 1.15.1 Organization...... 1.20.1 Training & Qualifications ...... 1.25.1

5. Operational Control Operational Control ...... 5.05.1 Authorized Persons...... 5.10.1

10. General Fleet ...... 10.5.1 Weather...... 10.10.1 EWINS ...... 10.15.1 Airworthiness & MEL...... 10.20.1

15. Flight Planning Preflight Planning ...... 15.5.1 Departure ...... 15.10.1 Enroute ...... 15.15.1 Destination ...... 15.20.1 Alternate ...... 15.25.1 Software Systems ...... 15.30.1

FLIGHT FOLLOWING MANUAL 0.4.2 FRONT MATTER MASTER TABLE OF CONTENTS Mar 2, 2015

20. Flight Paperwork Introduction...... 20.5.1 Release ...... 20.10.1 Flight Plan ...... 20.15.1 Runway Analysis ...... 20.20.1 Driftdown ...... 20.25.1 Retention of Records ...... 20.30.1

25. Fuel Planning Introduction...... 25.5.1 Requirements ...... 25.10.1

30. Weight & Balance General ...... 30.5.1

35. Dispatch Resource Management Introduction...... 35.5.1 Terminology & Workload Mgmt...... 35.10.1 Briefings ...... 35.15.1

40. Cold Weather Operations General ...... 40.5.1

45. International Procedures General ...... 45.5.1

50. Crew Scheduling Crew Scheduling...... 50.5.1 Flight & Duty Limitations ...... 50.10.1

FLIGHT FOLLOWING MANUAL 0.4.3 FRONT MATTER Mar 2, 2015 MASTER TABLE OF CONTENTS

55. Status Boards General ...... 55.5.1 Fleet Status ...... 55.10.1 Crew Status ...... 55.15.1

60. Emergencies General ...... 60.5.1

65. Hazardous Materials General ...... 65.5.1 Cargo Acceptance ...... 65.10.1

70. Charter Process General ...... 70.5.1

75. Forms, Checklists, and Reports General ...... 75.5.1

A. FAR Reference

B. Operations Specifications

C. Manual Reference

FLIGHT FOLLOWING MANUAL 0.4.4 FRONT MATTER MASTER TABLE OF CONTENTS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 0.5.1 FRONT MATTER Jan 23, 2017 LIST OF EFFECTIVE PAGES List of Effective 1.10.16 ...... Mar 2, 2015 1.10.17 ...... Mar 2, 2015 Pages 1.10.18 ...... Mar 2, 2015 1.10.19 ...... Mar 2, 2015 0.1.1...... Jan 23, 2017 1.10.20 ...... Mar 2, 2015 0.1.2...... Jan 23, 2017 1.10.21 ...... Mar 2, 2015 0.2.1...... Jan 23, 2017 1.10.22 ...... Mar 2, 2015 0.2.2...... Jan 23, 2017 1.10.23 ...... Mar 2, 2015 0.3.1...... Sep 28, 2015 1.10.24 ...... Mar 2, 2015 0.3.2...... Apr 7, 2014 1.10.25 ...... Mar 2, 2015 0.4.1...... Mar 2, 2015 1.10.26 ...... Mar 2, 2015 0.4.2...... Mar 2, 2015 1.10.27 ...... Mar 2, 2015 0.4.3...... Mar 2, 2015 1.10.28 ...... Mar 2, 2015 0.4.4...... Mar 2, 2015 1.10.29 ...... Mar 2, 2015 0.5.1...... Jan 23, 2017 1.10.30 ...... Mar 2, 2015 0.5.2...... Jan 23, 2017 1.10.31 ...... Mar 2, 2015 0.5.3...... Jan 23, 2017 1.10.32 ...... Mar 2, 2015 0.5.4...... Jan 23, 2017 1.10.33 ...... Mar 2, 2015 0.5.5...... Jan 23, 2017 1.10.34 ...... Mar 2, 2015 0.5.6...... Jan 23, 2017 1.10.35 ...... Mar 2, 2015 1.10.36 ...... Mar 2, 2015 1. Administration 1.10.37 ...... Mar 2, 2015 1.0.1...... Mar 2, 2015 1.10.38 ...... Mar 2, 2015 1.0.2...... Mar 2, 2015 1.10.39 ...... Mar 2, 2015 1.05.1...... Apr 7, 2014 1.10.40 ...... Mar 2, 2015 1.05.2...... Apr 7, 2014 1.10.41 ...... Mar 2, 2015 1.05.3...... Apr 7, 2014 1.10.42 ...... Mar 2, 2015 1.05.4...... Apr 7, 2014 1.10.43 ...... Mar 2, 2015 1.10.1...... Apr 7, 2014 1.10.44 ...... Mar 2, 2015 1.10.2...... Apr 7, 2014 1.15.1 ...... Jun 29, 2016 1.10.3...... Apr 7, 2014 1.15.2 ...... Jun 29, 2016 1.10.4...... Apr 7, 2014 1.15.3 ...... Mar 2, 2015 1.10.5...... Mar 2, 2015 1.15.4 ...... Apr 7, 2014 1.10.6...... Mar 2, 2015 1.20.1 ...... Apr 7, 2014 1.10.7...... Mar 2, 2015 1.20.2 ...... Apr 7, 2014 1.10.8...... Mar 2, 2015 1.10.9...... Mar 2, 2015 1.10.10...... Mar 2, 2015 1.10.11...... Mar 2, 2015 1.10.12...... Mar 2, 2015 1.10.13...... Mar 2, 2015 1.10.14...... Mar 2, 2015 1.10.15...... Mar 2, 2015

FLIGHT FOLLOWING MANUAL 0.5.2 FRONT MATTER LIST OF EFFECTIVE PAGES Jan 23, 2017 1.20.3...... Mar 2, 2015 10.15.1 ...... Apr 7, 2014 1.20.4...... Mar 2, 2015 10.15.2 ...... Apr 7, 2014 1.25.1...... Mar 2, 2015 10.15.3 ...... Apr 7, 2014 1.25.2...... Apr 7, 2014 10.15.4 ...... Apr 7, 2014 10.15.5 ...... Apr 7, 2014 5. Operational Control 10.15.6 ...... Apr 7, 2014 5.0.1...... Mar 2, 2015 10.15.7 ...... Apr 7, 2014 5.0.2...... Mar 2, 2015 10.15.8 ...... Apr 7, 2014 5.05.1...... Mar 2, 2015 10.15.9 ...... Apr 7, 2014 5.05.2...... Apr 7, 2014 10.15.10 ...... Apr 7, 2014 5.05.3...... Apr 7, 2014 10.15.11 ...... Apr 7, 2014 5.05.4...... Apr 7, 2014 10.15.12 ...... Apr 7, 2014 5.05.5...... Jun 29, 2016 10.15.13 ...... Apr 7, 2014 5.05.6...... Mar 2, 2015 10.15.14 ...... Aug 31, 2016 5.10.1...... Jan 23, 2017 10.15.15 ...... Apr 7, 2014 5.10.2...... Apr 7, 2014 10.15.16 ...... Jun 29, 2016 5.10.3...... Apr 7, 2014 10.15.17 ...... Apr 7, 2014 5.10.4...... Apr 7, 2014 10.15.18 ...... Apr 7, 2014 10. General 10.15.19 ...... Apr 7, 2014 10.15.20 ...... Apr 7, 2014 10.0.1...... Sep 28, 2015 10.20.1 ...... Apr 7, 2014 10.0.2...... Sep 28, 2015 10.20.2 ...... Apr 7, 2014 10.0.3...... Sep 28, 2015 10.20.3 ...... Apr 7, 2014 10.0.4...... Sep 28, 2015 10.20.4 ...... Apr 7, 2014 10.5.1...... Apr 7, 2014 10.20.5 ...... Apr 7, 2014 10.5.2...... Mar 2, 2015 10.20.6 ...... Apr 7, 2014 10.5.3...... Sep 28, 2015 10.20.7 ...... Apr 7, 2014 10.5.4...... Mar 2, 2015 10.20.8 ...... Apr 7, 2014 10.5.5...... Mar 2, 2015 10.20.9 ...... Dec 29, 2014 10.5.6...... Mar 2, 2015 10.20.10 ...... Apr 7, 2014 10.5.7...... Mar 2, 2015 10.5.8...... Mar 2, 2015 15. Flight Planning 10.5.9...... Mar 2, 2015 15.0.1 ...... Mar 2, 2015 10.5.10...... Mar 2, 2015 15.0.2 ...... Mar 2, 2015 10.10.1...... Apr 7, 2014 15.5.1 ...... Dec 29, 2014 10.10.2...... Apr 7, 2014 10.10.3...... Apr 7, 2014 10.10.4...... Apr 7, 2014 10.10.5...... Sep 28, 2015 10.10.6...... Sep 28, 2015 10.10.7...... Sep 28, 2015 10.10.8...... Sep 28, 2015 10.10.9...... Sep 28, 2015 10.10.10...... Sep 28, 2015 FLIGHT FOLLOWING MANUAL 0.5.3 FRONT MATTER Jan 23, 2017 LIST OF EFFECTIVE PAGES 15.5.2...... Jun 29, 2016 20.10.1 ...... Mar 2, 2015 15.5.3...... Jun 29, 2016 20.10.2 ...... Mar 2, 2015 15.5.4...... Sep 28, 2015 20.10.3 ...... Mar 2, 2015 15.5.5...... Dec 29, 2014 20.10.4 ...... Apr 7, 2014 15.5.6...... Mar 2, 2015 20.10.5 ...... Mar 2, 2015 15.5.7...... Mar 2, 2015 20.10.6 ...... Aug 31, 2016 15.5.8...... Mar 2, 2015 20.10.7 ...... Sep 28, 2015 15.5.9...... Dec 29, 2014 20.10.8 ...... Sep 28, 2015 15.5.10...... Dec 29, 2014 20.10.9 ...... Sep 28, 2015 15.5.11...... Dec 29, 2014 20.10.10 ...... Apr 7, 2014 15.5.12...... Dec 29, 2014 20.15.1 ...... Sep 28, 2015 15.10.1...... Apr 7, 2014 20.15.2 ...... Sep 28, 2015 15.10.2...... Dec 29, 2014 20.15.3 ...... Sep 28, 2015 15.10.3...... Jan 11, 2016 20.15.4 ...... Sep 28, 2015 15.10.4...... Apr 7, 2014 20.15.5 ...... Sep 28, 2015 15.10.5...... Apr 7, 2014 20.15.6 ...... Sep 28, 2015 15.10.6...... Apr 7, 2014 20.20.1 ...... Apr 7, 2014 15.15.1...... Apr 7, 2014 20.20.2 ...... Apr 7, 2014 15.15.2...... Apr 7, 2014 20.20.3 ...... Apr 7, 2014 15.15.3...... Mar 2, 2015 20.20.4 ...... Apr 7, 2014 15.15.4...... Apr 7, 2014 20.20.5 ...... Apr 7, 2014 15.15.5...... Mar 2, 2015 20.20.6 ...... Apr 7, 2014 15.15.6...... Apr 7, 2014 20.20.7 ...... Apr 7, 2014 15.15.7...... Apr 7, 2014 20.20.8 ...... Mar 2, 2015 15.15.8...... Apr 7, 2014 20.20.9 ...... Apr 7, 2014 15.20.1...... Apr 7, 2014 20.20.10 ...... Mar 2, 2015 15.20.2...... Apr 7, 2014 20.20.11 ...... Apr 7, 2014 15.20.3...... Apr 7, 2014 20.20.12 ...... Mar 2, 2015 15.20.4...... Apr 7, 2014 20.25.1 ...... Mar 2, 2015 15.25.1...... Mar 2, 2015 20.25.2 ...... Mar 2, 2015 15.25.2...... Mar 2, 2015 20.25.3 ...... Apr 7, 2014 15.25.3...... Apr 7, 2014 20.25.4 ...... Apr 7, 2014 15.25.4...... Apr 7, 2014 20.30.1 ...... Mar 2, 2015 15.30.1...... Apr 7, 2014 20.30.2 ...... Oct 24, 2016 15.30.2...... Apr 7, 2014 15.30.3...... Apr 7, 2014 15.30.4...... Apr 7, 2014 20. Flight Paperwork 20.0.1...... Mar 2, 2015 20.0.2...... Mar 2, 2015 20.5.1...... Apr 7, 2014 20.5.2...... Apr 7, 2014

FLIGHT FOLLOWING MANUAL 0.5.4 FRONT MATTER LIST OF EFFECTIVE PAGES Jan 23, 2017 25. Fuel Planning 35.5.2 ...... Apr 7, 2014 25.0.1...... Sep 28, 2015 35.10.1 ...... Apr 7, 2014 25.0.2...... Sep 28, 2015 35.10.2 ...... Apr 7, 2014 25.5.1...... Mar 2, 2015 35.10.3 ...... Apr 7, 2014 25.5.2...... Mar 2, 2015 35.10.4 ...... Apr 7, 2014 25.5.3...... Mar 2, 2015 35.10.5 ...... Jan 23, 2017 25.5.4...... Mar 2, 2015 35.10.6 ...... Dec 29, 2014 25.5.5...... Mar 2, 2015 35.10.7 ...... Apr 7, 2014 25.5.6...... Jan 11, 2016 35.10.8 ...... Apr 7, 2014 25.5.7...... Jun 29, 2016 35.15.1 ...... Apr 7, 2014 25.5.8...... Mar 2, 2015 35.15.2 ...... Apr 7, 2014 25.10.1...... Apr 7, 2014 40. Cold Weather 25.10.2...... Apr 7, 2014 25.10.3...... Sep 28, 2015 Operations 25.10.4...... Sep 28, 2015 40.0.1 ...... Mar 2, 2015 25.10.5...... Sep 28, 2015 40.0.2 ...... Mar 2, 2015 25.10.6...... Sep 28, 2015 40.5.1 ...... Mar 2, 2015 25.10.7...... Sep 28, 2015 40.5.2 ...... Apr 7, 2014 25.10.8...... Sep 28, 2015 40.5.3 ...... Apr 7, 2014 25.10.9...... Sep 28, 2015 40.5.4 ...... Apr 7, 2014 25.10.10...... Jan 23, 2017 40.5.5 ...... Jun 29, 2016 25.10.11...... Sep 28, 2015 40.5.6 ...... Jun 29, 2016 25.10.12...... Jan 23, 2017 45. International 25.10.13...... Jan 23, 2017 25.10.14...... Sep 28, 2015 Procedures 45.0.1 ...... Apr 7, 2014 30. Weight & Balance 45.0.2 ...... Apr 7, 2014 30.0.1...... Jan 23, 2017 45.5.1 ...... Apr 7, 2014 30.0.2...... Jan 23, 2017 45.5.2 ...... Apr 7, 2014 30.5.1...... Apr 7, 2014 45.5.3 ...... Apr 7, 2014 30.5.2...... Apr 7, 2014 45.5.4 ...... Apr 7, 2014 30.5.3...... Apr 7, 2014 45.5.5 ...... Apr 7, 2014 30.5.4...... Jan 23, 2017 45.5.6 ...... Apr 7, 2014 30.5.5...... Jan 23, 2017 45.5.7 ...... Apr 7, 2014 30.5.6...... Jan 23, 2017 45.5.8 ...... Apr 7, 2014 30.5.7...... Jan 23, 2017 30.5.8...... Jan 23, 2017 35. Dispatch Resource Management 35.0.1...... Apr 7, 2014 35.0.2...... Apr 7, 2014 35.5.1...... Apr 7, 2014

FLIGHT FOLLOWING MANUAL 0.5.5 FRONT MATTER Jan 23, 2017 LIST OF EFFECTIVE PAGES 45.5.9...... Apr 7, 2014 55.5.1 ...... Apr 7, 2014 45.5.10...... Apr 7, 2014 55.5.2 ...... Apr 7, 2014 55.10.1 ...... Dec 29, 2014 50. Crew Scheduling 55.10.2 ...... Dec 29, 2014 50.0.1...... Aug 31, 2016 55.10.3 ...... Mar 2, 2015 50.0.2...... Aug 31, 2016 55.10.4 ...... Apr 7, 2014 50.5.1...... Apr 7, 2014 55.15.1 ...... Mar 2, 2015 50.5.2...... Apr 7, 2014 55.15.2 ...... Aug 31, 2016 50.5.3...... Apr 7, 2014 55.15.3 ...... Aug 31, 2016 50.5.4...... Apr 7, 2014 55.15.4 ...... Aug 31, 2016 50.5.5...... Jun 29, 2016 55.15.5 ...... Aug 31, 2016 50.5.6...... Jun 29, 2016 55.15.6 ...... Aug 31, 2016 50.5.7...... Jun 29, 2016 55.15.7 ...... Aug 31, 2016 50.5.8...... Mar 2, 2015 55.15.8 ...... Aug 31, 2016 50.5.9...... Mar 2, 2015 55.15.9 ...... Aug 31, 2016 50.5.10...... Apr 7, 2014 55.15.10 ...... Aug 31, 2016 50.10.1...... Mar 2, 2015 50.10.2...... Jun 29, 2016 60. Emergencies 50.10.3...... Aug 31, 2016 60.0.1 ...... Jan 23, 2017 50.10.4...... Aug 31, 2016 60.0.2 ...... Jan 23, 2017 50.10.5...... Aug 31, 2016 60.5.1 ...... Apr 7, 2014 50.10.6...... Aug 31, 2016 60.5.2 ...... Jan 23, 2017 50.10.7...... Aug 31, 2016 60.5.3 ...... Apr 7, 2014 50.10.8...... Aug 31, 2016 60.5.4 ...... Apr 7, 2014 50.10.9...... Aug 31, 2016 60.5.5 ...... Mar 2, 2015 50.10.10...... Aug 31, 2016 60.5.6 ...... Mar 2, 2015 50.10.11...... Aug 31, 2016 60.5.7 ...... Mar 2, 2015 50.10.12...... Aug 31, 2016 60.5.8 ...... Mar 2, 2015 50.10.13...... Aug 31, 2016 60.5.9 ...... Mar 2, 2015 50.10.14...... Aug 31, 2016 60.5.10 ...... Mar 2, 2015 50.10.15...... Aug 31, 2016 50.10.16...... Aug 31, 2016 65. Hazardous Materials 50.10.17...... Aug 31, 2016 65.0.1 ...... Mar 2, 2015 50.10.18...... Aug 31, 2016 65.0.2 ...... Mar 2, 2015 50.10.19...... Aug 31, 2016 65.5.1 ...... Apr 7, 2014 50.10.20...... Aug 31, 2016 50.10.21...... Aug 31, 2016 50.10.22...... Aug 31, 2016 50.10.23...... Aug 31, 2016 50.10.24...... Aug 31, 2016 55. Status Boards 55.0.1...... Aug 31, 2016 55.0.2...... Aug 31, 2016 FLIGHT FOLLOWING MANUAL 0.5.6 FRONT MATTER LIST OF EFFECTIVE PAGES Jan 23, 2017 65.5.2...... Apr 7, 2014 75.5.14 ...... Jun 29, 2016 65.10.1...... Apr 7, 2014 75.5.15 ...... Dec 29, 2014 65.10.2...... Apr 7, 2014 75.5.16 ...... Dec 29, 2014 65.10.3...... Apr 7, 2014 75.5.17 ...... Dec 29, 2014 65.10.4...... Apr 7, 2014 75.5.18 ...... Dec 29, 2014 65.10.5...... Mar 2, 2015 75.5.19 ...... Dec 29, 2014 65.10.6...... Apr 7, 2014 75.5.20 ...... Dec 29, 2014 65.10.7...... Apr 7, 2014 65.10.8...... Apr 7, 2014 A. FAR Reference A.0.1 ...... Jan 23, 2017 70. Charter Process A.0.2 ...... Jan 23, 2017 70.0.1...... Jan 23, 2017 A.0.3 ...... Jan 23, 2017 70.0.2...... Jan 23, 2017 A.0.4 ...... Jan 23, 2017 70.5.1...... Apr 7, 2014 70.5.2...... Apr 7, 2014 B. Operations 70.5.3...... Apr 7, 2014 Specifications 70.5.4...... Jan 23, 2017 B.0.1 ...... Jan 23, 2017 70.5.5...... Jan 23, 2017 B.0.2 ...... Jan 23, 2017 70.5.6...... Mar 2, 2015 70.5.7...... Aug 31, 2016 C. Manual Reference 70.5.8...... Aug 31, 2016 C.0.1 ...... Jan 23, 2017 70.5.9...... Aug 31, 2016 C.0.2 ...... Jan 23, 2017 70.5.10...... Aug 31, 2016 70.5.11...... Aug 31, 2016 70.5.12...... Aug 31, 2016 75. Forms, Checklists, and Reports 75.0.1...... Dec 29, 2014 75.0.2...... Dec 29, 2014 75.5.1...... Apr 7, 2014 75.5.2...... Apr 7, 2014 75.5.3...... Apr 7, 2014 75.5.4...... Dec 29, 2014 75.5.5...... Dec 29, 2014 75.5.6...... Dec 29, 2014 75.5.7...... Dec 29, 2014 75.5.8...... Dec 29, 2014 75.5.9...... Dec 29, 2014 75.5.10...... Dec 29, 2014 75.5.11...... Dec 29, 2014 75.5.12...... Dec 29, 2014 75.5.13...... Dec 29, 2014

FLIGHT FOLLOWING MANUAL 1.0.1 ADMINISTRATION Mar 2, 2015 TABLE OF CONTENTS 1. Administration

Introduction...... 1.05.1 General ...... 1.05.1 Type of Operation ...... 1.05.1 Forward ...... 1.05.2 General ...... 1.05.2 Manual Format, Revisions & Control ...... 1.05.2 Federal Aviation Regulations ...... 1.05.2 Deviations ...... 1.05.3 Manual Content ...... 1.05.3

Definitions & Abbreviations ...... 1.10.1 Abbreviations ...... 1.10.1 Definitions ...... 1.10.19

QC and Process Measurement ...... 1.15.1 General ...... 1.15.1 Safety Management ...... 1.15.1 Audit Process ...... 1.15.1 Interfaces ...... 1.15.3 General ...... 1.15.3 Identifying Interfaces ...... 1.15.3 Manual Interfaces ...... 1.15.3

Organization ...... 1.20.1 Organization Chart ...... 1.20.1 Responsibility & Authority ...... 1.20.2 Responsibility ...... 1.20.2 Authority ...... 1.20.2 Personnel ...... 1.20.3

Training & Qualifications...... 1.25.1 General ...... 1.25.1 Policies ...... 1.25.1 Position Training Requirements ...... 1.25.1

FLIGHT FOLLOWING MANUAL 1.0.2 ADMINISTRATION TABLE OF CONTENTS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 1.05.1 ADMINISTRATION Apr 7, 2014 INTRODUCTION Introduction

General This Flight Following Manual (FFM) is designed for use in guiding the Flight Follower(s) in the safe conduct of all Air Carrier Operations. This manual will not contradict or overrule any Federal Aviation Regulation or procedures outlined in the General Operations Manual. Every circumstance a flight follower deals with varies greatly from flight to flight. In order to simplify this manual, basic procedures are outlined and, the USA Jet manual system, reference materials and FARs which govern these procedures may be referenced for a more in-depth review, if necessary. These references are available in USA Jet's Flight Following office. They include, but are not limited to the following: • Federal Aviation Regulations (FAR) • General Operations Manual (GOM) • Airman's Information Manual • Company Bulletins & Memorandums • Airport Facility Directory • Aviation Weather Services • DA-20 Aircraft Tabular Data • Jeppesen Approach Plates & Charts • Jeppesen Flight Planning Manual • CFR 49 (US Transportation Regulations) • IATA Dangerous Goods Manual • USA Jet Emergency Response Manual

Type of Operation USA Jet maintains a fleet of aircraft that operate under the applicable FAR Part 121 Supplemental Regulations, FAR Part 135 Operations, applicable Operations Specifications, and procedures set forth in the General Operations Manual. USA Jet follows the guidelines set forth for certification, authorization and prohibitions in 14 CFR Part 119, as outlined in the USA Jet manual system.

FLIGHT FOLLOWING MANUAL 1.05.2 ADMINISTRATION INTRODUCTION Apr 7, 2014 Forward

General The Flight Following Manual (FFM) has been prepared using the appropriate Federal Aviation Regulations as guidelines. Its purpose is to provide those personnel engaged in Flight Following with Air Carrier procedures and to assist them in the proper discharge of their duties. It will be the responsibility of each employee engaged in Flight Following to be completely familiar with the contents of this manual. FAR: 121.133(a) USA Jet Airlines shall prepare and keep a current manual for the use and guidance of flight ground operations and management personnel in conducting its operations. Manual Format, Revisions & Control FAR: 121.135(b)(3) Manual Reference: GOM 1.05, GOM 1.15 The FFM shall be maintained, revised and controlled according to the policies set forth in the General Operations Manual (GOM) Chapter 1.15. The manual will be constructed to include applicable references, as outlined in the GOM Chapter 1.05. Federal Aviation Regulations All Flight Operations will be conducted in strict compliance with Federal Aviation Regulations and the Air Carrier procedures stated in this manual. Should a legality question arise regarding a difference between Air Carrier procedure and the Federal Aviation Regulations, it should be remembered by all personnel that in some areas the Air Carrier may elect to use a more restrictive procedure than that authorized in the Federal Aviation Regulations. The policies and procedures are not contrary to applicable Federal Aviation Regulations, applicable Foreign Regulations, or USA Jet Airlines, Inc. Operations Specifications.

FLIGHT FOLLOWING MANUAL 1.05.3 ADMINISTRATION Apr 7, 2014 INTRODUCTION Deviations No deviations from the policies and procedures set forth in this manual will be authorized except, when authorized by the Director of Operations, or designee, and there is no conflict with the applicable Federal Aviation Regulations. Manual Content FAR: 121.135 (4)(5) This manual includes Operational Control and Flight Following Procedures, Enroute Flight, Flight, Navigation and Communication procedures including procedures for the release of, and continuance of flight, if any item of equipment required for the particular type of operation becomes inoperative or unserviceable enroute.

FLIGHT FOLLOWING MANUAL 1.05.4 ADMINISTRATION INTRODUCTION Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 1.10.1 ADMINISTRATION Apr 7, 2014 DEFINITIONS & ABBREVIATIONS Definitions & Abbreviations

The following definitions and abbreviations are applicable to operations at USA Jet Airlines. Many are excerpts from OpSpec A002 and definitions from FAR Part 1. Note that the Company may always be more restrictive on the interpretation of FAA definitions, but never less restrictive.

Abbreviations

A/C Aircraft

ACM Additional Crewmember

AD Airworthiness Directive

ADM Administrative Manual

AED Automated External Defibrillator

AFM Aircraft Flight Manual

AGL Above Ground Level

AIM Aeronautical Information Manual

ALS Approach Light System

FLIGHT FOLLOWING MANUAL 1.10.2 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Apr 7, 2014

ALT (ALTN) Alternate

AOA Airport Operations Area

APCH Approach

ARFF Aircraft Rescue and Firefighting

ARINC Aeronautical Radio, Inc.

ASOS Automated Surface Observation System

ARTCC Air Route Traffic Control Center

ATA Actual Time of Arrival

ATC Air Traffic Control

AWOS Automated Weather Observing System

BOW Basic Operating Weight

FLIGHT FOLLOWING MANUAL 1.10.3 ADMINISTRATION Apr 7, 2014 DEFINITIONS & ABBREVIATIONS C

C Celsius / Centigrade

CA Captain (Pilot in Command)

CASS Cockpit Access Security System

CAT Clear Air Turbulence

CDL Configuration Deviation List

CFR Code of Federal Regulations

CG Center of Gravity

CRM Crew Resource Management

CVR Cockpit Voice Recorder

DCT Direct

DEST Destination

FLIGHT FOLLOWING MANUAL 1.10.4 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Apr 7, 2014

DH Decision Height

DME Distance Measuring Equipment

DP Departure Procedure

EFAS Enroute Flight Advisory Service

EFB Electronic Flight Bag

EFC Expect Further Clearance

EMK Emergency Medical Kit

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

ETIC Estimated Time of Completion

ETOPS Extended Range Operations with Two-Engine Airplanes

ETP Equal Time Point

FLIGHT FOLLOWING MANUAL 1.10.5 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

EWINS Enhanced Weather Information System

FAF Final Approach Fix

FBO Fixed Base Operator

FCC Federal Communications Commission

FE Flight Engineer

FFM Flight Following Manual

FL Flight Level

FMS Flight Management System

F/O First Officer

FOB Fuel on Board

FOD Foreign Object Damage

FOTM Flight Ops Training Manual

FLIGHT FOLLOWING MANUAL 1.10.6 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

FSDO Flight Standards District Office

FSS Flight Service Station

GMM General Maintenance Manual

GMT Greenwich Mean Time

HAA Height Above Airfield

HAT Height Above Touchdown

IAF Initial Approach Fix

IAP Instrument Approach Procedure

IAS Indicated Airspeed

FLIGHT FOLLOWING MANUAL 1.10.7 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS IAW In Accordance With

IEP Internal Evaluation Program

IFR Instrument Flight Rules

ILS Instrument Landing System

IM Inner Marker (ILS)

IMC Instrument Meteorological Conditions

INOP Inoperative

IOE Initial Operating Experience

J/S Jumpseat

KIAS Knots Indicated Airspeed

FLIGHT FOLLOWING MANUAL 1.10.8 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015 L

LAHSO Land and Hold Short Operations

LB Pounds

LC Line Check

LCL Local

LIRL Low Intensity Runway Lights

LLWAS Low Level Windshear Alert Systems

LOC ILS Localizer; Localizer Approach

LRC Long Range Cruise

LRCS Long Range Communication System

LRNS Long Range Navigation System

MALSF Medium Intensity Approach Light System with Sequenced Flashers

FLIGHT FOLLOWING MANUAL 1.10.9 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS MALSR Medium Intensity Approach Light System with RWY Alignment Indicator Lights

MAP Missed Approach Point

MCA Minimum Crossing Altitude

MDA Minimum Descent Altitude

MEA Minimum Enroute Altitude

MED Medical

MEL Minimum Equipment List

MIRL Medium Intensity Runway Lights

MLW Maximum Landing Weight

MMEL Master Minimum Equipment List

MNPS Minimum Navigation Performance Specifications

MOA Military Operations Area

MOC Minimum Obstacle Clearance

FLIGHT FOLLOWING MANUAL 1.10.10 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

MOCA Minimum Obstacle Clearance Altitude

MORA Minimum Off-Route Altitude

MRA Minimum Reception Altitude

MSL Mean Sea Level

MTOW Maximum Takeoff Weight

MVA Minimum Vectoring Altitude

MVFR Marginal VFR

MZFW Maximum Zero Fuel Weight

NA or N/A Not Applicable

NAS National Airspace System

NIL No; None; Nothing

NOTAM Notice to Airmen

FLIGHT FOLLOWING MANUAL 1.10.11 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

NTSB National Transportation Safety Board

NWS National Weather Service (US)

OJT On-the-Job Training

OM ILS Outer Marker

OpSpec Operations Specification

PAPI Precision Approach Path Indicator

PC Proficiency Check

PDP Planned Descent Point

PF Pilot Flying

PIC Pilot in Command

PIREP Pilot Weather Report FLIGHT FOLLOWING MANUAL 1.10.12 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

PM Pilot Monitoring

PMI Principal Maintenance Inspector

POA Point of Arrival

POB Persons on Board

POD Point of Departure / Proof of Delivery

POI Principal Operations Inspector

QFE "Nautical Height"

QNE "Field Elevation"

RCL Runway Centerline

RCLM Runway Centerline Marking

REIL Runway End Identifier Lights FLIGHT FOLLOWING MANUAL 1.10.13 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

RSV Reserve Fuel

RII Required Inspection Item

RNAV Area Navigation

RNP Required Navigation Performance

RTE Route

RVR Runway Visual Range

RVSM Required Vertical Separation Minimums

RVV Runway Visibility Value

RWY Runway

SAM Strategic Airline Management system. Electronic database that houses items such as training records, phone lists, and fleet data.

SAT Static Air Temperature

SATCOM Satellite Communications System FLIGHT FOLLOWING MANUAL 1.10.14 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

SELCAL Selective Calling System

SFL Sequenced Flashing Lights

SID Standard Instrument Departure

SIGMET Significant Meteorological Information

SMGCS Surface Movement Guidance and Control System

SOB Souls on Board

STAR Standard Arrival Routing

TACAN Ultra High Frequency Tactical Air Navigation (NAVAID)

TAF Aerodrome Forecast

TAS True Airspeed

TAT Total Air Temperature

TCAS Traffic Alert and Collision Avoidance System

FLIGHT FOLLOWING MANUAL 1.10.15 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

TAWS Terrain Avoidance Warning System

TDZ Touchdown Zone

TDZE Touchdown Zone Elevation

TDZL Touchdown Zone Lights

TOC Top of Climb

TSA Transportation Security Administration

TURB(C) Turbulence

TWY Taxiway

UFN Until Further Notice

UTC Coordinated Universal Time; GMT; Zulu Time

VDP Visual Descent Point FLIGHT FOLLOWING MANUAL 1.10.16 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

VFR Visual Flight Rules

VHF Very High Frequency

VIS Visibility

VMC Visual Meteorological Conditions

VOR VHF Omnidirectional Range (NAVAID)

VORTAC VHF Omnidirectional Range / Tactical Air Navigation (NAVAID)

W/P Waypoint

WMO World Meteorological Organization

WTF Willing to Fly

XCM Extra Crewmember (Cockpit Jumpseat)

FLIGHT FOLLOWING MANUAL 1.10.17 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS Z

Z Zulu; UTC; GMT

ZFW Zero Fuel Weight

FLIGHT FOLLOWING MANUAL 1.10.18 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 1.10.19 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS Definitions

Abeam (ICAO) A direction perpendicular to track.

Accident (FAA) An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and until such time as all such persons have disembarked, and in which any person suffers death or serious injury or in which the aircraft receives substantial damage.

Administrator (FAR) The Federal Aviation Administrator or any person to whom he has delegated his authority in the matter concerned

Aerodrome Forecast (TAF) A statement of meteorological conditions expected at an aerodrome during a specified period.

Aeronautical Radio, Inc. (ARINC) An airline industry-owned and operated communications service providing domestic VHF and international VHF and HF communications for a fee.

Air Commerce (FAR) Means interstate, overseas, or foreign air commerce or the transportation of mail by aircraft or any operation or navigation of aircraft within the limits of any Federal Airway or any operation or navigation of aircraft which directly affects, or which may endanger safety in, interstate, overseas, or foreign air commerce

Air Defense Identification Zone (AIM) - The area of airspace over land or water, extending upward from the surface, within which the ready identification, the location and the control of aircraft are required in the interest of national security. ADIZ locations are charted on en route charts.

FLIGHT FOLLOWING MANUAL 1.10.20 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Airframe (FAR) - Means the fuselage, booms, nacelles, cowlings, fairings, airfoil surfaces (including rotors but excluding propellers and rotating airfoils of engines), and landing gear of an aircraft and their accessories and controls.

AIRMET (AIM) - In-flight weather advisories issued only to amend the area forecast concerning weather phenomena which are of operational interest to all aircraft and potentially hazardous to aircraft having limited capabilities because of lack of equipment, instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by Sigmets or Convective Sigmets. AIRMETs cover moderate icing, moderate turbulence, sustained winds of 30 knots or more at the surface, widespread areas of ceilings less than 1000 feet and/or visibility less than three miles and extensive mountain obscurement.

Airport Advisory Area (AIM) - The area within 10 miles of an airport without a control tower or where the tower is not in operation and on which a flight service station is located.

Airport Surveillance Radar (AIM) - Approach control radar used to detect and display an aircraft's position in the terminal area. ASP provides range and azimuth information but does not provide elevation data. Coverage of the ASP can extend up to 60 miles

Air Route Traffic Control Center (ARTCC) A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft

Air Traffic Control (FAR) - Means a service operated by appropriate authority to promote the safe, orderly, and expeditious flow of air traffic.

FLIGHT FOLLOWING MANUAL 1.10.21 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Airworthiness Is a condition in which the aircraft, airframe, engine, propeller (if applicable), accessories, and appliances meet their type design and are in a condition for safe operation.

Alert Area (FAR) - An alert area is established to inform pilots of a specific area wherein a high volume of pilot training or an unusual type of aeronautical activity is conducted.

Altitude MSL Altitude expressed in feet measured from mean sea level.

Altitude AGL Altitude expressed in feet measured above ground level.

Appliance (FAR) - Means any instrument, mechanism, equipment, part, apparatus appurtenance, or accessory, including communication equipment, that is used or intended to be used in operating or controlling an aircraft in flight, is installed or intended to be installed in or attached to the aircraft, and is not part of an airframe, engine, or propeller.

Area Navigation (ICAO)(FAR) - Is a method of navigation which permits aircraft operation on any desired flight path.

Automatic Terminal Information Service (ATIS) The continuous broadcast of recorded non-control information in selected terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information; e.g., "Los Angeles information Alfa. One three zero zero Coordinated Universal Time. Weather measured ceiling two thousand overcast, visibility three, haze, smoke, temperature seven one, Dew point five seven, wind two five zero at five, altimeter two-niner- niner-six. ILS Runway Two Five Left approach in use, Runway Two Five right closed, advise you have Alfa."

FLIGHT FOLLOWING MANUAL 1.10.22 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Available Landing Distance ALD is that portion of a runway available for landing and roll-out for aircraft cleared for land and hold short operations (LAHSO). This distance is measured from the landing threshold to the hold-short point.

Calendar Day 24 hour period starting at 0001 local time and ending at 2400 local time.

Ceiling (FAR) - Means the height above the earth's surface of the lowest layer of clouds or obscuring phenomena that is reported as "broken", "overcast," or "obscuration," and not classified s "thin" or "partial".

Certificate Holder (OPSPECS) - The holder of the Air Carrier certificate described in the FAA Operations Specifications, and any of its officers, employees or agents used in the conduct of operations under the FAA Operations Specifications.

Certified Airport An airport operating under FAR Part 139. The FAA issues airport operating certificates to all airports serving scheduled or unscheduled air carrier aircraft designed for more than 30 passenger seats. Certificated airports must meet minimum safety standards in accordance with FAR Part 139.

Charted Visual Flight Procedure (CVFP) (AIM) - An approach conducted on an instrument flight rules (IFR) flight plan which authorizes the pilot of an aircraft under radar control to proceed visually and clear of clouds to the airport via visual landmarks and other information depicted on a charted visual flight procedure. This approach must be authorized and under the control of the appropriate air traffic control facility. Weather minima required are depicted on the chart.

FLIGHT FOLLOWING MANUAL 1.10.23 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Circle to Land Maneuver (AIM) - A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable. This maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport.

Class I Navigation Class I navigation is any enroute flight operation or portion of an operation that is conducted entirely within the designated Operational Service Volumes (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB). Class I navigation also includes enroute flight operations over routes designated with an "MEA GAP" (or ICAO equivalent). Enroute flight operations conducted within these areas are defined as "Class I navigation" operations irrespective of the navigation means used. Class I navigation includes operations within these areas using pilotage or any other means of navigation which does not rely on the use of VOR, VOR/DME, or NDB.

Class II Navigation Class II navigation is any enroute flight operation which is not defined as Class I navigation. Class II navigation is any enroute flight operation or portion of an enroute operation (irrespective of the means of navigation) which takes place outside (beyond) the designated Operational Service Volume (or ICAO equivalents) of ICAO standard airway navigation facilities (VOR, VOR/DME, NDB). However, Class II navigation does not include enroute flight operations over routes designated with an "MEA GAP" (or ICAO equivalent).

Clearance Limit (AIM) - The fix, point, or location to which an aircraft is cleared when issued an air traffic clearance. If the clearance limit is reached without receipt of further clearance, hold as depicted, or as instructed. In the absence of instructions, hold in a standard pattern on the inbound heading to the fix and request further clearance as soon as possible.

Clearance Void Time (ICAO) - A time specified by an air traffic control unit at which a clearance ceases to be valid unless the aircraft concerned has already taken action to comply.

FLIGHT FOLLOWING MANUAL 1.10.24 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Configuration Deviation List (CDL) The CDL is a list of items that may be missing from the aircraft (as opposed to being inoperative but still installed) and still permit flight with an acceptable level of safety. This level of safety is sometimes attained by imposing appropriate additional operating conditions and limitations.

Contact Approach (OPSPECS) - An approach under IFR to an airport with an approved instrument approach procedure under conditions specified in the FAA Operations Specifications. A contact approach will be authorized only if requested by the pilot and the ground visibility at the destination airport is not less than one mile. Note: USA Jet is prohibited from conducting contact approaches.

Crewmember (FAR) - A person assigned to perform duty in an aircraft during flight time.

Critical Aircraft Surfaces Those aircraft surfaces which should be clear of contaminates before takeoff. These surfaces should be checked during flight crewmember external preflight inspections preflight de-icing checks, when required. The following are considered critical aircraft surfaces: Pitot heads; Static ports; Ram air intakes for engine control and flight instruments; Engine inlets; Wings; Tail and Flight control surfaces.

Critical Phases of Flight All ground operations involving pushback, taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

Decision Altitude (DA) (FAA, ICAO) DA(H) - Is a specified minimum altitude in an instrument approach procedure by which a missed approach must be initiated if the required visual reference to continue the approach has not been established. The "altitude" value is typically measured by a barometric altimeter; the "height" value is typically a radio altitude equivalent height above the touchdown zone (HAT) used for advisory reference and does not necessarily reflect actual height above underlying terrain. FLIGHT FOLLOWING MANUAL 1.10.25 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Decision Height (DH) (FAR) - With respect to the operation of aircraft, means the height at which a decision must be made, during an ILS or PAR instrument approach, to either continue the approach or to execute a missed approach.

Deviation (AIM) - A departure from a current clearance, such as an off-course maneuver to void weather or turbulence. Where specifically authorized in the FAR and requested by the pilot, ATC may permit pilots to deviate from certain regulations.

Direct The absence of an airway/route number or radial(s) between two fixes indicates "direct." Where SIDs or STARs exist, ATC will assign them to departing/arriving flights when appropriate.

Diversion Airport A diversion airport is an airport to which a flight diverts if a landing at the airport to which a flight is released is not possible or is inadvisable. A diversion airport must be an authorized regular, refueling, provisional or alternate airport for the airplane type. In supplemental operations, a diversion airport must be an authorized regular, refueling, provisional, off line or alternate airport for the airplane type.

Electronic Flight Bag A portable electronic device that displays electronic documents on a LCD touch screen tablet that pilots use to access the same information they previously accessed with paper based products.

Enroute Flight Advisory Service (AIM) - On pilot request, a service specifically designed to provide timely weather information pertinent to his type of flight, intended route of flight and altitude.

Expected Departure Clearance Time (EDCT) (AIM) - The runway release time assigned to an aircraft in a controlled departure time program and shown on the flight progress strip as an EDCT. FLIGHT FOLLOWING MANUAL 1.10.26 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Extended Overwater Operations An operation over water at a horizontal distance of more than 50 nautical miles from the nearest shoreline

Ferry Flight A flight for the purpose of: Returning an aircraft to base; Delivering an aircraft from one location to another; Moving an aircraft to and from a maintenance base. Note: Ferry flights, under certain conditions, may be conducted under terms of a special flight permit.

Final Approach Fix (FAF) (AIM) - The fix from which the final approach (IFR) to an airport is executed and which identifies the beginning of the final approach segment. For precision approaches, it is the charted glideslope intercept point or, if ATC directs a lower than charted glideslope intercept altitude, it is the resultant actual point of glideslope intercept. For non-precision approaches, it is the point indicated by the Maltese cross on the instrument approach chart.

Fix (FAA) - A geographical position determined by visual reference to the surface, by reference to one or more radio NAVAIDS, by celestial plotting, or by another navigational device.

Flight The period from the moment the aircraft leaves the surface of the earth on takeoff until it touches down on landing.

Flight Crewmember (FAR) - Means a pilot, flight engineer, or flight navigator assigned to duty in an aircraft during flight time.

FLIGHT FOLLOWING MANUAL 1.10.27 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Flight Level (FL) (FAR) - Means a level of constant atmospheric pressure related to a reference datum of 29.92 inches of mercury. Each is stated in three digits that represent hundreds of feet. For example, flight level 250 represents a barometric altimeter indication of 25,000 feet; flight level 255, an indication of 25,500 feet. (The last two digits of a flight level are not separated by the term, "point.").

Flight Management System An integrated system used by flightcrews for flight planning, navigation, performance management, aircraft guidance and flight progress monitoring.

Flight Service Station (FSS) Air traffic facilities which provide pilot briefing, en route communications and VFR search and rescue services, assist lost aircraft and aircraft in emergency situations, relay ATC clearances, originate Notices to Airmen, broadcast aviation weather and NAS information, receive and process IFR flight plans, and monitor NAVAIDS. In addition, at selected locations, FSS's provide en route Flight Advisory Service (Flight Watch), take weather observations, issue airport advisories, and advise Customs and Immigration of transborder flights.

Glideslope / Glidepath (AIM) - Provides vertical guidance for aircraft during approach and landing. The glideslope/glidepath is based on the following: Electronic components emitting signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as ILS/MLS, or Visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. PAR. Used by ATC to inform aircraft making a PAR approach of its vertical position (elevation) relative to the descent profile.

FLIGHT FOLLOWING MANUAL 1.10.28 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Global Positioning System (GPS) A space-based radio positioning, navigation, and time-transfer system. The system provides highly accurate position and velocity information and precise time, on a continuous global basis, to an unlimited number of properly equipped users. The system is unaffected by weather and provides a worldwide common grid reference system. The GPS concept is predicated upon accurate and continuous knowledge of the spatial position of each satellite in the system with respect to time and distance from a transmitting satellite to the user. The GPS receiver automatically selects appropriate signals from the satellites in view and translates these into a three-dimensional position, velocity, and time. System accuracy for civil users is normally 100 meters horizontally.

Hazardous Inflight Weather Advisory Service (HIWAS) (AIM) - A program for broadcasting hazardous weather information (AWWs, Sigmets, CWAs, AIRMETs, and Urgent PIREPs) on a continuous basis over selected VORs.

HectoPascal (hPa) The unit of measure of barometric pressure in current use as the ICAO standard; unit equivalent to a millibar (mb).

Height Above Airport (HAA) (AIM) - The height of the minimum descent altitude (MDA) above the published airport elevation. This is published in conjunction with circling minima.

Height Above Touchdown (HAT) (AIM) - The height of the decision altitude (height) or minimum descent altitude (MDA) above the highest runway elevation in the touchdown zone (first 3000 feet of the runway). HAT is published on instrument approach charts in conjunction with all straight-in minima.

FLIGHT FOLLOWING MANUAL 1.10.29 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Holdover Start Time Is the start the final application of de-icing or anti-icing fluid is applied to the wings, tail section, engines or other critical surfaces. When there is only one application of de-icing /anti-icing fluid, holdover start time begins with the start of the application.

Holdover Time Is defined as the estimated time the application of the de-icing or the anti- icing fluid will prevent the formation of frost or ice, and the accumulation of snow on the treated surfaces of an aircraft. Holdover time begins when the final application of de-icing/anti-icing fluid commences, and it expires when the de-icing / anti-icing fluid applied to the aircraft loses its effectiveness.

IFR Conditions (FAR) - Means weather conditions below the minimum for flight under visual flight rules.

IFR Over-the-Top (FAR) - With respect to the operation of aircraft, means the operation of an aircraft over-the-top on an IFR flight plan when cleared by air traffic control to maintain "VFR conditions" or "VFR conditions on top".

Incident An occurrence other than an accident associated with the operation of an aircraft, which affects or could affect the safety of operations.

Initial Approach Altitude The altitude depicted on the approach chart for the initial approach segment. See Segments Of An Instrument Approach Procedure.

Initial Approach Fix (IAF) (AIM) - The fixes depicted on instrument approach procedure charts that identify the beginning of the initial approach segment(s).

FLIGHT FOLLOWING MANUAL 1.10.30 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Instrument Flight Rule (IFR) A set of rules governing the conduct of flight under instrument meteorological conditions.

Instrument Meteorological Conditions (IMC) (ICAO) - Meteorological conditions that are less than the minima specified for visual meteorological conditions. These conditions are expressed in terms of visibility, ceiling and distance from cloud.

International Civil Aviation Organization (ICAO) (ICAO) - A specialized agency of the United Nations whose objective is to develop the principles and techniques of international air navigation and to foster planning and development of international civil air transport.

International Standard Atmosphere (ISA) The atmosphere defined as a perfect dry gas with defined physical constants, including sea level temperature 15 degrees C and sea level pressure 1013.2 hPa and with a temperature lapse rate of approximately 2 degrees C per 1000 feet to approximately 36,000 feet and 0 degrees C per 1000 feet above.

Large Aircraft (FAR) - Means aircraft of more than 12,500 pounds, maximum certificated takeoff weight.

Long Range Communication System (LRCS) (FAR) - A system that uses satellite relay, data link, high frequency or another approved communication system which extends beyond line of sight.

FLIGHT FOLLOWING MANUAL 1.10.31 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Long Range Navigation System (LRNS) An electronic navigation unit that is approved for use under instrument flight rules as a primary means of navigation, and has at least one source of navigational input, such as inertial navigation system, global positioning system, Omega/very low frequency, or Loran C. A navigation system that permits flight operations beyond the published service volume (range) of short-range (airways) navigation facilities (i.e., VOR, VOR/DME, NDB) and thus is acceptable for use within Class II navigation airspace. The system must be capable of navigation within ± 20nm of the assigned track when in U.S. or NAT airspace or within ± 25nm when in other ICAO airspace.

Low Approach (ICAO) - Flight down the runway or parallel to the runway at a minimum height.

Mach Number (FAR) - Means the ratio of true airspeed to the speed of sound.

Mach Number Technique (ICAO) - Control technique used by ATC to improve airspace utilization by requiring turbo jet aircraft operating successively along suitable routes to maintain appropriate mach numbers to ensure adequate separation.

Maintenance (FAR) - Means inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventive maintenance.

Maximum Zero Fuel Weight Means the maximum permissible weight of an aircraft with no disposable fuel or oil. The zero fuel weight figures may be found in the aircraft type certificate data sheet, the approved Aircraft Flight Manual, or both.

FLIGHT FOLLOWING MANUAL 1.10.32 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Military Operations Area (MOA) (FAR) - A military operations area (MOA) is airspace established outside Class A airspace to separate or segregate certain non-hazardous military activities from IFR Traffic and to identify for VFR traffic where these activities are conducted.

Minimum Descent Altitude (MDA) (FAR) - Means the lowest altitude, expressed in feet above mean sea level, to which descent is authorized on final approach or during circle-to-land maneuvering in execution of a standard instrument approach procedure, where no electronic glide slope is provided. The "altitude" value is typically measured by a barometric altimeter; the "height" value is typically a radio altitude equivalent height above the touchdown zone (HAT) or height above airport (HAA) published elevation. The (H) is used only for advisory reference and does not necessarily reflect actual height above underlying terrain. NOTE: MDA is used on non-precision approaches which do not employ aircraft-generated vertical navigation (VNAV) guidance during descent.

Minimum Enroute IFR Altitude (MEA) (AIM) - The lowest published altitude between radio fixes which assures acceptable navigational signal coverage and meets obstacle clearance requirements between those fixes. The MEA prescribed for a Federal airway or segment, area navigation low or high route, or other direct route applies to the entire width of the airway, segment, or route between the radio fixes defining the airway, segment, or route.

Minimum Equipment List (MEL) The MEL is a list of airplane equipment generally related to airworthiness and operating regulations that may be inoperative and still permit flight with an acceptable level of safety. This level of safety is sometimes attained by imposing appropriate additional operating conditions and limitations.

Minimum Obstruction Clearance Altitude (MOCA) (AIM) - The lowest published altitude in effect between radio fixes on VOR airways, off-airway routes, or route segments which meets obstacle clearance requirements for the entire route segment and which assures acceptable navigational signal coverage only within 25 statute (22 nautical) miles of a VOR.

FLIGHT FOLLOWING MANUAL 1.10.33 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Minimum Off-Route Altitude (MORA) (Jeppesen) - This is an altitude derived by Jeppesen. A Route MORA provides reference point clearance within 10 nm of the route centerline (regardless of the route width) and end fixes. A grid MORA provides reference point clearance within the section outlined by latitude and longitude lines. MORA values clear all reference points by 1000 feet in areas where the highest reference points are 5000 feet MSL or lower. MORA values clear all reference points by 2000 feet in areas where the reference points are 5001 feet MSL or higher. When a MORA is shown along a route as "unknown" or within a grid as "unsurveyed" a MORA value is not shown due to incomplete or insufficient information.

Minimum Safe Altitude (MSA) The minimum altitude specified in FAR Part 91 for various aircraft operations. Altitudes depicted on approach charts which provide at least 1000 feet of obstacle clearance for emergency use within a specified distance from the navigational facility upon which a procedure is predicated. These altitudes will be identified as Minimum Sector Altitudes or Emergency Safe Altitudes.

Minimum Sector Altitude (MSA) (ICAO) - Altitudes depicted on approach charts which pro-vide at least 1000 feet of obstacle clearance within a 25 mile radius of the navigation facility upon which the procedure is predicated. Sectors depicted on approach charts must be at least 900 in scope. These altitudes are for emergency use and do not necessarily assure acceptable navigational signal coverage.

Minimum Vectoring Altitude (AIM) - The lowest MSL altitude at which an IFR aircraft will be vectored by a radar controller, except as otherwise authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle clearance criteria. It may be lower than the published MEA along an airway or J-route segment. It may be utilized for radar vectoring only upon the controller's determination that an adequate radar return is being received from the aircraft being controlled. Charts depicting minimum vectoring altitudes are normally available only to controllers and not to pilots.

FLIGHT FOLLOWING MANUAL 1.10.34 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Missed Approach (AIM): A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing. The route of flight and altitude is shown on the instrument approach procedure charts. A pilot executing a missed approach prior to the Missed Approach Point (MAP) must continue along the final approach to the MAP. The pilot may climb immediately, how-ever, to the altitude specified in the missed approach procedure. A term used by the plot to inform ATC that he is executing the missed approach. At locations where ATC radar service is provided, the pilot should conform to radar vectors provided by ATC in lieu of the published missed approach procedure.

Navigational Aid (AIM) - Any visual or electronic device airborne or on the surface which provides point-to-point guidance information or position data to aircraft in flight.

Night (ICAO) (FAR) - Means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local time. Note: Civil twilight ends in the evening when the center of the sun's disk is 6 degrees below the horizon and begins in the morning when the center of the sun's disk is 6 degrees below the horizon.

Non-Precision Approach Procedure (FAR) - Means a standard instrument approach procedure in which no electronic glide slope is provided.

Obstacle Clearance Altitude/Height (OCA/OCH) (ICAO) - The lowest altitude (OCA) or, alternatively, the lowest height above the elevation of the relevant runway threshold or above the aerodrome elevation (OCH), used in establishing compliance with appropriate obstacle clearance criteria.

FLIGHT FOLLOWING MANUAL 1.10.35 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Operating Experience (OE) Operating experience required under the provisions of FAR 121.434 before serving as a required crewmember on an airplane.

Operational Control (FAR) - With respect to a flight, the exercise of authority over initiating, conducting, diverting, or terminating a flight.

Operations Specifications Terms and conditions issued by the FAA (in addition to the FARs) under which an Air Carrier is authorized and required by the FAA to conduct air carrier operations.

Pilotage (FAR) - Means navigation by visual reference to landmarks.

Pilot In Command Pilot in command means the person who: 1. Has final authority and responsibility for the operation and safety of the flight; 2. Has been designated as pilot in command before or during the flight; and 3. Holds the appropriate category, class, and type rating, if appropriate, for the conduct of the flight.

Precision Approach Path Indicator (PAPI) Provides visual glideslope indications and is depicted in the Jeppesen Introduction pages of the Chart Legends chapter. By design, the PAPI glideslope is calibrated to provide a safe approach path for the most demanding aircraft flight deck height group that uses the runway. If a PAPI is calibrated for height group four or "high flight deck" aircraft, other aircraft using it will be slightly high on the glideslope when receiving "on glideslope" indications.

FLIGHT FOLLOWING MANUAL 1.10.36 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Precision Approach (FAR) - Means a standard instrument approach procedure in which an electronic glide slope is provided, such as ILS and PAR.

Precision Approach Radar (PAR) (AIM) - Radar equipment that displays azimuth, elevation and range of aircraft on the final approach to a runway.

Pressure Altitude (ICAO) - The atmospheric pressure expressed in terms of altitude which corresponds to that pressure in a standard atmosphere.

Pre-Takeoff Check This check is required any time that ground icing conditions exist, the aircraft has been de-iced, and a holdover time is established. It is accomplished within the holdover time range and may be accomplished by the flight crew from inside the flight deck. The aircraft's wings or representative aircraft surfaces are visually checked for any contamination prior to takeoff. The surfaces to be checked are normally accomplished while still at the gate after the de-icing equipment has finished spraying the aircraft. The Captain (PIC) may delegate the authority to do this check to another member of his crew; however the responsibility to operate the aircraft in a clean condition remains with the Captain.

Pre-Takeoff Contamination Check Whenever type I fluids are used to de-ice and/ or anti-ice aircraft in light freezing rain or light freezing drizzle, takeoff should only be attempted after either; an outside the aircraft tactile check of the aircraft's wings conducted is within 5 minutes prior to beginning takeoff, or the aircraft is anti-iced using a type II or type IV fluid. When the holdover time has been exceeded or when there is any doubt by the Captain (PIC) concerning the airworthiness of the aircraft, takeoff will not be attempted until a contamination check of the aircraft is accomplished. Using a visual check of a representative will verify that snow; ice or frost is not yet adhering to the wings, control surfaces, engine inlets and other critical surfaces. This check is normally done when the aircraft is waiting to take the runway (i.e. when the aircraft is No. 1 or No. 2 for takeoff). After completion of this check, however, the responsibility to operate the aircraft in a safe condition remains with the Captain.

FLIGHT FOLLOWING MANUAL 1.10.37 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Principle Base of Operations (PBO) Means the primary operating location of a certificate holder as established by the certificate holder.

QNH An altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum and corrected to sea level pressure. At the airport altimeter datum, an altimeter set to QNH indicates airport elevation. Altimeters are set to QNH while operating at and below the transition altitude and below the transition level.

QNE An altimeter setting equivalent to International Standard Atmosphere (ISA) sea level pressure, 1013.2 hPa or 29.92 IN. Altimeters are set to QNE while operating at and above the transition level and above the transition altitude.

QFE An altimeter setting equivalent to the barometric pressure measured at an airport altimeter datum, usually the approach end of the runway in use. At the airport altimeter datum, an altimeter set to QFE indicates zero altitude.

Radial (AIM) - A magnetic bearing extending from a VOR/VORTAC/TACAN navigation facility. A radial is defined by the VOR code followed by the direction in one 6-character group, e.g., RFD278 identifies the 278 degree radial of Rockford VOR.

Reduced Vertical Separation Minimum (RVSM) Refers to the process of increasing usable airspace through replacement of the 2000-foot separation standard above FL280 with a 1000 foot separation standard. Eventually, 1000 feet will become the worldwide separation standard from the surface to at least FL410. FLIGHT FOLLOWING MANUAL 1.10.38 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Release Time (AIM) - A departure time restriction issued to a pilot by ATC when necessary to separate a departure aircraft from other traffic.

Reliable Fix (OPSPECS) - Station passage of a VOR, VORTAC or NDB, A reliable fix also includes a VOR/DME fix, an NDB/DME fix, a VOR intersection, an NDB intersection and a VOR/ NDB intersection, provided course guidance is available from one of the facilities and the fix lies within the designated operational service volume of both facilities which define the fix.

Required Navigation Performance (RNP) A value established by a CAA and expressed in nautical miles to define the navigation accuracy required to operate within a defined airspace or phase of flight based on the separation criteria established by ATS for that airspace or phase of flight. RNP assumes navigation accuracy within the stated RNP value for 95% of the time of operation within RN P-designated airspace. A FANS-1 FMC default value based on the flight phase in which an airplane is operating or a pilot-entered FMC value based on a specific requirement for navigation accuracy.

Request Full Route Clearance (FRC) (AIM) - Used by pilots to request that the entire route of flight be read verbatim in an ATC clearance. Such request should be made to preclude receiving an ATC clearance based on the original filed flight plan when a filed IFR flight plan has been revised by the pilot or Flight Following prior to departure.

Route Segment (FAR) - Is a portion of a route bounded on each end by a fix or navigation aid (NAVAID).

Runway Condition Reading (RCR) (AIM) - Numerical decelerometer readings relayed by air traffic controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. These reports are routinely relayed only to USAF and Air National Guard aircraft.

FLIGHT FOLLOWING MANUAL 1.10.39 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Runway Heading (AIM) - The magnetic direction that corresponds with the runway centerline extended, not the painted runway number. When cleared to "fly or maintain runway heading," pilots are expected to fly or maintain the heading that corresponds with the extended centerline of the departure runway. Drift correction shall not be applied (e.g. Runway 4, actual magnetic heading of the runway centerline 044 degrees, fly 044 degrees).

Second in Command Second in command means a pilot who is designated to be second in command of an aircraft during flight time.

SELCAL (ICAO) - A system which permits the selective calling of individual aircraft over radiotelephone channels linking a ground station with the aircraft without a requirement for frequency monitoring by aircrews.

Side Step Maneuver (AIM) - A visual maneuver accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing on a parallel runway not more than 1200 feet to either side of the runway to which the instrument approach was conducted.

SIGMET (AIM) - A weather advisory issued concerning weather significant to the safety of all aircraft. SIGMET advisories cover severe and extreme turbulence, severe icing and widespread dust or sandstorms that reduce visibility to less than three miles.

Stopway (FAR) - Means an area beyond the takeoff runway, no less wide than the runway and centered upon the extended centerline of the runway, able to support the airplane during an aborted takeoff, without causing structural damage to the airplane, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff. (Overrun - term used for Stopway at military airports).

FLIGHT FOLLOWING MANUAL 1.10.40 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

Straight-In Approach - IFR (AIM) - An instrument approach where final approach is begun without first having executed a procedure turn not necessarily completed with a straight-in landing or made to straight-in landing minima.

Straight-In Landing (AIM) - A landing made on a runway aligned within 30 degrees of the final approach course following completion of an instrument approach.

Sunset / Sunrise (AIM) - The mean solar times of sunset and sunrise as published in the Nautical Almanac, converted to local standard time for the locality concerned. Within Alaska, the end of evening civil twilight and the beginning of morning civil twilight, as defined for each locality.

Surveillance Approach (AIM) - An instrument approach wherein the air traffic controller issues instructions, for pilot compliance, based on aircraft position in relation to the final approach course (azimuth), and the distance (range) from the end of the runway as displayed on the controller's radar scope. The controller will provide recommended altitudes on final approach if requested by the pilot.

Takeoff Thrust (FAR), with respect to turbine engines, means the jet thrust that is developed under static conditions at a specific altitude and atmospheric temperature under the maximum conditions of rotorshaft rotational speed and gas temperature approved for the normal takeoff, and limited in continuous use to the period of time shown in the approved engine specification.

Terminal Area (AIM) - A general term used to describe airspace in which approach control service or airport traffic control service is provided.

FLIGHT FOLLOWING MANUAL 1.10.41 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Threshold Crossing Height (TCH) (AIM) - The theoretical height above the runway threshold at which the aircraft's glideslope antenna would be if the aircraft maintains the trajectory established by the mean ILS glideslope.

Touchdown Zone The first 3000 feet of runway past the threshold or the first 1/3 of the usable runway length, whichever is shorter.

Traffic Pattern (FAR) - Means the traffic flow that is prescribed for aircraft landing at, taxiing on, or taking off from, an airport.

Transition Altitude The transition altitude is the altitude at and below which the altimeters are set to QNH. During climb, the transition altitude is the altitude above which the altimeters are reset from QNH to QNE. The transition altitude normally is the highest usable altitude in the altitude structure and may be assigned by ATC.

Transition Level The transition level is the flight level at and above which the altimeters are set to ONE (29.92" hg / 1013.2 mb). During descent, the transition level is the flight level below which the altimeters are reset from QNE to QNH. The transition level normally is the lowest usable flight level in the altitude structure and may be assigned by ATC. (When the atmospheric pressure is low, the lowest usable flight level may be restricted to a higher flight level to assure adequate separation from the lower altitude structure.)

Transmissometer (AIM) - An apparatus used to determine visibility by measuring the transmission of light through the atmosphere. It is the measurement source for determining the runway visual range (RVR) and runway visibility value (RVV).

Turbojet Aircraft An aircraft having a jet engine in which the energy of the jet operates a turbine which in turn operates the air compressor.

FLIGHT FOLLOWING MANUAL 1.10.42 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015 U

Urgency (ICAO) - A condition concerning the safety of an aircraft or other vehicle or of some person on board or in flight but which does not require immediate assistance. Initiate radio communications with the words, "Pan Pan," spoken three times.

Visual Approach (ICAO) - An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain.

Visual Approach Slope Indicator (VASI) Provides visual glideslope indications and is depicted in the Jeppesen Introduction pages of the Chart Legends chapter. Appears in both 2-bar and 3-bar versions. The 3-bar version is designed to project two glideslopes, one to provide a safe approach path for most aircraft and one about ¼ degree higher to accommodate "high flight deck" aircraft.

Visual Descent Point (VDP) (AIM) - A defined point on the final approach course of a non-precision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights or other markings identifiable with the approach end of that runway, are clearly visible to the pilot.

Visual Flight Rule (VFR) Rules that govern the procedures for conducting flight under visual conditions (VMC). The term is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate a type of flight plan.

FLIGHT FOLLOWING MANUAL 1.10.43 ADMINISTRATION Mar 2, 2015 DEFINITIONS & ABBREVIATIONS

Visual Meteorological Conditions (VMC) (AIM/ICAO) - Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. These minima are defined as those required for flight under visual flight rules (i.e., VMC is synonymous with "VFR conditions").

VOR A ground-based electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the National Airspace System. The VOR periodically identifies itself by Morse Code and may have an additional voice identification feature. Voice features may be used by ATC or FSS for transmitting instructions/information to pilots.

Warning Area (FAR) - A warning area is airspace of defined dimensions, extending from 3 nautical miles outward from the coast of the United States that contains activity that may be hazardous to nonparticipating aircraft. The purpose of such warning areas is to warn nonparticipating pilots of the potential danger. A warning area may be located over domestic or international waters or both.

Waypoint (WPT) A specific geographic position used to define a route or for position reporting purposes. A waypoint is defined relative to a NAVAID or in terms of latitude and longitude.

FLIGHT FOLLOWING MANUAL 1.10.44 ADMINISTRATION DEFINITIONS & ABBREVIATIONS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 1.15.1 ADMINISTRATION Jun 29, 2016 QC & PROCESS MEASUREMENT QC and Process Measurement

General All issues pertaining to Flight Following quality control and process measurement can be directed to the Director of Operations, or designee.

Safety Policy Statement

Manual Reference: GOM 105.05.1 A core value of USA Jet Airlines is that we put safety first in all the services we provide. As a company committed to the highest standard of safety, we will continue to seek and promote the practices, procedures, and products necessary to safeguard customers and assure safe working conditions for our employees. We believe that this path leads to safe, reliable, and convenient air commerce. The Flight Following Department ensures that all flight operations are conducted with a safety-first mindset. Reference the GOM 105.05.1 for USA Jet's official safety policy statement.

Safety Management The main processes defined in the FFM are designed with key procedures with embedded controls designed to ensure procedural completion. The interfaces between the processes and procedures are clearly identified to ensure compatibility with other departments and processes. The authority over each process and the responsibility to ensure the processes are executed properly are clearly identified. Finally, the process outcomes are measured to provide feedback and a means for safety assurance.

FLIGHT FOLLOWING MANUAL 1.15.2 ADMINISTRATION QC & PROCESS MEASUREMENT Jun 29, 2016 Audit Process The Director of Flight Following, and/or their designees will complete a comprehensive audit of the FAA regulations, as well as company policies and procedures contained in the Flight Following Manual to ensure adherence to said regulations, policies, and procedures. This audit will be used to find deficiencies in the program, as well as any trends that need to be addressed. Results shall be submitted to the Director of Operations by the 30th day of the month following the end of the quarter. These results will be reviewed by the Director of Flight Following and the Director of Operations to ensure compliance and procedural changes are implemented as required. This audit shall cover the following areas of operation: • Flight and Duty Times - Part 121 Audit (monthly, on or before the 6th) - Part 135 Audit (monthly, on or before the 5th) - Crew tracking (daily audit) • Special Documents (monthly, on or before the 22nd) - Aircraft registration - Aircraft insurance • Charter Management System Reports (audited as needed) • 90 Day Landing Currency (daily audit) • Aircraft Records (daily audit) - Post flight audit - 90 day document retention • Persons Authorized to Execute Operational Control (monthly) • Jeppesen Tailored Set Audit (quarterly) Findings, requiring corrective action, shall be resolved with guidance from the Safety Department via the Director of Operations.

FLIGHT FOLLOWING MANUAL 1.15.3 ADMINISTRATION Mar 2, 2015 QC & PROCESS MEASUREMENT Interfaces

General Interfaces occur in a procedure where the responsibility for accomplishing work is transferred from one person, work group, or organization to another. It is important for the USA Jet manual set to capture and identify these interfaces to ensure continuity and consistency across all processes and to ensure that when changes are introduced, that the change is implemented consistently across the manual system.

Identifying Interfaces Interfaces are identified through the use of direct reference to the location where the related information is addressed, e.g., GOM 10.15. Interfaces are entered in subdued italic font for emphasis above the paragraph they reference.

Manual Interfaces Policies, procedures, information and instructions for implementing the processes described and defined in the FFM can also be found in applicable sections of the following manuals: • General Operations Manual • Fueling Manual • Deicing/Anti-Icing Procedures Manual • Administrative Manual • Ground Services Manual When revising the FFM, introducing changes to the interfaces, or changing the controls associated with any of the related processes, Manual Administrators will determine the impact of the proposed changes and coordinate to ensure consistency and continuity across the manual set.

FLIGHT FOLLOWING MANUAL 1.15.4 ADMINISTRATION QC & PROCESS MEASUREMENT Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 1.20.1 ADMINISTRATION Apr 7, 2014 ORGANIZATION Organization

Organization Chart

FLIGHT FOLLOWING MANUAL 1.20.2 ADMINISTRATION ORGANIZATION Apr 7, 2014 Responsibility & Authority

Responsibility The Director of Operations has the responsibility to establish and modify the policies, procedures, information and instructions for the following processes covered in the FFM: • Operational Control • Flight Release • Flight Follower Duty Time Limitations • Load Manifest • Weight and Balance / Aircraft Performance • Approved Routes and Airports • RVSM; and • Special Navigation Areas of Operation.

Authority The Director of Flight Following has the authority to implement and delegate the processes listed above.

FLIGHT FOLLOWING MANUAL 1.20.3 ADMINISTRATION Mar 2, 2015 ORGANIZATION Personnel

Manual Reference: ADM 10.20

FLIGHT FOLLOWING MANUAL 1.20.4 ADMINISTRATION ORGANIZATION Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 1.25.1 ADMINISTRATION Mar 2, 2015 TRAINING & QUALIFICATIONS Training & Qualifications

General

FAR: 119.65(d), 121.127(b) Manual Reference: FOTM 25.5 This chapter defines the training requirements for Flight Following personnel serving in the Operations. The approved Flight Follower training program is detailed in the Flight Operations Training Manual.

Policies The Director of Flight Following is responsible for ensuring that all personnel serving in Operations are properly trained and qualified. The Director of Training, or designee, is responsible for scheduling and documenting all Operations personnel training.

Position Training Requirements All personnel performing the functions of a Flight Follower, actively involved in the flight planning and release process, must be a current and qualified flight follower. Flight Followers must satisfactorily complete all initial and recurrent training and qualification requirements to include operational familiarization flights (if applicable) and required competency checks as detailed in FOTM. Flight Followers will only be authorized to exercise operational control upon completion of the training curriculum, satisfactorily passing the competency evaluation, and receiving a letter of authorization from the Director of Operations. Upon receiving the letter for their training file the FFM will be updated by adding their names to the list of qualified Flight Followers located at 5.10.1.

FLIGHT FOLLOWING MANUAL 1.25.2 ADMINISTRATION TRAINING & QUALIFICATIONS Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 5.0.1 OPERATIONAL CONTROL Mar 2, 2015 TABLE OF CONTENTS 5. Operational Control

Operational Control ...... 5.05.1 Flight Following System ...... 5.05.1 System Requirements ...... 5.05.2 Responsibility for Operational Control ...... 5.05.3 Operations Notices ...... 5.05.4 Restriction or Suspension of Operations ...... 5.05.5

Authorized Persons ...... 5.10.1 General ...... 5.10.1 Granting Authority to Exercise Operational Control ...... 5.10.2 Revocation of Authority to Exercise Operational Control ...... 5.10.3

FLIGHT FOLLOWING MANUAL 5.0.2 OPERATIONAL CONTROL TABLE OF CONTENTS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 5.05.1 OPERATIONAL CONTROL Mar 2, 2015 GENERAL Operational Control

Flight Following System

FAR: 121.125(a),121.127 Operation Specification: A008 USA Jet Airlines has an approved flight following system established in accordance with FAR 121.125, and subpart U, as applicable to supplement rules, for the proper monitoring of each flight. USA Jet maintains the primary Flight Following center at its principal base of operations and is equipped with the following items to ensure compliance with the regulations: • A computerized flight planning and weather retrieval system, • Telecommunications system, • Ground to air radio, • Flight tracking system, and • Navigation and terminal facilities publications appropriate to USA Jet operations These facilities will ensure: • That the progress of each flight is properly monitored with respect to its departure at the point of origin and arrival at its destination, including intermediate stops and diversions therefrom, and maintenance or mechanical delays encountered at those points or stops; and • The Pilot-in-Command is provided with all information necessary for the safety of the flight. USA Jet Operations Specifications specify the flight following system it is authorized to use and the location of the centers.

FLIGHT FOLLOWING MANUAL 5.05.2 OPERATIONAL CONTROL GENERAL Apr 7, 2014 System Requirements

FAR: 121.127 The Director of Flight Following ensures that the flight department has adequate facilities and personnel to provide the information necessary for the initiation and safe conduct of each flight to all flight crews and all persons designated by USA Jet Airlines, Inc. to perform the functions of Operational Control. Flight Followers are scheduled by the Director of Flight Following in relation to standard business needs. Supervisors, or their designees, are authorized to call in additional personnel when conditions are busier, or more complex, than the scheduled manning can reasonably be expected to support. The Director of Flight Following shall be notified as soon as practical. Flight Releases, amendments and all other required communication between the flight crews and Flight Following are given in one of the following ways: • In person at the Principle Base of Operations. • Or by other acceptable means of communication including, but not limited to, email, photo, fax, telephone, and radio. Outages of facility equipment will be reported to the Director of Flight Following, and the Director of Operations as required, to ensure that adequate facilities and personnel are able to provide the information necessary for the safe conduct of each flight. In addition, the Director of Facilities, should be notified of any outages to ensure prompt repair. A copy of those areas supported by the backup generator to ensure continuity of service is located in the Director of Flight Following's office. In addition, USA Jet Airlines maintains a redundant facility in the case of prolonged outages. USA Jet Management, to include but not limited to the Director of Operations, Director of Flight Following, Chief Operating Office of USA Jet Airlines, and the Director of Facilities will make the decision to relocate from the Belleville facility to the backup facility.

FLIGHT FOLLOWING MANUAL 5.05.3 OPERATIONAL CONTROL Apr 7, 2014 GENERAL Responsibility for Operational Control

FAR: 121.537, 135.77 The Pilot-in-Command and the Director of Operations are jointly responsible for the initiation, continuation, diversion, and termination of a flight in compliance with this manual, the Operations Specifications, and applicable FARs. The Director of Operations may delegate the functions for the initiation, continuation, diversion, and termination of a flight but s/he may not delegate the responsibility for those functions. The Director of Operations is responsible for canceling, diverting, or delaying a flight if in his/her opinion or the opinion of the Pilot-in-Command, the flight cannot operate or continue to operate safely as planned or released. The Director of Operations is responsible for assuring that each flight is monitored with respect to at least the following: • Departure of the flight from the place of origin and arrival at the place of destination, including intermediate stops and any diversions therefrom. • Maintenance and mechanical delays encountered at places of origin, destination and intermediate stops. • Any known conditions that may adversely affect the safety of flight. Each Pilot-in-Command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the supernumerary/couriers, crewmembers, cargo, and aircraft. The Pilot-in-Command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not s/he holds valid certificates authorizing her/him to perform the duties of those crewmembers. Each Pilot-in-Command of an aircraft is responsible for the preflight planning and the operation of the flight in compliance with applicable FARs, Air Carrier Procedures, and the Operations Specifications. No pilot may operate an aircraft, in a careless or reckless manner, so as to endanger life or property.

FLIGHT FOLLOWING MANUAL 5.05.4 OPERATIONAL CONTROL GENERAL Apr 7, 2014 Operations Notices

FAR: 121.539 USA Jet shall notify its appropriate operations personnel of each change in equipment and operating procedures, including each known change in the use of navigation aids, airports, air traffic control procedures and regulations, local airport traffic control rules, and known hazards to flight, including icing and other potentially hazardous meteorological conditions and irregularities in ground and navigation facilities. These notices are communicated through the approved flight planning system and through verbal briefings.

FLIGHT FOLLOWING MANUAL 5.05.5 OPERATIONAL CONTROL Jun 29, 2016 GENERAL Restriction or Suspension of Operations

FAR: 121.553, 135.69 Manual Reference: GOM 60.10 When a condition exists, including airport and runway conditions, that is hazardous to safe operations, operation of Company aircraft will be restricted or suspended by the aircraft flight follower or captain until the condition is corrected. Potential hazards that may constitute an unsafe operation include, but are not limited to, the following: • Adverse weather conditions prevailing at point of departure, enroute, or destination. In some circumstances, suitable weather reports may be available to the captain in a more expeditious or detailed fashion than to flight follower personnel. In such a case, the captain may elect to communicate such weather directly to Flight Following in order to expedite release. If, on the basis of this report, the person exercising flight follower release authority and the captain agree the weather poses no hazard to the flight, the flight shall not be restricted or suspended due to inaccurate weather reports • Communications, navigation, or electronic failures • Problems with airport departure or arrival: - Limited access - Obstructions - Work in progress - Lack of aircraft security - Lack of airport lighting and marking aids - Lack of ground handling/support equipment • Fuel and oil: - Inadequate facilities/unavailability of the required product - Contaminated or questionable product • Mechanical problems: - Component failure - Lack of equipment for necessary maintenance or service • When, in the opinion of the captain, conditions exist irrespective of particulars that may constitute a hazard to safe operation, that operation shall be restricted or suspended until the condition is rectified in the opinion of the captain. The captain shall notify the Company by the most expeditious means of the hazard(s) involved, the methods of correction, and the estimated time involved in the delay

FLIGHT FOLLOWING MANUAL 5.05.6 OPERATIONAL CONTROL GENERAL Mar 2, 2015 Restriction or Suspension of Operations (continued) • Gear Down Operations - As per GOM 60.10 USA Jet has restricted all planned gear down operations to flights requiring ferry permit - See FFM Chapter 25 for appropriate fuel burn data procedures

FLIGHT FOLLOWING MANUAL 5.10.1 OPERATIONAL CONTROL Jan 23, 2017 AUTHORIZED PERSONS Authorized Persons

General

FAR: 121.127(b), 121.537(a)(2), 135.77 The table below lists the persons authorized to exercise the functions of operational control over USA Jet flights, and utilize the EWINS program, provided that they are current and qualified with documented training records in accordance with the Flight Operations Training Manual. Name Initial Operational EWINS Control Qualified 1. Amy Swek ALS X X 2. Ann Petty AP X X 3. Brian Kolbuch BK X X 4. Chelsea Atkins CA X X 5. Greg Boughton GJB X X 6. Jennifer Howell JH X X 7. Jacquelyn McMillan JJM X X 8. Jason Schroeder JS X X 9. Michael Pompa MJP X X 10. Nolan Short NMS X X 11. Shevon Allen SA X X 12. Steve Myers SLM X X 13. Shelly Valdes SV X X

Note: An “X” indicates the person is qualified for the function indicated.

FLIGHT FOLLOWING MANUAL 5.10.2 OPERATIONAL CONTROL AUTHORIZED PERSONS Apr 7, 2014 Granting Authority to Exercise Operational Control

FAR: 121.127(b) A Letter of Authorization (LOA) for Operational Control, issued by the Director of Operations, is located in the Training Record folder for each Flight Follower to whom this authorization is granted. Prior to being allowed to release flights, the Director of Flight Following shall ensure the following items are completed for each newly qualified flight follower: • Initial indoctrination and required training has been certified by the Director of Training, in accordance with the Training Manual • Appropriate On-the-Job training has been conducted • A satisfactory competency check, given by the Director of Flight Following • Letter of Authorization has been issued by the Director of Operations • The above list of authorized persons has been updated, either by bulletin or revision Once the above items have been completed and verified by the Director of Flight Following, access to the flight planning system and release authority will be granted to the newly qualified flight follower. If the items listed above are not complete, or in the case of disqualification, a flight follower shall only have access to the flight planning system via qualified flight follower oversight.

FLIGHT FOLLOWING MANUAL 5.10.3 OPERATIONAL CONTROL Apr 7, 2014 AUTHORIZED PERSONS Revocation of Authority to Exercise Operational Control Flight Followers can be disqualified, and their letter of operational control removed, for failing a competency check or in situations where the overall confidence of the flight follower is deemed unreliable. The list of persons authorized to exercise operational control shall be revised accordingly, either by bulletin or revision, indicating the removal of operational control authority. Should a disqualification occur, remedial training will be determined as appropriate and a satisfactory competency check will be required prior to issuance of another letter of authorization, and reinstatement to the list of persons authorized to exercise operational control.

FLIGHT FOLLOWING MANUAL 5.10.4 OPERATIONAL CONTROL AUTHORIZED PERSONS Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 10.0.1 GENERAL Sep 28, 2015 TABLE OF CONTENTS 10. General

Fleet ...... 10.5.1 Basics ...... 10.5.1 Weights ...... 10.5.2 DA-20 ...... 10.5.2 DC-9/MD-80/B-727 ...... 10.5.2 Engine Configurations ...... 10.5.3 Standard Fuel Loads ...... 10.5.3 Aircraft Dimensions ...... 10.5.4 DA-20 ...... 10.5.4 DC-9 (10 Series) ...... 10.5.4 DC-9 (30 Series) ...... 10.5.4 MD-80 ...... 10.5.4 B-727 ...... 10.5.4 Minimum Runway Width Requirements ...... 10.5.4 Turning Radius ...... 10.5.5 DC-9 ...... 10.5.5 MD-80 ...... 10.5.6 DA-20 ...... 10.5.7 B-727 ...... 10.5.8 Cargo Door Wind Limitations ...... 10.5.9 Crosswind Limitations ...... 10.5.9 Database Changes ...... 10.5.9

Weather ...... 10.10.1 General Policy ...... 10.10.1 Familiarity with Weather ...... 10.10.1 Categorizing Weather Sources ...... 10.10.2 Federal Government ...... 10.10.2 Commercial Weather Information Providers ...... 10.10.2 Approved Weather Systems ...... 10.10.3 General ...... 10.10.3 Supplementary Weather Data ...... 10.10.4 WSI ...... 10.10.4 Jeppesen ...... 10.10.4 Universal Weather ...... 10.10.4 Real Time Mesocscale Analysis (RTMA) ...... 10.10.5 Types of Weather Information ...... 10.10.6 Observations ...... 10.10.6 Analyses ...... 10.10.6 Forecasts ...... 10.10.6 FLIGHT FOLLOWING MANUAL 10.0.2 GENERAL TABLE OF CONTENTS Sep 28, 2015 Adverse Weather Phenomena ...... 10.10.7 Controlling Weather Minimums ...... 10.10.8 Release Under VFR ...... 10.10.8 Part 121 ...... 10.10.8 Part 135 ...... 10.10.8 Conditional Language Policy ...... 10.10.9

EWINS...... 10.15.1 Introduction ...... 10.15.1 Purpose ...... 10.15.1 Description ...... 10.15.2 Structure & Operations ...... 10.15.2 Authority ...... 10.15.3 Facilities ...... 10.15.3 USA Jet Airlines ...... 10.15.3 Jeppesen ...... 10.15.3 Weather Systems and Equipment ...... 10.15.4 USA Jet Airlines ...... 10.15.4 Jeppesen ...... 10.15.4 EWINS Policies ...... 10.15.6 Weather Sources ...... 10.15.7 General ...... 10.15.7 Text Data ...... 10.15.8 Graphical Data ...... 10.15.8 Jeppesen Data Sources ...... 10.15.8 Other Sources ...... 10.15.9 Non-EWINS Flights ...... 10.15.9 EWINS Flights ...... 10.15.9 Jeppesen TAF (JEPP TAF) ...... 10.15.10 EWINS Interface ...... 10.15.11 General ...... 10.15.11 Normal, Abnormal, & Emergency Procedures ...... 10.15.11 Ordering a JEPP TAF ...... 10.15.11 Abnormal Procedures ...... 10.15.11 Personnel and Qualifications ...... 10.15.13 Aviation Meteorologist - JEPP TAF Authority ...... 10.15.13 Qualified Personnel ...... 10.15.14 Quality Assurance ...... 10.15.15 General ...... 10.15.15 Event Reporting System ...... 10.15.15 Forecast Verification ...... 10.15.16 Training ...... 10.15.17 General ...... 10.15.17 FLIGHT FOLLOWING MANUAL 10.0.3 GENERAL Sep 28, 2015 TABLE OF CONTENTS Initial Training ...... 10.15.18 Recurrent Training ...... 10.15.19

Airworthiness & MEL ...... 10.20.1 General ...... 10.20.1 Minimum Equipment List & Configuration Deviation List (MEL/CDL) ...... 10.20.1 Interpreting the MEL/CDL ...... 10.20.1 MEL Categories ...... 10.20.2 Configuration Deviation List (CDL) ...... 10.20.2 Non-Essential Equipment and Furnishings (NEF) ...... 10.20.3 Deferred Maintenance (DMIs) ...... 10.20.4 Maintenance Control ...... 10.20.4 Maintenance Control / Flight Following Coordination ...... 10.20.4 Maintenance Discrepancy Coordination ...... 10.20.5 Interpreting the Aircraft Log Page ...... 10.20.6 Daily DMI Audit ...... 10.20.6 DMI Documentation ...... 10.20.7 DMI Extensions ...... 10.20.8 DMI Removal ...... 10.20.8 Duration of Airworthiness Release ...... 10.20.9 Mechanical Malfunctions ...... 10.20.9

FLIGHT FOLLOWING MANUAL 10.0.4 GENERAL TABLE OF CONTENTS Sep 28, 2015

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FLIGHT FOLLOWING MANUAL 10.5.1 GENERAL Apr 7, 2014 FLEET Fleet

Basics Emphasis must be placed on becoming familiar with the aircraft to which the Flight Follower will be releasing. Specific information the Flight Follower must know about USA Jet Airlines' aircraft are: • Aircraft Weights - Basic Operating Weight - Zero Fuel Weight - Maximum Takeoff and Landing Weight • Aircraft Index and Weight and Balance Characteristics • Aircraft Engine Type and Performance Characteristics and Limitations • Aircraft Fuel and Cargo Capacities • Aircraft Dimensions • Aircraft Limitations as outlined in the Aircraft Operating Manual or Cockpit Operating Manual • Basic Aircraft Systems • Aircraft Minimum Equipment List • Configuration Deviation List • Non-Essential Equipment and Furnishings

FLIGHT FOLLOWING MANUAL 10.5.2 GENERAL FLEET Mar 2, 2015 Weights DA-20 Manual Reference: WBM 35.05 • Maximum Takeoff Weight (lbs)...... 28,660 • Maximum Zero Fuel Weight (lbs) ...... 22.000 • Maximum Landing Weight (lbs) ...... 27,320 DC-9/MD-80/B-727 Manual Reference: WBM 20.05, WBM 25.05, WBM 30.05, WBM 40.05

Tail Model Max Max Max Max Number ZFW Ramp T/O Ldg N192US DC-9-15F 74,000 91,500 90,700 81,700 N195US DC-9-15F 74,000 91,500 90,700 81,700 N196US DC-9-15F 74,000 91,500 90,700 81,700 N205US DC-9-32F 92,000 111,000 107,600 99,000 N208US DC-9-32F 90,000 109,000 108,000 99,000 N327US DC-9-33F 95,500 115,000 110,000 102,000 N831US DC-9-83 122,000 161,000 160,000 139,500 N727US B727-200 155,000 195,500 195,000 164,000

Caution: Aircraft Weight & Balance data is subject to change as aircraft are reweighed. USA Jet Quality Control maintains the most current and up to date information for all aircraft. As an aircraft is reweighed and results in a change in weight, that change is communicated to the Flight Following office from QC.

FLIGHT FOLLOWING MANUAL 10.5.3 GENERAL Sep 28, 2015 FLEET Engine Configurations

Manual Reference: 727 AOM VOL II, DC9-AOM VOL I, MD-80-AOM VOL I Tail Number Model Engine N192US DC-9-15F JT8D-7B N195US DC-9-15F JT8D-7B N196US DC-9-15F JT8D-7B N205US DC-9-32F JT8D-9A N208US DC-9-32F JT8D-9A N327US DC-9-33F JT8D-9A N831US DC-9-83 JT8D-219 N727US B727-200 JT8D-17

Standard Fuel Loads Under standard fueling situations the following fuel loads are applicable:

Aux. Tanks/ Tail Number Wings Center Total Feeders 727 23,000 30,000 53,000 831 18,000 20,000 fwd 3700/aft 3700 45,400 192, 195, 196, 18,000 6,000 24,000 208, 327 205 18,000 6,000 fwd 6000/aft 6000 36,000 811, 822, 827 7,000 left 700/right 700 8,400 Note: Check the fueling manual for complete top off information for each aircraft.

FLIGHT FOLLOWING MANUAL 10.5.4 GENERAL FLEET Mar 2, 2015 Aircraft Dimensions Manual Reference: DA20 AOM, DC9 AOM VOL II, MD80 AOM VOL I, 727 AOM VOL II When requesting hangar space for a USA Jet aircraft, the following information may be needed: DA-20 • Height: ...... 18 feet (5.5 meters) • Wing Span:...... 54 feet (16.5 meters) • Nose to Tail: ...... 57 feet (17.4 meters) DC-9 (10 Series) • Height: ...... 27 feet 6 inches (8.5 meters) • Wing Span:...... 89 feet 4 inches (27.3 meters) • Nose to Tail: ...... 104 feet 4 inches (32.8 meters) DC-9 (30 Series) • Height: ...... 27 feet 6 inches (8.5 meters) • Wing Span:...... 93 feet 4 inches (27.3 meters) • Nose to Tail: ...... 114 feet 4 inches (34.9 meters) MD-80 • Height: ...... 29 feet 9 inches (9.2 meters) • Wing Span:...... 107 feet 9 inches (32.9 meters) • Nose to Tail: ...... 147 feet 9 inches (45.1 meters) B-727 • * Height...... 34 feet (10.4 meters) • * Wing Span ...... 108 feet (32.9 meters) • * Nose to Tail ...... 153 feet 2 inches (46.7 meters) Minimum Runway Width Requirements The following shall be used for planning purposes, and are not intended to impose operational restrictions. Use of runway widths less than those indicated below require a risk assessment to be conducted and approval of the Director of Operations (or designee). Specific turn radius information can be found in the applicable aircraft’s AOM. • DA-20: ...... 50 feet • DC-9: ...... 100 feet if a 180º turn is required, 75 feet otherwise • MD-80: . . . . .150 feet if a 180º turn is required, 100 feet otherwise • B-727:...... 150 feet if a 180º turn is required, 100 feet otherwise

FLIGHT FOLLOWING MANUAL 10.5.5 GENERAL Mar 2, 2015 FLEET Turning Radius

DC-9

FLIGHT FOLLOWING MANUAL 10.5.6 GENERAL FLEET Mar 2, 2015 MD-80

FLIGHT FOLLOWING MANUAL 10.5.7 GENERAL Mar 2, 2015 FLEET DA-20

Reserved

FLIGHT FOLLOWING MANUAL 10.5.8 GENERAL FLEET Mar 2, 2015 B-727

FLIGHT FOLLOWING MANUAL 10.5.9 GENERAL Mar 2, 2015 FLEET Cargo Door Wind Limitations

Manual Reference: 727 AOM VOL I, DA20 AOM, DC9 COM, MD80 COM DA-20 ...... 35 Knots DC-9 ...... 65 Knots (84º Open) / 40 Knots (162º Open) Note: Wind velocities greater than 40 knots directed against the left side of the aircraft will blow the door from the 84º position to full open, or beyond, causing damage to the airplane. MD-80...... 45 knots B-727 ...... 45 knots Crosswind Limitations

Manual Reference: DC9 COM 1.05I, MD80 COM 1.05, DA20 AOM Ch 1, 727 AOM VOL I

25 kts (dry), 15 kts (contaminated), DA-20 5 knots (compacted snow or ice) DC-9-10 31 knots (dry), 15 kts (braking action ≤ poor) DC-9-30 38 knots (dry), 15 kts (braking action ≤ poor) 30 kts (dry), 20 kts (braking action med to fair), MD-80 10 kts (braking action ≤ poor) B-727 29 kts (dry), 15 kts (contaminated)

Crewmembers will utilize wind component diagrams, located in their quick reference handbooks, for crosswind calculations. For preplanning Flight Following can either utilize the diagram located at the flight following desk or an electronic calculator located at www.windwiz.com, or within the Jeppesen flight planning system. For the windwiz.com system the Flight Follower will need to log in using: • Username:...... USAjet • Password: ...... Expedite Enter the ICAO code for and airport, the wind direction, and wind speed. Once this information is submitted the runways, including their length, for the indicated airport will show, based on the wind information the Flight Follower submitted, what the Headwind or Tailwind component for that runway would be as well as what the crosswind component would be. Database Changes Flight Following supervisor or his/her designee shall input current data into the flight planning software aircraft database when new data is received. FLIGHT FOLLOWING MANUAL 10.5.10 GENERAL FLEET Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 10.10.1 GENERAL Apr 7, 2014 WEATHER Weather

General Policy

FAR: 121.119 USA Jet requires sufficient weather reporting services are available along each route to ensure weather reports and forecasts necessary for the operation. USA Jet may not use any weather report to control flight unless: • It was prepared by the U.S. National Weather Service or a source approved by the Weather Bureau, or a source approved by the Administrator. • For operations conducted outside the 48 contiguous States and DC, it was prepared by a source approved by the FAA. When USA Jet uses forecasts to control flight movements, it shall use forecasts prepared from weather sources specified in the paragraph above. A flight will be released only after the appropriate weather reports or forecasts indicate that weather conditions will be at or above those required for the flight. USA Jet Flight Followers shall not release a flight, nor shall a USA Jet Captain begin a flight, unless he is thoroughly familiar with reported and forecast weather conditions on the route.

Familiarity with Weather

FAR: 121.599(b) No Pilot-in-Command may begin a flight unless he/she is thoroughly familiar with reported and forecast weather conditions on the route to be flown. FAR: 135.219 A flight will not be released unless the latest weather reports or forecasts, or any combination of them, indicate that weather conditions at the estimated time of arrival at the next airport of intended landing will be at or above authorized landing minimums.

FLIGHT FOLLOWING MANUAL 10.10.2 GENERAL WEATHER Apr 7, 2014 Categorizing Weather Sources The following categories are designated as weather sources.

Federal Government The FAA and NWS collect weather observations. The NWS analyzes the observations, and produces forecasts, including in-flight aviation weather advisories (e.g., SIGMETs). The FAA and NWS disseminate meteorological observations, analyses, and forecast products through a variety of systems. The federal government is the only approval authority for sources of weather observations (e.g., contract towers and airport operators). Commercial weather information providers contracted by the FAA to provide weather observations (e.g., contract towers) are included in the federal government category of approved sources by virtue of maintaining required technical and quality assurance standards under FAA and NWS oversight.

Commercial Weather Information Providers When commercial weather providers produce proprietary weather products based on NWS products with formatting and layout modifications but no material changes to the weather information itself. This is also referred to as "repackaging." Commercially-available proprietary weather products that substantially alter NWS-produced weather products, or information, may only be approved for use by Part 121 or Part 135 operators, if the commercial provider is EWINS-qualified. Government products that are only repackaged and not altered, or products produced by EWINS-approved source, are considered primary weather products.

FLIGHT FOLLOWING MANUAL 10.10.3 GENERAL Apr 7, 2014 WEATHER Approved Weather Systems

Operation Specification: A010

General FAR: 121.119(a) USA Jet may use the following sources of aviation weather information: • Within the United States, use weather reports prepared and released by the U.S. National Weather Service or a source approved by the Weather Bureau (National Weather Service). • Except for EWINS, outside of the United States, or at U.S Military Airports, where U.S. National Weather Service issued or approved reports are not available, the Administrator approves the certificate holder to use the following source(s) of weather reports: - The National Weather Services for those United States and its territories located outside of the 48 contiguous States - U.S. and North Atlantic Treaty Organization (NATO) military observing and forecasting sources - Members of the World Meteorological Organization (WMO) - Active meteorological offices operated by a foreign state that subscribe to the standards and practices of the International Civil Aviation Organization (ICAO) conventions - A meteorological station, or automated observation weather product, authorized by an ICAO member State. FAR: 121.119(b) • When using forecasts to control supplemental flight movements, the certificate holder will use weather forecasts prepared from the weather reports provided by a source listed above.

FLIGHT FOLLOWING MANUAL 10.10.4 GENERAL WEATHER Apr 7, 2014 Supplementary Weather Data USA Jet uses the following systems to obtain and disseminate supplementary aeronautical weather data for the planning of flight operations: WSI • URL: ...... http://WSI Weather Services International (WSI) is a supplier of real-time weather data, and imagery to aviation companies. The Flight Follower can obtain a variety of weather information through its' system. These include text weather such as: • METARs •TAFs • Area Forecasts • PIREPs •NOTAMs •SIGMETs •AIRMETs The Flight Follower can obtain through its system, graphical weather imagery items such as: • Radar Summaries • Satellite Imageries • Aviation Weather Charts Jeppesen The Jeppesen Flight Planning System contains weather retrieval functions for worldwide weather locations given by the 4-letter ICAO Airport Code. Text Weather and Graphical Weather products are available. Universal Weather Universal Weather can be used as our primary weather source for Central, and South American charters, if Jeppesen International Planning Services is not available.

FLIGHT FOLLOWING MANUAL 10.10.5 GENERAL Sep 28, 2015 WEATHER Real Time Mesocscale Analysis (RTMA) When current surface temperatures are not being reported either by an ASOS, AWOS, or a human observer, the FAA has approved the use of an RTMA as an alternative source of that information. The RTMA provides hourly reports on surface temperatures, similar to what would have been included in a METAR. RTMA reports are available online at nomads.ncep.noaa.gov/pub/data/nccf/com/rtma/prod/airport_temps. The reports are divided into five sections for the United States and are searchable utilizing the Ctrl + F function. The areas for which the RTMAs are available are broken into sections including: Alaska (akrtma), Guam (gurtma), Hawaii (hirtma), Puerto Rico (prrtma), and the 48 Contiguous United States (rtma2p5). The reports will be broken into the station, along with the latitude and longitude of that station, and the temperature in Celsius. The RTMA will have the time it was computed and its validity time included in the report. When it is determined that an RTMA is to be utilized, Flight Following shall print and include the report with the crew’s flight release. In cases where this occurs after departure, at outstations, or for updates to flights, Flight Following can relay the information to the crew by any means necessary, such as: fax, email, verbally transmitting the information to the crew, and documenting time, date, initials, and RTMA information on the flight release. A copy of the RTMA report will be printed out and attached to the flight release and retained for the required retention period (90 days for 121, and 30 days for 135 aircraft). RTMAs are not available for all airports. Other solutions (delay trip, change of airport, etc.) should be determined if surface temperatures are not available at an airport. If the temperature is being reported by an ASOS, AWOS, ATIS, or human weather observer, these reports will take precedence over the temperature reported in a RTMA.

FLIGHT FOLLOWING MANUAL 10.10.6 GENERAL WEATHER Sep 28, 2015 Types of Weather Information USA Jet shall not release an aircraft unless appropriate weather reports, or forecasts, or a combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which released. Acceptable sources of weather can include, but are not limited to: • Observations • Analyses; and • Forecasts

Observations Observations are raw weather data collected by some type of sensor(s). The observations can either be on location (e.g., surface or airborne) or remote (e.g., weather radar, satellite, and lightning).

Analyses Analyses of weather information are an enhanced depiction and/or interpretation of observed weather data.

Forecasts Forecasts are the predictions of the development and/or movement of weather phenomena based on meteorological observations and various mathematical models. In-flight weather advisories, including Significant Meteorological Information (SIGMET), Convective SIGMETs, Airman’s Meteorological Information (AIRMET), Center Weather Advisories (CWA), and Meteorological Impact Statements (MIS), are considered forecast weather information products.

FLIGHT FOLLOWING MANUAL 10.10.7 GENERAL Sep 28, 2015 WEATHER Adverse Weather Phenomena

Manual Reference: AC 120-88 Manual Reference: 8900.1 Vol 3, Ch 26, Sec 3 Adverse weather phenomena are meteorological conditions that, if encountered during ground or flight operations, could directly diminish and even threaten the safety of those operations. In addition to the icing conditions that affect ground operations that are covered in Chapter 40 of the FFM, the FAA considers the following meteorological conditions to be adverse weather phenomena. • Moderate to severe clear air turbulence • Strong surface winds (exceeding 30 knots) • Low-level wind shear • Thunderstorms • Moderate or severe in-flight icing • Meteorological conditions that contaminate a runway or takeoff surface and adversely affect aircraft performance • Sandstorms and dust storms • Cyclones, hurricanes, typhoons, and tropical storms, and • Natural hazards such as volcanic ash Flight Following shall utilize a combination of graphic, textural weather, and pilot reports to brief the crewmembers on possible adverse weather phenomena along their route of flight. Any weather condition, or hazard, that may affect the safety of flight shall be considered before releasing a flight.

FLIGHT FOLLOWING MANUAL 10.10.8 GENERAL WEATHER Sep 28, 2015 Controlling Weather Minimums

FAR: 121.613, 121.615, 121.655, 135.213 USA Jet shall not release an aircraft for operations under IFR unless appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which released. Note: For the purposes of this paragraph, USA Jet defines weather as visibility only, unless otherwise required by the instrument approach procedures. The ceiling and visibility values in the main body of the latest weather report will control IFR takeoff, landing, and instrument approach procedures on all runways or airports. However, if the latest weather report contains visibility value specified as runway visibility or visibility range (RVR) for a particular runway, that specified value controls the visibility for that runway for IFR landings, takeoffs, and straight-in instrument approach minimums. Weather observations made and furnished to pilots to conduct IFR operations at an airport must be taken at the airport where those IFR operations are required.

Release Under VFR

Operation Specification: A057

Part 121 FAR: 121.611 Under 121 Operations all aircraft will be released under IFR rules.

Part 135 FAR: 135.213 Under 135 Operations all aircraft will be released under IFR rules, except when conducted according to the VFR provisions contained in USA Jet Airlines, Inc. Operations Specifications. If a weather report is not available at any airport of intended destination or departure, the Pilot-in-Command may use weather information based on his/her observations or on those of other persons competent to supply appropriate observations.

FLIGHT FOLLOWING MANUAL 10.10.9 GENERAL Sep 28, 2015 WEATHER Conditional Language Policy

Manual Reference: 8900.1, Vol 3, Ch 26, Sec 1, Para 3-2049 Regarding conditional language in TAFs, it is required that the most restrictive weather condition in the main body or the remarks portion of the terminal forecast, as well as any weather report used, is the controlling factor when selecting a destination or alternate airport.

FLIGHT FOLLOWING MANUAL 10.10.10 GENERAL WEATHER Sep 28, 2015

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FLIGHT FOLLOWING MANUAL 10.15.1 GENERAL Apr 7, 2014 WEATHER EWINS

Operation Specification: A010

Introduction

Purpose The purpose of this section is to provide guidelines which will assist Jeppesen and USA Jet Airlines management and personnel in the consistent application and implementation of an EWINS (Enhanced Weather INformation System), an FAA approved system for obtaining, evaluating and disseminating weather data with the authority to use weather forecasts for control of flight movement. USA Jet must obtain FAA approval for, and is responsible for maintaining, it’s own EWINS program. The atmosphere in which aircraft operate is an ever changing fluid that requires constant monitoring and reanalysis by qualified meteorologists to provide operational airline personnel with the latest accurate weather predictions. Product timeliness is of the essence since a timely product allows a flight follower and pilot to remain ahead of rapidly changing weather events. This information is essential to mitigating an aircraft’s exposure to unsafe weather conditions. Airlines not wishing to solely operate an EWINS may do so either cooperatively or contractually with a private weather company, such as Jeppesen. Jeppesen aviation forecasters are shown during initial and recurring training that their input directly helps client airlines safely operate their aircraft and how their input helps to minimize the economic impacts associated with adverse weather conditions and on-time performance on the many aspects of an airline’s flight operations system. The Jeppesen Enhanced Weather Information System (EWINS) Program document is a complete source of information regarding departmental products, procedures, aviation meteorologist’s qualifications, training practices, meteorological data sources, and quality assurance practices.

FLIGHT FOLLOWING MANUAL 10.15.2 GENERAL WEATHER Apr 7, 2014 Description There are three basic functions of an EWINS. These functions are an inward flow of weather information, analysis and evaluation of the information, and an outward flow of the information in an operationally appropriate format. Additional components include policies and procedures manual, training programs, quality assurance procedures, work facilities, and equipment. 1. An EWINS must include sufficient procedures, personnel, and communication and data processing equipment, to effectively obtain the aeronautical weather data described in section 2 from approved sources. The communication and data processing equipment and procedures must include back up capabilities to provide uninterrupted operation should any single component of the system fail. 2. An EWINS must have the necessary qualified personnel, procedures, and equipment for effective analysis and evaluation of aeronautical weather data and of the effect of changing weather conditions on current and future operations. Based on conclusions derived from EWINS data, authorized Aviation Meteorologists may prepare and issue Jeppesen TAFs (JEPTAFS), forecasts of adverse weather phenomena, and other meteorological advisories to control flight operations. Personnel authorized to analyze and evaluate weather data for the purpose of making and issuing forecasts must be trained and qualified in accordance with paragraphs 3-2124 and 3-2125 of FAA 8900.1. 3. An EWINS must have the necessary communication systems, data processing equipment, procedures, and personnel to provide rapid, timely, and reliable dissemination of weather information used to make operational decisions. JEPTAFS adverse weather phenomena forecasts, and any other meteorological advisories must be appropriately disseminated to flight crews during preflight planning and while they are en route.

Structure & Operations This EWINS will be cooperatively and/or contractually operated by USA Jet and Jeppesen. Jeppesen will obtain weather data, analyze and evaluate it, prepare and issue flight movement forecasts and other forecasts of adverse weather, and rapidly disseminate the forecasts to USA Jet for use in operational decisions and the control of flight movement.

FLIGHT FOLLOWING MANUAL 10.15.3 GENERAL Apr 7, 2014 WEATHER Authority This chapter of the Flight Following Manual serves Jeppesen’s Aviation Forecast Department and USA Jet Airlines’ Operations. The Authority for the content of this chapter will rest with the Director of Flight Following, and will be revised as procedures change. It will be reviewed periodically to make sure all sections are up-to-date.

Facilities USA Jet Airlines The location of the USA Jet Airlines operations office is 2068 E Street, Belleville, MI, 48111. USA Jet Airlines also operates the USA Jet Airlines Operational Center (AOC) that provides flight following services at the same location. USA Jet Airlines contracts support services of Jeppesen as a Commercial Weather Information Provider for certain weather forecasting functions and value added weather products. These services enhance USA Jet Airlines ability to ensure safety in controlling flight movements. Jeppesen Jeppesen is headquartered in Denver, CO. All Aviation Forecasting Operations are coordinated at the Jeppesen Meteorology Center, 225 West Santa Clara, Suite 1600, San Jose, CA. Jeppesen Weather always maintains at least one individual working at a remote location utilizing access through the Denver facility located at 55 Inverness Dr East, Englewood, CO 80112.

FLIGHT FOLLOWING MANUAL 10.15.4 GENERAL WEATHER Apr 7, 2014 Weather Systems and Equipment The following are descriptions of communications and data processing equipment. USA Jet Airlines USA Jet Airlines uses an extensive and redundant array of communications technologies to provide flight followers with timely and accurate weather data. The following software is utilized to process weather data including adverse weather phenomena: • Jeppesen JetPlanner flight planning software • FlightView aircraft situational display tool • WSI graphical weather display The primary methodology used to receive text weather data is via Jeppesen flight planning software. Back-up communications consist of WSI satellite weather and secondary backups of flight planning software via a web-bases solution. Additional supplemental graphical and text products are available to all flight followers via Internet. All systems are supported by a Company backup power system. Jeppesen Jeppesen receives NWS weather information via satellite downlink from NOAAPORT. They receive U.K. Met Office data directly from the U.K. Met Office over a dedicated TCP/IP circuit. WDT NEXRAD, WWLN (Worldwide Lightning Network), Worldwide Satellite Imagery, turbulence and icing data is received directly from WDT over a VPN circuit using LDM. All weather data is stored in computer databases and is made accessible to USA JET Airlines through one or more of Jeppesen services, and distributed to USA JET Airlines over TCP/IP circuits. In addition, the above information is used by Jeppesen staff of professional meteorologists to produce aviation weather graphics. The weather graphics are designed and prepared with consideration to the recommended practices contained in ICAO Annex 3, Chapter 9. The weather information is available to USA Jet Airlines 24 hours per day, 7 days per week through Jeppesen's computer systems as well as dedicated circuits with USA Jet Airlines as appropriate. These systems are supported by a generator backup UPS system in the event of a power interruption.

FLIGHT FOLLOWING MANUAL 10.15.5 GENERAL Apr 7, 2014 WEATHER Graphical Weather Resolution Graphic maps normally utilize the highest resolution of the data that Jeppesen receives directly from the source. Sometimes the map area determines what the best resolution is for the display. The table below depicts some data resolutions:

Data Type Resolution U.S. & Canada NEXRAD Radar Mosaics 2 km Regional U.S. Radar Mosaics 2 km Single Site NEXRAD Radar1 1 km GOES Visible Satellite Imagery 1 km - 4 km GOES Infrared Satellite Imagery 2 km - 12 km MTSAT Satellite Imagery 12 km METEOSAT Satellite Imagery 8 km World Composite Satellite Imagery 2 km U.S. Wind & Temp Maps 13 km (WRF model) Regional U.S. Wind & Temp Maps 13 km (WRF model) Worldwide Wind & Temp Maps 30 km (GFS model) Lighting Maps 1 km U.S. NEXRAD Forecast (WDT) 2 km U.S. Turbulence & Icing Maps (WDT) 13 km (WRF model) Worldwide U.S. Turbulence & Icing Maps (WDT) 30 km (GFS model)

FLIGHT FOLLOWING MANUAL 10.15.6 GENERAL WEATHER Apr 7, 2014 EWINS Policies • The USA Jet Airlines EWINS Program must be approved by the FAA. USA Jet Airlines must have sufficient procedures, properly trained and qualified personnel, and communications and data processing equipment as required by FAA Policies and document compliance with those requirements in USA Jet Airlines EWINS Program. • If Jeppesen properly trained and approved meteorological personnel change original approved weather information from an approved source to produce a forecast, USA Jet Airlines must have an approved EWINS Program to use that forecast for control of flight operations. • If USA Jet Airlines uses weather products from Commercial Weather Information Providers (CWIP) that changes the original approved weather information from an approved source, then USA Jet Airlines must have an approved EWINS Program to use such a product for control of flight operations. • USA Jet Airlines approved EWINS Program will be maintained along with other approved programs and procedures in USA Jet Airlines Flight Following Manual. • Approval of USA Jet Airlines EWINS Program by the FAA will be evidenced in USA Jet Airlines Operations Specifications A010. • USA Jet Airlines EWINS Program is a proprietary program belonging to USA Jet Airlines who is solely responsible for regulatory oversight of its EWINS Program including the use of CWIPs. As the proprietary program of USA Jet Airlines, no other certificate holder may use the services provided by the USA Jet Airlines EWINS Program. • USA Jet Airlines approved EWINS Program must include capabilities for continuous quality assurance and authoritative procedures for correcting discovered deficiencies. • When a USA Jet Airlines qualified aviation meteorologist is part of planning and conducting a flight operation, an aviation meteorologist and EWINS qualified flight follower must continuously be on duty to monitor and to amend the forecast, if needed, during the time when that flight operation is conducted. • USA Jet’s FAA approved EWINS program must contain policies and procedures for flight crews, flight followers, and other persons authorized to exercise operational control, on the use of the products provided by the EWINS.

FLIGHT FOLLOWING MANUAL 10.15.7 GENERAL Apr 7, 2014 WEATHER Weather Sources

General The following is the USA JET Airlines list of sources for weather reports. Jeppesen is the primary source of text and graphical weather data as referenced in Operations Specifications A010. • The system described or referenced in this paragraph is used by the certificate holder to obtain and disseminate aeronautical weather data for the control of flight operations. • The weather reports / forecasts will be obtained from: - the National Weather Service, - FAA Flight Service Stations, or - other FAA approved sources. • The weather reports / forecasts will be disseminated by: - A USA Jet EWINS qualified meteorologist employed by Jeppesen, - A EWINS qualified flight follower, employed by USA Jet Airlines, - A FAA Flight Service Station, or - Any other approved FAA source. Manual Reference: 8900.1, Vol 3, Ch 26, Sec 4 Weather forecasts issued through an approved EWINS system must be based on weather reports (METARs) issued by the Federal Aviation Administration (FAA) and/or National Weather Service (NWS) approved sources (ex - AWOS, ASOS, etc). FAR: 121.119 FAR 121.119 also states that each certificate holder that uses forecasts to control flight movements must be based on weather reports (METARs) produced by the NWS. Jeppesen will provide forecasts as requested at both airports that have METARs, and also airports that have other approved sources of weather reports (such as AWOS, ASOS, etc). USA Jet will incur additional cost due to the additional time commitment that is required by Jeppesen to properly METWATCH these flights.

FLIGHT FOLLOWING MANUAL 10.15.8 GENERAL WEATHER Apr 7, 2014 Text Data Textual data includes, but is not limited to: • METARs •TAFs • FA (Area Forecasts) •AIRMETs • SIGMETs / Convective SIGMETs • Winds and Temperatures Aloft

Graphical Data Graphical data includes, but is not limited to: • Radar Summary (US) • Single Site Doppler Radar (US) • Satellite • Weather Warnings (US) • High / Low Level Significant Weather Prognostics • Surface Weather Analysis • Weather Depiction (US) • Icing (Current Potential, Forecast; US)

Jeppesen Data Sources • National Weather Service (NWS) Domestic Data Service (DDS) • NWS International Data Service (IDS) • NWS Public Product Service (PPS) • NWS GRIB Numerical Data Service • U.K. Met Office (UKMO) OPMET Data Service (MOTNE) • UKMO Met Office GRIB Numerical Data Service • UKMO T4 Graphic Map Service • NOAAPORT GOES East & West, as well as NOAAPORT Polar Orbiting Satellite Imagery • MTSAT and METEOSAT Satellite Imagery • Weather Decision Technologies (WDT) World Composite GOES/ MTSAT/METEOSAT Satellite Imagery • WSR-88D NEXRAD Radar • WDT WWLN Lightning Data • WDT MAPLE NEXRAD Forecast Data

FLIGHT FOLLOWING MANUAL 10.15.9 GENERAL Apr 7, 2014 WEATHER Jeppesen Data Sources (continued) • WDT U.S. and Worldwide Turbulence & Icing Analysis and Forecast Data • WDT NEXRAD U.S. National Mosaic • WDT NEXRAD Canadian National Mosaic • Jeppesen NEXRAD National Mosaic • FAA ASDI Aircraft Position Data Other Sources USA Jet maintains a list of sources for weather forecasts as authorized in the OpSpecs. The primary source of text and graphical weather data as referenced in Operations Specifications Paragraph A010 and in the FFM Chapter 10 is the National Weather Service (NWS) through the Jeppesen Flight Planning System.

Non-EWINS Flights USA JET Airlines Flight Followers continuously monitor the en route, destination and alternate weather while flight following. Communication with the flight crew is initiated by the Flight Followers at any time significant changes in weather (current or forecast) may affect the intended operation. These communications may include but may not be limited to suggested re-routes, changes in altitude and updated weather reports for destination, alternate and other suitable airports.

EWINS Flights Jeppesen Aviation Meteorologists are authorized to create Jeppesen Terminal Area Forecasts (JEPP TAFs). USA JET Airlines Flight Followers are not authorized to make Flight Movement Forecasts (FMFs). Note: FMFs are forecasts that are generated for a single flight by a certificated aircraft dispatcher. Any time a flight is released based on the EWINS authority, the USA JET Airlines responsible Flight Follower shall add the following comment in the “Flight Notes” section of the Flight Release: • “JEPP TAF attached.” Additionally, the Flight Follower must forward a copy of the entire flight release, flight plan and report of actual weather (referenced below) to the Director of Flight Following for a quality assurance review. All copies of flight releases and flight plans operated under EWINS authority will be retained for a minimum of three (3) months (Part 121) or thirty (30) days (Part 135). FLIGHT FOLLOWING MANUAL 10.15.10 GENERAL WEATHER Apr 7, 2014 Jeppesen TAF (JEPP TAF) The following example will be the format of the USA JET Airlines EWINS JEPP TAF document that will be delivered with the flight release. FTMETD JEPP 151734  KPWK TAF (JEPP) 151734Z 1518/1618 18011KT P6SM BKN100FM160200 19010KT P6SM VCTS SCT040CB  OVC080TEMPO 1603/1605 27020G35KT 1 1/2SM +TSRA OVC040CBFM160600 26008KT P6SM BKN030 BKN250 – JEPPESEN METEOROLOGIST INITIALS:SR 

1. Header: Forecast Meteorology Department Jeppesen, created on the 15th at 1734Z. 2. Standard forecasting format, including the JEPP identifier. 3. Approved meteorologists initials (or name). Note: The meteorologist names or initials will be provided with the forecast. If initials are used, they will be included on the list of persons authorized for EWINS.

FLIGHT FOLLOWING MANUAL 10.15.11 GENERAL Apr 7, 2014 WEATHER EWINS Interface

General Jeppesen's Aviation Meteorologists will interface via various means with USA Jet Airlines Flight Followers and other USA Jet personnel. These may include, but are not limited to, telephone, e-mail, and fax.

Normal, Abnormal, & Emergency Procedures Normal procedures constitute the routine reception and dissemination of weather reports and forecasts by USA Jet Airlines Flight Following Office. Jeppesen Forecasts (JEPP TAF) will only be required when there are no NWS forecasts available at a specific airport, or for airports where forecasts have been deemed to be unreliable. Note: Airports deemed unreliable must have support documentation to validate the need for a JEPP TAF. Ordering a JEPP TAF USA Jet Airlines will initiate the request via established lines of communications, including but not limited to: • Email (primary) • Telephone (secondary) USA Jet Airlines will advise Jeppesen of the airport four-letter ICAO identifier, the estimated time of arrival at the airport, the requested time frame for forecast validity, and the desired method of forecast receipt. Such receipt methods include, but are not limited to: • Email (primary) • Fax (secondary) Abnormal Procedures Abnormal procedures constitute the issuance of special forecasts by Jeppesen meteorology and advisories on an as-needed basis for the notification of Flight Followers and flight crews of changes to EWINS forecasts. The primary purpose of special advisories regarding changes to EWINS forecasts is to insure safety to supernumerary/couriers and employees. The secondary purpose of the special advisories regarding EWINS forecast is to ensure that the best preparations are made by company personnel to preclude loss of, or damage to, corporate property and facilities.

FLIGHT FOLLOWING MANUAL 10.15.12 GENERAL WEATHER Apr 7, 2014 Abnormal Procedures (continued) USA Jet emergency procedures constitute the issuance of special warning and advisories to insure both supernumerary/couriers and employee safety and to preclude Corporate property and facility damage. Emergency procedures are designed to take into account “major” adverse weather phenomena (i.e. blizzards, hurricanes, severe thunderstorms, floods, heavy surface glazing or icing, etc.). Any abnormal or emergency procedures require the coordination of adverse weather phenomena as it impacts, or applies to, specific forecasts created for USA Jet between the Jeppesen's Aviation Meteorologists, USA Jet Airlines Flight Following and Flight Operations Management.

FLIGHT FOLLOWING MANUAL 10.15.13 GENERAL Apr 7, 2014 WEATHER Personnel and Qualifications

Aviation Meteorologist - JEPP TAF Authority The Jeppesen Aviation Meteorologists at a minimum must have a degree in meteorology (or its equivalent) awarded by an accredited four year university or college or formal military training, which is officially documented. Appropriate formal military, which is officially documented, may be substituted for other formal education. The USA Jet Airlines EWINS Program requires that Jeppesen meteorologists be certified by USA Jet Airlines and Jeppesen as competent to perform aviation- forecasting duties. USA Jet Airlines under the approved USA Jet Airlines EWINS Program has a specific program, which ensures that all Jeppesen Aviation Meteorologists understand that their professional actions influence aviation safety, and the required operational and regulatory responsibilities for USA Jet Airlines persons using Jeppesen meteorologists' forecasts. In addition, Jeppesen Aviation Meteorologists must receive training specific to the USA Jet Airlines operations under the supervision of USA Jet Airlines. This will be annual as to obtain current information on changes to the operations controlled by their forecasts. A briefing and training scheme for Aviation Meteorologists includes the policies and procedures contained in USA Jet Airlines Flight Following Manual, and information on regulatory weather requirements. Professional training is an ongoing program and formal annual training is documented. The USA Jet Airlines and Jeppesen training covers all required aspects of aviation forecasting. University courses, courses and seminars sponsored by AMS and NWA or COMET courses are suggested as part of the USA Jet Airlines program for continuing education and recurrent training.

FLIGHT FOLLOWING MANUAL 10.15.14 GENERAL WEATHER Aug 31, 2016 Qualified Personnel The following table lists the Jeppesen meteorologists qualified to issue JEPP TAFs. Jeppesen is responsible for updating USA Jet as the personnel on this list change and USA Jet is responsible for verifying training records.

Bill Maxey RM Bob Valko RV Sam Rockwell SR Steve Bellevance SB Brad Gray BG Michael Schlager MS Dan Grams DG Stephen Liermann SL Alison Fanara AF Genaro Estrada GE Jason Armstrong JA Ben Neufeld BN

Upon completion of initial training, and subsequent required training, the Jeppesen Manager of Meteorology, or Lead Meteorologist may recommend an individual to become a qualified JEPTAF producer. Only then will the individuals name be added to the table above.

FLIGHT FOLLOWING MANUAL 10.15.15 GENERAL Apr 7, 2014 WEATHER Quality Assurance

General Quality Assurance is an important aspect of any process. There are two parts to the USA Jet Airlines Quality Assurance program. The first is that each product is reviewed before transmission by Jeppesen to ensure that it is accurate and conforms to guidelines contained in ICAO Annex 3, Chapter 9. USA Jet Airlines will review all products received for accuracy and completeness. Any discrepancies will immediately be identified to Jeppesen and entered into the Event Reporting System. Items will be tracked with appropriate corrective actions taken.

Event Reporting System As a condition of initial and continued approval of USA Jets EWINS program, USA Jet will be required to submit reports to the administrator substantiating the accuracy of the weather forecasts. These reports will be retained for no more than 3 months for Part 91 Operations, and no more than 30 days for a 135 Operation. USA Jets Event Reporting System (ERS) will work in conjunction with the Jeppesen reporting system to ensure quality forecasts. Each forecast will be tracked in the ERS as well as any issues or discrepancies found with the forecast. This information will be reviewed quarterly and Jeppesen will be contacted regarding Information for the USA Jet ERS will include: •Date • Location • Forecaster • Issue • # of TAFs per Quarter • % of Accuracy Jeppesen will produce a quarterly report outlining the verification statistics and efforts to solve any problems that they might identify. USA Jet Airlines will review the reports and ask for increased efforts if they identify problems. USA Jet Airlines may ask for an interim report at any time. The Jeppesen reports will be sent to Director of Flight Following by the 10th of month following the end of the quarter. Based on that time frame reports will be due by April 10th, July 10th, October 10th, and January 10th of each year.

FLIGHT FOLLOWING MANUAL 10.15.16 GENERAL WEATHER Jun 29, 2016 Forecast Verification The second aspect of Quality Assurance is the verification of the forecast and the resultant forecast improvement that results from improving the forecasting process. Jeppesen and USA Jet shall verify each forecast by comparing the reports at the time of landing (or approved weather observation via METAR, AWOS, ASOS, etc.) with the forecast. Accuracy will be measured using the following method: • If the forecasted visibility is 5sm or greater and the ceiling is forecasted to be 3,000 feet or greater, and the report at the time of landing is at or above the same category; the forecast is considered correct • When the forecast is between 3sm and 5sm visibility and the ceiling is forecasted between 1,000 and 3,000 feet, and the report at the time of landing is at or above the same category; the forecast is considered correct During IFR and LIFR conditions the margin of error will be calculated as follows: • If the observed conditions are within 50% of the forecasted conditions within a timeframe of up to 30 minutes prior to the estimated time of arrival and 30 minutes after estimated time of arrival the forecast is considered correct Jeppesen and USA Jet will use the following table for categories for assistance in forecast verifications: • Visual flight rules (VFR) • Marginal visual flight rules (MVFR) • Instrument flight rules (IFR) • Low instrument flight rules (LIFR) Flight category is derived from ceiling and visibility conditions according to the following category definitions: • VFR: ceiling > 3000 ft and visibility > 5 statute miles (sm) • MVFR: 1000 ≤ ceiling ≤ 3000 ft or 3 sm ≤ visibility ≤ 5 sm • IFR: 500 ft ≤ ceiling < 1000 ft or 1 sm ≤ visibility < 3 sm • LIFR: ceiling < 500 ft or visibility < 1 sm

FLIGHT FOLLOWING MANUAL 10.15.17 GENERAL Apr 7, 2014 WEATHER Training

General USA Jet Airlines training requirements and compliance for Flight Followers and Aviation Meteorologists are as follows: • Jeppesen Aviation Meteorologists must maintain current status as an active Aviation Meteorologist and complete the required annual recurrent training. Meteorological training is a combination of classroom and computer-based instruction and must ensure understanding of the required regulatory responsibilities of persons using Jeppesen's weather forecasts, as well as how professional actions of aviation Meteorologists influence aviation safety. • The identification, authorization, and responsibility of persons permitted to make JEPP TAFs for USA Jet are under contract with Jeppesen. Jeppesen has a dedicated staff of aviation forecasters in their Aviation Service Center which is staffed 24 hours per day, 365 days per year. The Aviation Service Center continuously monitors areas of potentially hazardous weather and issues alerts, advisories and forecasts of severe weather as required. Moreover, the staff is always available to provide real time expert consultant service to USA Jet Airlines Flight Followers and flight crews concerning existing or forecast weather conditions or ground operations anywhere within the USA Jet Airlines system. • USA Jet Airlines Flight Followers are NOT qualified to write FMF forecasts. • USA Jet Airlines Flight Following staffing requirements for the EWINS Program are as follows: - USA JET Airlines Flight Followers staff the USA JET Airlines Flight Following 24 hours per day, 365 days per year, unless otherwise approved per the Director of Operations. - The Flight Following department continuously monitors all flight operations and the weather associated with each operation. - USA Jet Airlines Flight Followers operate under Dual Release Authority, but responsibility is given only to the Director of Operations with the Pilot in Command of each flight operation.

FLIGHT FOLLOWING MANUAL 10.15.18 GENERAL WEATHER Apr 7, 2014 Initial Training The USA Jet Airlines training program policies for Aviation Meteorologists are as follows: • The USA Jet Airlines training program includes initial, recurrent, and continuing education. • The training program includes information on weather regulatory requirements. • The training program includes the USA Jet Airlines approved Adverse Weather Program. • Before a Jeppesen Aviation Meteorologist may perform their duties for USA Jet Airlines unsupervised, he or she must complete an initial training program specific to aviation meteorology including products that ensure a complete understanding of reported and forecasted weather conditions, including but not limited to production methods, content, operational usage, strengths, and limitations. Training shall be conducted before the forecaster is allowed to perform duties unsupervised. They should understand how products are produced, product strengths and limitations, and operational use of the following forecaster aids at a minimum: • Surface weather reports and analysis • Pilot reports • Radar weather reports, individual and mosaic • Satellite pictures • Tropopause height and temperature • Jet Stream • Severe weather outlook charts • Upper winds and temperature information • Weather depiction charts • Freezing level charts • Terminal and area forecasts (TAF and FA) • Collaborative Convective Forecast Product (CCFP) • Weather advisories (such as convective SIGMETs, SIGMETs, AIRMETs, and CWAs) • Model data to include NAM, GFS, RUC at minimum • Use of LAMP and MOS bulletins • Guidance for use of supplemental (experimental) products on ADDS and NCEP web sites.

FLIGHT FOLLOWING MANUAL 10.15.19 GENERAL Apr 7, 2014 WEATHER Initial Training (continued) • High level severe weather information (clear air turbulence) • Tropopause height information • Vertical windshear information • Constant pressure charts • Constant pressure analysis charts (5 levels) • High level (400 - 70 millibar) significant weather prognosis

Recurrent Training USA Jet Airlines Recurrent Training must be conducted on an annual basis and the satisfactory completion of the recurrent training by the individual meteorologists documented. The documentation will be in the form of either a Supplemental Ground Training Attendance Record, or through documentation in the approved computer based training program. USA Jet Airlines will maintain a physical copy of the attendance record within the Director of Flight Followings office. Should a Jeppesen Meteorologist not complete the required training, or fail the testing that accompanies the training, or reach an accuracy level of less than 80%, the meteorologist will be disqualified from the USA Jet EWINS program. The meteorologist will be unable to produce forecasts for USA Jet until remedial training is administered. 80% is calculated on the last ten TAFs and reviewed on a quarterly basis, per approved forecaster, by taking the accuracy of each forecast (100% if within same meteorological category or 0% if not). The ten TAFs do not need to come from the same quarter. Should the forecaster not accumulate ten TAFs within the last 12 calendar months, the average will be taken based on the TAFs available from that period. Remedial training will consist of specific training such as a COMET module in the TAF courses that must be completed with a passing grade. USA Jet will submit a bulletin to revise the qualified personnel list in the EWINS program upon notification of a disqualification by Manager of Meteorology. Upon completion of the remedial training, the Manager of Meteorology from Jeppesen, or a lead meteorologist, may recommend to the Director of Flight Following that the individual is ready for reinstatement as a qualified personnel.

FLIGHT FOLLOWING MANUAL 10.15.20 GENERAL WEATHER Apr 7, 2014 Recurrent Training (continued) Procedures to inform Jeppesen meteorologists of changes to USA Jet Airlines operations procedures, e.g., routes, communications techniques, etc., must be contained with the EWINS Program and shown that such notification is ongoing and timely. Such changes will be also be reviewed and discussed during recurrent training. Continuing professional educational training should be on ongoing program and include aspects of aviation forecasting. This professional continuing educational training may include university courses or seminars sponsored by appropriate professional organizations such as AMS, NWA, or COMET.

FLIGHT FOLLOWING MANUAL 10.20.1 GENERAL Apr 7, 2014 AIRWORTHINESS & MEL Airworthiness & MEL

General

FAR: 121.303, 121.605 USA Jet will not release an aircraft unless it is airworthy and is equipped as prescribed in FAR 121.303.

Minimum Equipment List & Configuration Deviation List (MEL/CDL)

Operation Specification: D095 USA Jet is approved to release aircraft with certain inoperable instruments and equipment per the referenced CFR and its FAA approved MEL. The MEL is carried on board the aircraft. The MEL contains a means to allow an aircraft to operate safely while a specified component or system remains inoperative. This is referred to as a Deferred Maintenance Item (DMI). Note: Compliance with the MEL/CDL is required until takeoff. After takeoff, the MEL/CDL is for reference only. DMIs, when in conjunction with other discrepancies may create a cumulative problem which will ground the aircraft, even though none of the items taken separately would do so. All DMIs that may be deferred are assigned a category, stating the time limitations for the repair. When a DMI has exceeded its time limit, the aircraft is not allowed to fly until the repair has been made, or a time limit extension has been approved. Operation of an aircraft under the provisions of the MEL often requires that certain flight crew operating procedures be modified and/or instituted. For this reason it is imperative that Flight Following be kept up to date on DMI status so the flight release accurately reflects the conditions under which the flight will be flown. Modified or instituted flight crew operating procedures are those procedures and/or restrictions imposed on the operation of the aircraft with an item inoperative.

Interpreting the MEL/CDL Manual Reference: GOM 75.10 For a detailed description of the MEL and CDL, refer to the GOM Chapter 75.10. FLIGHT FOLLOWING MANUAL 10.20.2 GENERAL AIRWORTHINESS & MEL Apr 7, 2014 MEL Categories The maximum time between a deferral and repair of MEL items are categorized as follows: • Category A: Must be repaired within the time interval specified in the remarks column of the MEL. If the limit is flight days, the item will be repaired within the number of days stated. The first flight after the day of discovery initiates the first flight day. For all other time intervals (flights, flight legs, cycles, hours, etc) repair tracking begins at the point with the malfunction is deferred in accordance with the MEL. • Category B: Must be repaired within three (3) consecutive calendar days (72 hours), excluding the day the malfunction was recorded in the aircraft logbook. For example, if it were recorded at 10:00 am on January 26th, the 3-day interval would begin at 0001 morning of the 27th and end at midnight the 29th. • Category C: Must be repaired within ten (10) consecutive calendar days (240 hours), excluding the day the malfunction was recorded in the aircraft logbook. For example, if it were recorded at 10:00 am on January 26th, the 10-day interval would begin at 0001 morning of the 27th and end at midnight February 5th. • Category D: Must be repaired within one hundred and twenty (120) consecutive calendar days (2880 hours), excluding the day the malfunction was recorded in the aircraft logbook.

FLIGHT FOLLOWING MANUAL 10.20.3 GENERAL Apr 7, 2014 AIRWORTHINESS & MEL Non-Essential Equipment and Furnishings (NEF) NEF items are those items installed on the aircraft as part of its original type certification, supplemental type certificate, or other form of alteration that have no effect on the safe operation of flight and would not be required by the applicable certification rules or operational rules. They are those items that, if inoperative, damaged, or missing, have no effect on the aircraft’s ability to be operated safely under all operational conditions. NEF items may be installed in areas including, but not limited to, the supernumerary/courier compartment, flight deck area, service areas, and cargo areas. NEF items are not items already identified in the MEL or CDL. Cosmetic items that are fully serviceable but worn or soiled may be deferred under the NEF process. For example, cabin interior trim, carpet / floor coverings, seat covers, etc. All NEF items will be listed on the flight release.

FLIGHT FOLLOWING MANUAL 10.20.4 GENERAL AIRWORTHINESS & MEL Apr 7, 2014 Deferred Maintenance (DMIs)

FAR: 121.628

Maintenance Control The USA Jet Airlines, Inc. Maintenance Control Department is responsible for the organization and coordination of all: • scheduled & non-scheduled, • routine & non-routine, and • airframe and line engine maintenance tasks (excluding DC-9 "C" Checks) performed on USA Jet Airlines, Inc. aircraft. The Maintenance Control department is staffed 24/7 by a Maintenance Control Supervisor or Maintenance Controller. In the absence of either a Maintenance Control Supervisor or Maintenance Controller, a Maintenance Supervisor, Lead Mechanic or other qualified individual, fully trained in maintenance control policies and procedures, is designated to perform the Controller’s job functions.

Maintenance Control / Flight Following Coordination The USA Jet Airlines, Inc. Maintenance Control and Flight Following departments communicate directly with one another regarding status and location of aircraft. Flight crews needing maintenance for their assigned aircraft communicate first with Flight Following, to advise them of the situation, and are then directed to the Maintenance Controller on duty. Similarly, maintenance personnel communicate directly with Maintenance Control regarding an aircraft's maintenance status and the Maintenance Controller on duty then updates Flight Following on the aircraft status. Maintenance Control is tasked with providing the Flight Following Department with the maintenance status and availability of each aircraft in the USA Jet Airlines, Inc. fleet. Maintenance Control sets the order preference in which an aircraft should be selected for trips at YIP Maintenance Base. For aircraft out in the system, Maintenance Control provides the inspection status of an aircraft and informs Flight Following when a specific aircraft must return to the USA Jet maintenance base for scheduled maintenance.

FLIGHT FOLLOWING MANUAL 10.20.5 GENERAL Apr 7, 2014 AIRWORTHINESS & MEL Maintenance Control / Flight Following Coordination (continued) The Flight Following Department provides the Maintenance Control Department with the location of aircraft which are out flying in the system. They provide Maintenance Control with copies of flight log pages for flights that have been completed and are responsible for routing aircraft to return to the USA Jet Airlines, Inc. maintenance base, as directed by Maintenance Control, for scheduled maintenance. Flight Following advises Maintenance Control when aircraft in the system have maintenance problems and puts flight crewmembers directly in touch with the Maintenance Controller on duty to resolve those maintenance situations. In situations where Maintenance Control needs to contact flight crewmember(s) directly, they contact Flight Following with that request and Flight Following makes that contact and transfers the call.

Maintenance Discrepancy Coordination Upon receiving notification of a possible maintenance issue with an aircraft, Flight Following shall place a MX tag on the fleet status board. This tag will serve as a visual indication that there is an open item that needs to be addressed and/or cleared before departure. Once verification, from the PIC only, has been made that the maintenance item is either not a discrepancy, or has been cleared, the tag may be removed and the aircraft may continue on its trip.

FLIGHT FOLLOWING MANUAL 10.20.6 GENERAL AIRWORTHINESS & MEL Apr 7, 2014 Interpreting the Aircraft Log Page Manual Reference: GOM 75.05 For a detailed description of the aircraft log page, refer to the GOM Chapter 75.05.

Daily DMI Audit A Deferred Maintenance Item (DMI) book is maintained in Flight Following with the current deferrals for USA Jet aircraft. Flight Following shall conduct a daily review of the DMI book. This is accomplished by receiving a current DMI sheet from Maintenance Control and then verifying the accuracy of the DMI book. A current copy of the DMI Sheet shall be kept in the DMI book with the initials of the individual who verified the information. In addition a verbal turnover shall include an indication of pertinent DMIs and ensure DMI information is entered into the Jeppesen Database Aircraft Notes section. Any DMI with an Operations Restriction, as described in the MEL, shall be written on the Fleet Status Board in the remark section.

FLIGHT FOLLOWING MANUAL 10.20.7 GENERAL Apr 7, 2014 AIRWORTHINESS & MEL DMI Documentation The process for documenting a DMI is as follows: 1. Upon receiving and acknowledging (via signature) form M-17 from Maintenance Control, the Flight Follower must: • Be thoroughly briefed by Maintenance Control regarding the respective DMI, • Review any applicable Special Procedures, and • Review any applicable Operational Restrictions. 2. The Flight Follower shall place the Form M-17 and associated attachments in the DMI Documentation Book. 3. If the DMI included Operational Restrictions, they must be annotated on the Fleet Status Board. 4. An Aircraft Note shall be entered, according to the instructions below, within the flight planning software. The note shall contain, at a minimum, the following items: • DMI (Deferred Maintenance Item) Number: A sequential reference number used for tracking purposes, in order to differentiate between separate occurrences of the same item. • MEL/CDL Number: This is the number that refers to the missing or inoperative component in the approved Minimum Equipment List for the aircraft. The MEL/CDL will describe procedures and restrictions that must be adhered to when operating without the affected item. • Description: Names(s) of the components(s) that are missing, deactivated or otherwise inoperative. This description should match very closely the item description contained in the MEL/ CDL, modified as appropriate to indicate which one(s) of multiple components are affected, such as right or left air conditioning systems, #1 or #2 engine components, etc. Note: Avoid duplicating the pilot’s logbook write-up, as this may or may not accurately describe the inoperative item. The MEL/CDL is the only authorized reference to determine exactly how the airplane is affected for any operations taking place subsequent to the initial write-up.

FLIGHT FOLLOWING MANUAL 10.20.8 GENERAL AIRWORTHINESS & MEL Apr 7, 2014 DMI Documentation (continued) • Repair Category and Due Date: Indicates the date by which repairs must be made on the affected item. Operating the airplane beyond the due date is prohibited. The date can be extended under certain circumstances. Maintenance Control will initiate this in accordance with their approved procedures, and notify Flight Following by providing a copy of the amended Form M-17, stating the terms of the extension and the new due date. DMI Extensions If a DMI has been extended, the corresponding Aircraft Note in the flight planning system shall be updated as soon as possible after receiving a copy of the extension paperwork from Maintenance Control. The extension paperwork shall replace the existing/original form in the DMI book. DMI Removal The process for DMI removal is as follows: • Upon receiving a form M-17 from Maintenance Control, with the correction action section completed, the Flight Follower must: - Remove the corresponding form M-17 from the DMI book, - Remove the operation restriction notation from the Fleet Status Board, if applicable, and - Remove the Aircraft Note from the flight planning system.

FLIGHT FOLLOWING MANUAL 10.20.9 GENERAL Dec 29, 2014 AIRWORTHINESS & MEL Duration of Airworthiness Release A service check will be accomplished once every seventh calendar day after the date of inspection (not including the date of inspection) when the aircraft is at YIP (assuming the 30 hour limit has not been reached), as scheduled by the Maintenance Department. Refer to GOM Chapter 75.05 for escalation procedures. At stations where maintenance personnel are not assigned, a service check will not be required until it returns to YIP. However a service check must be 30 flight hours aircraft time in service since the last service check or higher check as applicable, regardless of location. An extension is available up to 10 percent of the total flight hours upon approval from Maintenance Control and the FAA. Note: Reference Chapter 55.10 of this manual for tracking procedures.

Mechanical Malfunctions In the event a mechanical malfunction of an aircraft causes a flight to be delayed, the following procedures will be followed: 1. The PIC will determine the nature and extent of the problem, as well as its effect on continued airworthiness of the aircraft, and notify Flight Following. 2. Flight Following will notify Maintenance and put the PIC in contact with Maintenance Control. 3. Flight Following will coordinate all requirements for Non-Routine Flight Operations outlined in the GOM Section 50.05.6. 4. If the aircraft is to be ferried, an authorized member of Maintenance will assure that appropriate inspections and determinations of airworthiness appropriate for a ferry flight have been accomplished. 5. Should a ferry permit be required, Maintenance will provide Flight Following with a copy which will be forwarded to the PIC for the flight. 6. Should a ferry permit be required, only flight crewmembers and persons essential to operations of the aircraft will be carried aboard the aircraft for the flight.

FLIGHT FOLLOWING MANUAL 10.20.10 GENERAL AIRWORTHINESS & MEL Apr 7, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 15.0.1 FLIGHT PLANNING Mar 2, 2015 TABLE OF CONTENTS 15. Flight Planning

Preflight Planning...... 15.5.1 Preflight Risk Assessment ...... 15.5.1 Navigation Charts ...... 15.5.1 Crew Charts ...... 15.5.2 Flight Following Charts ...... 15.5.2 Aircraft Selection ...... 15.5.3 Crew Composition ...... 15.5.4 General ...... 15.5.4 Flight Crew Pairing Requirements ...... 15.5.4 High Minimums Captain - 100 Hours ...... 15.5.5 High Minimums First Officer - 100 Hours ...... 15.5.5 Airman Age Limitation ...... 15.5.6 Qualifications and Training ...... 15.5.6 Captain ...... 15.5.7 First Officer ...... 15.5.7 Flight Engineer ...... 15.5.7 Replacement Certificates ...... 15.5.7 Crew Training Qualifications ...... 15.5.8 Part 121 ...... 15.5.8 Part 135 ...... 15.5.9 Eligible On-Demand Operations ...... 15.5.10 Operations at Airports in Class G Airspace and Airports Without Control Towers ...... 15.5.11 Extended Range Operations ...... 15.5.12 Extended Overwater Operations ...... 15.5.12

Departure...... 15.10.1 Approved Airports ...... 15.10.1 Special Airports ...... 15.10.2 Noise Abatement ...... 15.10.3 Company Route Restrictions ...... 15.10.3 Nogales, AZ (KOLS) ...... 15.10.3 IFR Standard Takeoff Minimums ...... 15.10.4 FAR 121 Operations - All Airports ...... 15.10.4 FAR 135 Operations - All Airports ...... 15.10.4 IFR Lower Than Standard Takeoff Minimums, FAR 121 Operations - All Airports ...... 15.10.5

Enroute ...... 15.15.1 Route Planning ...... 15.15.1 FLIGHT FOLLOWING MANUAL 15.0.2 FLIGHT PLANNING TABLE OF CONTENTS Mar 2, 2015 Routes ...... 15.15.1 Preferred Routes ...... 15.15.1 Deviation from Planned/Stored Routes ...... 15.15.2 Flight Monitoring ...... 15.15.3 Normal and Required Communications Procedures ...... 15.15.4 Airborne Diversions ...... 15.15.5 Part 121 Part 135 ...... 15.15.5 RVSM Normal Procedures ...... 15.15.7 General ...... 15.15.7 Operational Equipment for RVSM Entry ...... 15.15.7 Aircraft Requirements ...... 15.15.7 Flight Planning Considerations ...... 15.15.7

Destination...... 15.20.1 Approved Airports ...... 15.20.1 Destination Weather Minimums ...... 15.20.1 Part 121 ...... 15.20.1 Part 135 ...... 15.20.1 Approach & Landing Minimums ...... 15.20.2 Landing Minimums ...... 15.20.2 Ceiling Required ...... 15.20.2 Category I IFR Landing Minimums for Circle-to-Land Approach Maneuvers ...... 15.20.2 General ...... 15.20.2 Part 135 Operations Only ...... 15.20.3

Alternate...... 15.25.1 Alternate Airport for Departure ...... 15.25.1 Destination Alternate Requirements ...... 15.25.1 Part 121 ...... 15.25.1 Part 135 ...... 15.25.2 All Operations ...... 15.25.3

Software Systems ...... 15.30.1 Approved Flight Planning System ...... 15.30.1 JetPlanner Flight Plan Wizard ...... 15.30.1 All Operations ...... 15.30.2 121 Operations ...... 15.30.2 135 Operations ...... 15.30.3

FLIGHT FOLLOWING MANUAL 15.5.1 FLIGHT PLANNING Dec 29, 2014 PREFLIGHT PLANNING Preflight Planning

Preflight Risk Assessment Prior to Release, the Flight Follower will consider the operating environment, to include airport, approaches, weather, crew rest, and time of day. They will also look at crew qualification and status of aircraft equipment. Upon making appropriate entries in the Preflight Risk Assessment Form, a Risk Value will be assigned to each flight. If the Risk Value is less than 20 the trip may proceed. The PIC shall be briefed regarding the applicable risks for the flight and will sign the form showing the acknowledgment of the assessment. All forms shall be retained with the flight paperwork for the required timeframe (90 days for 121 flights, 30 days for 135 flights). After assessment and initial mitigation, if the resulting risk is between 20 and 24 (inclusive), and mitigation cannot be completed to lower the risk value below the 20 point threshold, the flight will need the Director of Operations, or his designees, approval in order to be launched. The DO, or his designees, approval may be obtained via telephone. In this case, the Flight Follower receiving the verbal approval from the Director of Operations will enter "verbal" then add their initials in the DO approval block. If the score is 25, or above, and mitigations cannot be implemented to bring that risk value to acceptable or DO approval level, the flight will have to be canceled. If the flight is not completed as scheduled due to delays, changes in weather, or aircraft equipment, the Risk Value may have to be updated. Refer to Chapter 75.5 for sample Preflight Risk Assessment form.

Navigation Charts

Operation Specification: A009 USA Jet Airlines, Inc. maintains subscriptions to aeronautical publications to obtain and distributes current aeronautical data to ensure safe operations. These include Airport Facility Directories, Runway Analysis, Flight Planning System, and Instrument Approach/Navigation charts.

FLIGHT FOLLOWING MANUAL 15.5.2 FLIGHT PLANNING PREFLIGHT PLANNING Jun 29, 2016 Crew Charts Flight crews have access to the Jeppesen navigational charts. Flight Following will verify that departure, destination, and alternate airports are available to the crews. This can be accomplished by reviewing the Airport Notes section of the Jeppesen Flight Planning system. A note in that section will indicate “In Tailored Set” if they are available in the tailored set. If the airport is not in the tailored set, the Flight Follower will order the charts through the ELINK System from Jeppesen. ELINK is found via the following: • http://www.jeppesen.com/icharts/login.jsp • Login...... usajetff • Password ...... 1FlyJets Flight Following shall ensure that two copies of the ordered charts are distributed to the crewmembers prior to flight. Once a chart has been purchased through the ELINK service it remains available on that site for 30 days without additional fees.

Flight Following Charts Flight Following shall maintain access to current Jeppesen navigational data. This is accomplished by maintaining a tailored set to match the pilot’s subscription. Note: USA Jet will also maintain an electronic set of the Flight Information Publications (FLIP) charts to maintain compliance with DOD requirements. Jeppesen charts will always be used as the primary means of reference for navigational charts, if available. Auditing – Quarterly audits shall be completed by the Director of Flight Following, or their designee. Completion of the audits are done by verifying that the list of Tailored Set Airports (maintained in w drive/operations/ Jeppesen Audits) matches those airports listed within the Jeppesen system of ELINK. In addition, this list will be cross referenced against the Jeppesen Database to ensure the airport database for flight planning is accurate.

FLIGHT FOLLOWING MANUAL 15.5.3 FLIGHT PLANNING Jun 29, 2016 PREFLIGHT PLANNING Flight Following Charts (continued) Adding/Removing Airports – The Director of Flight Following, or their designee, shall coordinate requests for additions or deletions to the tailored set with Jeppesen. This shall be accomplished via email. Upon receipt of the Jeppesen Revision of paper charts for the tailored set the Director of Flight Following shall verify that no adding or deleting of airports are required. • This shall be done by reviewing the Tailored Set list in w drive/ operations/Jeppesen Audits

Aircraft Selection Flight Following will coordinate with Maintenance Control for all aircraft assignments. Communications regarding aircraft selection may include: • International verses Domestic flight • Out and Back verses a RON (remain over-night) flight In addition, Flight Following will review the following information prior to each aircraft assignment. • Ensuring selected aircraft: - Is annotated Green on the Fleet Status Board - Is within Preflight (135) and Service Check (121) time limits • Preflight Check Duration: . . Every 30 Hours and Seven Days • Service Check Duration: . . Every 30 Hours and Seven Days Note: Refer to the GOM and Maintenance Control for escalation/overflight procedures. - Has the correct equipment suffix (i.e., RVSM operations) - Is the aircraft properly equipped for the flight (HF, life rafts, etc.) • Review DMI items that may affect the flight and that they are listed on the flight release • Ensure selected aircraft falls within operating limitations • Ensure selected aircraft is the best suitable and economical choice to operate

FLIGHT FOLLOWING MANUAL 15.5.4 FLIGHT PLANNING PREFLIGHT PLANNING Sep 28, 2015 Crew Composition

General FAR: 121.385, 121.503, 121.505, 121.387 USA Jet will not operate an aircraft with less than the minimum flight crew listed in the airworthiness certificate of the AFM approved for that type of aircraft. USA Jet may not assign, nor may a crewmember accept, a trip if it will infringe or conflict with the applicable flight, duty, and rest time limitations as specified in the FARs, the GOM, or any portion of this manual. • Ensure selected crew: - Is available and scheduled for duty. Reference Crew Status Board and Crew Schedules - Is best suitable based on USA Jet Crew Management policies - Meets flight and duty limitations per FARs and GOM Chapter 30 - Meets crew-pairing requirements per GOM Chapter 25.05 - Is properly qualified for the flight - Is listed on the Flight Release form including Maintenance Personnel, if applicable

Flight Crew Pairing Requirements FAR: 121.385, 121.387, 121.438, 135.4 Manual Reference: GOM 25.05 Flight Following shall designate a captain and first officer, and a flight engineer (for 727 only), for each flight required by each aircraft airworthiness certificate. Multiple functions requiring an airman's certificate may not be performed at the same time by one crewmember. No person may be assigned, or conduct operations, under this part unless for that type of aircraft, either the captain or first officer has at least 75 hours of FAR Part 121 or 135 line operating flight time, respectively, either as captain or first officer. Under certain circumstances, the Administrator may authorize deviations by amending the OpSpecs. USA Jet pilots are limited to operating no more than two types and/or models of aircraft. Note: For DOD operations under 121 and 135 operations, the Captain must have a minimum of 100 hours and the First Officer must have a minimum of 200 hours in type and position.

FLIGHT FOLLOWING MANUAL 15.5.5 FLIGHT PLANNING Dec 29, 2014 PREFLIGHT PLANNING High Minimums Captain - 100 Hours FAR: 121.652, 135.225(e) Operation Specification: C054 Manual Reference: GOM 25.05 If the captain of an aircraft has not served 100 hours as captain in operations under FAR 121 and 135 in the type of aircraft (s)he is operating, the MDA or DH, visibility, and circling landing minimums in USA Jet’s OpSpecs are increased by 100 feet and 1/2 mile. The MDA or DH and visibility minimums need not be increased above those applicable to the airport when used as an alternate airport, but in no event may the landing minimums be less than 300 and 1. The 100 hours of captain experience required by the above paragraph may be reduced by the DO (not to exceed 50%) by substituting one (1) landing in operations under FAR 121 in the type of aircraft for one (1) required hour of captain experience, if the pilot has at least 100 hours as captain of another type aircraft in operations under FAR 121.

High Minimums First Officer - 100 Hours FAR: 121.438 Manual Reference: GOM 25.05 A first officer is considered to have “low time” status when he or she has fewer than 100 hours of flight time as first officer in the type of aircraft being flown. The first officer shall notify the captain of “low time” status at the beginning of the trip. The captain (unless an appropriately qualified check airman) will make all takeoffs (from ground roll initiation through cleanup), approaches (from 3,000 feet AGL and below), and all landings when any one of the following conditions exist: • At special airports (see Special Pilot Qualification Airports in this section) • When visibility is at or below ¾ mile • When RVR is at or below 4,000 feet • When the runway is contaminated • When braking action is reported less than good • When crosswind exceeds 15 knots • When any wind is greater than 20 knots • When windshear is reported or anticipated in the vicinity of the airport, and • Anytime the captain decides it would be in the best interest of safety

FLIGHT FOLLOWING MANUAL 15.5.6 FLIGHT PLANNING PREFLIGHT PLANNING Mar 2, 2015 High Minimums First Officer - 100 Hours (continued) Additionally, the PIC will make all takeoffs and landings when the runway is less than 6,000 feet and the following conditions exist: • Contaminated runway • Anti-Skid inoperative Anytime the first officer requests to relinquish control of the aircraft for any reason, the captain will immediately take over control of the aircraft. Captains must be cognizant of the fact that a first officer may not be comfortable with a certain approach/landing or configuration of the aircraft and must always be ready to take control. Flight Following will not assign two crewmembers, both with red dots (as described in Section 55) together for a flight unless they have been given authorization by the Chief Pilot or Director of Operations. In addition, at no time may a person be assigned or conduct operations under this part unless for that type of aircraft, either the captain or first officer has at least 75 hours of FAR Part 121 or 135 line operating flight time, respectively, either as captain or first officer. The Director of Operations, or Chief Pilot, will authorize via email the two red dot crewmember pairing. This will be included in the verbal turnover between shifts as necessary. The Training Department, Chief Pilot, or the Director of Operations shall advise, either verbally or via email to Flight Following, when the red dot status, based on their accumulated flight hours, may be removed from a crewmember. Airman Age Limitation FAR: 121.383(d)(1) USA Jet Airlines, Inc., may not use the services of any person as a line pilot on an aircraft engaged in FAR Part 121 Operations if that person has reached his/her 65th birthday. However, there are certain exemptions that allow USA Jet Airlines to use that person in a training or Check Airman capacity as defined in USA Jet Airlines approved Training Manual maintained under separate cover.

Qualifications and Training FAR: 121.383, 121.436, 121.683, 121.387, 135.4 Each crewmember must have the appropriate certificate(s) in their possession at all times while on duty. Crewmembers shall present their certificates for inspection upon a request from: FLIGHT FOLLOWING MANUAL 15.5.7 FLIGHT PLANNING Mar 2, 2015 PREFLIGHT PLANNING Qualifications and Training (continued) • Any FAA official • Any authorized representative of the NTSB • Any authorized representative of the TSA • Any Federal, State, or local law enforcement officer • Company flight operations representative All crewmembers will maintain and have in their possession while on duty: Captain • ATP certificate with an appropriate type rating • First class medical certificate issued within the previous six calendar months (12 months for pilots under 40) • FCC radiotelephone operators permit • CANPASS • Passport • Company ID First Officer • ATP/R-ATP certificate (Part 121) or commercial pilot certificate (Part 135) with instrument and multi-engine ratings and appropriate SIC type rating • Second class medical certificate • FCC radiotelephone operators permit • CANPASS • Passport • Company ID Flight Engineer • Flight Engineer Certificate • Second class medical certificate • * Third Class radiotelephone operator permit • CANPASS • Passport • Company ID

Replacement Certificates Manual Reference: GOM 25.10 To replace lost or stolen airman certificates, refer to the GOM Chapter 20.10 for instructions.

FLIGHT FOLLOWING MANUAL 15.5.8 FLIGHT PLANNING PREFLIGHT PLANNING Mar 2, 2015 Crew Training Qualifications Part 121 FAR: 121.439, 121.440, 121.441, 121.453, 121.425(a)(2) Manual Reference: GOM 25.05, FFM 50.10, FFM 55.15 USA Jet Airlines will not assign, nor may any pilot serve as a required pilot, unless the following check rides and recency of experience is accomplished:

Within the Qualification CA FO FE Proceeding Three (3)Takeoffs 90 days X X and Landings Proficiency Check 12 months n/a X Proficiency Check 6 months X n/a Line Check / 12 months X n/a X Competency Check Recurrent Ground 12 months X X School

Check rides taken in the month before or after the base month will be considered accomplished in the base month.

FLIGHT FOLLOWING MANUAL 15.5.9 FLIGHT PLANNING Dec 29, 2014 PREFLIGHT PLANNING Part 135 FAR: 135.247,135.293, 135.297, 135.299 Manual Reference: GOM 25.05, FFM 50.10, FFM 55.15 All USA Jet pilots assigned to fly Part 135 aircraft will meet the requirement set forth for the specific Part 135 aircraft defined in the USA Jet Airlines Training Program. All Part 135 aircraft training, checking, and qualification requirements are defined in the FAA-Approved USA Jet Airlines Training Manual.

Qualification With the Proceeding CA FO Three (3)Takeoffs and 90 days X X* Landings Competency Check 12 months X X Proficiency Check 6 months X n/a Line Check 12 months X n/a Recurrent Ground 12 months X X School Note: The proficiency check may be substituted for the competency check. Note: * While not required by FAR, USA Jet tracks Part 135 FO landing currency.

FLIGHT FOLLOWING MANUAL 15.5.10 FLIGHT PLANNING PREFLIGHT PLANNING Dec 29, 2014 Eligible On-Demand Operations

FAR: 135.225(a), 135.225(b) Operation Specification: A057 Manual Reference: GOM 35.05 Note: For a detailed explanation of all Part 135 Eligible On-Demand Operations, refer to 14 CFR 135.4. USA Jet Airlines is authorized to conduct eligible on-demand operations using approved alternate procedures as provided by 14 CFR 135.225(b). A pilot conducting eligible on-demand operations may begin an instrument approach procedure to an airport that does not have a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather service, or a source approved by the Administrator if: • The alternate airport has a weather reporting facility operated by the U.S. National Weather Service, a source approved by the U.S. National Weather service, or a source approved by the Administrator, and • The latest weather report issued by the weather reporting facility includes a current local altimeter setting for the destination airport. If no local altimeter setting for the destination airport is available, the pilot may use the current altimeter setting provided by the facility designated on the approach chart for the destination airport Flight Following will file IFR flight plans into airports without weather reporting ensuring that: • An alternate is always included, and • The captain selected for the flight will have at least 100 hours in- seat

FLIGHT FOLLOWING MANUAL 15.5.11 FLIGHT PLANNING Dec 29, 2014 PREFLIGHT PLANNING Operations at Airports in Class G Airspace and Airports Without Control Towers

Operation Specification: C064 The certificate holder is authorized to conduct the following terminal area IFR operations specified IAW the limitations and provisions of this paragraph and shall not conduct any other terminal area IFR operations under these OpSpecs. 1. The certificate holder is authorized to conduct non-scheduled all - cargo terminal area IFR operations in Class G airspace or at airports without an operating control tower, provided that the certificate holder determines that: a. The airport is served by an authorized instrument approach. b. The airport has an approved source of weather. c. The airport has a suitable means for the captain to acquire air traffic advisories and the status of airport services and facilities. d. The facilities and services necessary to safely conduct IFR operations are available and operational at the time of the particular operation. 2. The certificate holder is authorized to designate and use an alternate or diversionary airport which will involve terminal area IFR operations in Class G airspace or at airports without an operating control tower provided that at the time of any operation to that alternate or diversionary airport, the certificate holder determines that the provisions specified in the paragraph above are met. 3. Except as provided in OpSpecs C077, all Part 135 turbojet and all Part 121 operations in the terminal area are conducted under instrument flight rules.

FLIGHT FOLLOWING MANUAL 15.5.12 FLIGHT PLANNING PREFLIGHT PLANNING Dec 29, 2014 Extended Range Operations

FAR: 121.161 Operation Specification: B045 USA Jet Airlines may not operate an aircraft in extended range operations unless: • The route contains an adequate airport (as per 121.7 and 121.197) within 60 minutes flying time: - At one engine inoperative cruising speed - Under standard conditions - In still air Note: Compliance shall be accomplished either by utilizing Jeppesen Enroute Charts, the 60 Minute Single Engine Plotting Map Tool, or the internet-based Great Circle Mapper, or combination thereof.

Extended Overwater Operations

FAR: 121.339, 121.351 Operation Specification: B045 USA Jet Airlines may operate an aircraft more than 50 NM from a shoreline with suitable communications and navigation equipment for the route of flight, has required additional emergency equipment on board, such as life vest or rafts, survival kits, locator beacons, signaling devices, and as long as the following conditions apply: • The route contains an adequate airport (as per 121.7 and 121.197) within 60 minutes flying time: - At one engine inoperative cruising speed - Under standard conditions - In still air Note: Compliance shall be accomplished either by utilizing Jeppesen Enroute Charts, the 60 Minute Single Engine Plotting Map Tool, or the Internet-based Great Circle Mapper, or combination thereof.

FLIGHT FOLLOWING MANUAL 15.10.1 FLIGHT PLANNING Apr 7, 2014 DEPARTURE Departure

Approved Airports

FAR: 121.117, 135.229 Manual Reference: FFM 70.05 For Part 121 operations, Flight Following shall ensure that all airports of intended use are approved IAW FAR 121.117. Airports must be properly equipped and adequate for the proposed operation, considering such items as size, surface, obstructions, facilities, public protection, lighting, navigational and communications aids, and ATC facilities. USA Jet has an approved system for obtaining, maintaining, and distributing to appropriate personnel current aeronautical data for each airport it uses to ensure a safe operation at that airport. The aeronautical data must include the following: •Airports - Facilities - Public protection (121 only) - Navigational and communications aids - Construction affecting takeoff, landing, or ground operations - Air traffic facilities (121 only) • Runways, Clearways, and Stopways - Dimensions -Surface - Marking and lighting systems - Elevation and gradient • Displaced thresholds - Location - Dimensions - Takeoff or landing or both • Obstacles - Those affecting takeoff and landing performance computations - Controlling obstacles

FLIGHT FOLLOWING MANUAL 15.10.2 FLIGHT PLANNING DEPARTURE Dec 29, 2014 Approved Airports (continued) • Instrument flight procedures - Departure procedure - Approach procedure - Missed approach procedure • Special information - Runway visual range measurement equipment - Prevailing winds under low visibility conditions USA Jet Airlines, Inc. provides public protection information to the Pilot-in- Command by containing contact phone numbers for airport management and local enforcement for airport of intended use in the airport notes section of the flight release. USA Jet Airlines, Inc. maintains subscriptions to aeronautical publications to obtain and distribute current data to ensure safe operations. These include: • Airport Facility Directory • Airport Analysis • Jeppesen Flight Planning System • Jeppesen Charts

Special Airports FAR: 121.445 Manual Reference: FFM 20.10 FAA regulation requires that the pilot in command or second in command has made an entry to that airport with in the previous 12 months (including a takeoff and landing) while serving as a pilot flight crew member or has qualified by using pictorial means acceptable to the administrator for that airport. USA Jet utilizes Jeppesen Charts as our approved means for pictorial briefings. FAR 121.445 special airports are identified on the Jeppesen pages with the bold header “FAR 121.445 SPECIAL AIRPORT.” The required pictorial for that airport and approach is on the Jeppesen 19-XX page(s). Flight Following will provide the applicable airports, when not in the tailored set, for the crew to review, in color, prior to departure if the trip originates at YIP, at other departure locations the charts shall be faxed or emailed for the crews review.

FLIGHT FOLLOWING MANUAL 15.10.3 FLIGHT PLANNING Jan 11, 2016 DEPARTURE Noise Abatement Flight Following must review all airports for noise abatement procedures or existing curfews and supply that information to the captain and ensure information is relayed to the customer via trip notes. Noise abatement information can be found in Airport Facility Directories and Jeppesen Charts. Note: Another source of information is the Boeing Airport Noise and Emissions Regulations website at: www.boeing.com/ commercial/noise/list.html

Company Route Restrictions Manual Reference: GOM 35.05 USA Jet Airlines, in the interest of promoting a culture of safety and in a concerted effort to reduce risk, has established the following route restrictions. The Director of Operations may modify these procedures as he/she deems necessary. Nogales, AZ (KOLS) All Part 121 aircraft are prohibited from conducting night approaches into Nogales, Arizona. Aircraft that arrive prior to sunset may depart at any time via a published IFR departure procedure. All Part 135 aircraft operating at night into Nogales, Arizona shall fly and execute a published instrument approach and departure procedure. Visual approaches are prohibited at night.

FLIGHT FOLLOWING MANUAL 15.10.4 FLIGHT PLANNING DEPARTURE Apr 7, 2014 IFR Standard Takeoff Minimums

FAR 121 Operations - All Airports Manual Reference: GOM 35.05 Operation Specification: C056 Standard takeoff minimums are 1 SM visibility or RVR 5000. RVR reports, when available for a particular runway, shall be used for all takeoff operations on that runway. All takeoff operations, based on RVR, must use RVR reports from the locations along the runway specified in this paragraph. 1. When a takeoff minimum is not published, the certificate holder may use the applicable standard takeoff minimum and any lower than standard takeoff minimums authorized by these OpSpecs. When standard takeoff minimums or greater are used, the TDZ RVR report, if available, is controlling. 2. When a published takeoff minimum is greater than the applicable standard takeoff minimum and an alternate procedure (such as a minimum climb gradient compatible with aircraft capabilities) is not prescribed, the certificate holder shall not use a takeoff minimum lower than the published minimum. The TDZ RVR report, if available, is controlling.

FAR 135 Operations - All Airports Operation Specification: C057 Paragraphs 1 and 2 of FAR 121 Operations are applicable to FAR 135 Operations. When takeoff minimums are equal to or less than the applicable standard takeoff minimum, the certificate holder is authorized to use a takeoff minimum equal to the lowest authorized straight-in Category I IFR landing minimum applicable to the certificate holder for that particular airport. TDZ RVR, if available, is controlling.

FLIGHT FOLLOWING MANUAL 15.10.5 FLIGHT PLANNING Apr 7, 2014 DEPARTURE IFR Lower Than Standard Takeoff Minimums, FAR 121 Operations - All Airports

Operation Specification: C078, Canada FAOC 85 Manual Reference: GOM 35.10 Standard takeoff minimums are authorized in OpSpec paragraph C056. The certificate holder is authorized to use lower than standard takeoff minima IAW the limitations and provisions of this OpSpec as follows:

Lowest Authorized RVR Min Rwy Requirements RVR 1600 (500m) RVV 1/4 SM RVR 1200 TDZ (350m) / 1200 Mid (350m) / RCLM (day only), or 1000 RO (300m) HIRL or CL lights RVR 1000 TDZ / 1000 Mid / 1000 RO (300m) RCLM and HIRL, or CL Lights RVR 600 TDZ / 600 Mid / 600 RO (175m) HIRL and CL Lights RVR 500 TDZ / 500 Mid / 500 RO (150m) HIRL and CL Lights

Note: For detailed descriptions of each RVR scenario, refer to GOM Chapter 35.10. Canada has issued Operations Specifications based on our FAA Operations Specifications for lower than Standard Takeoff Visibility. The authorization for takeoff with visibility of RVR 600 is approved for all operations as outlined in USA Jet's Canadian Operations Specifications. Note: This is different from the RVR 500 allowance for operations conducted within the United States.

FLIGHT FOLLOWING MANUAL 15.10.6 FLIGHT PLANNING DEPARTURE Apr 7, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 15.15.1 FLIGHT PLANNING Apr 7, 2014 ENROUTE Enroute

Route Planning

FAR: 121.603, 121.609, 121.121, 121.122, 121.443,121.445 No route may be utilized if it conflicts with regulatory compliance of the following regulations: 121.113, 121.339, 121.615. Before beginning a flight, each pilot in command shall obtain all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight. Flight Following, through the flight release, flight plan, and Jeppesen charts will provide information to ensure that the crew is briefed concerning operations within the terminal area, airports, and enroute for their flight. Reliable and rapid communications between USA Jet aircraft and the company, or with the appropriate ATC facility will be accomplished via ARINC or VHF/HF frequencies.

Routes

FAR: 121.609 When selecting or verifying a route the flight follower shall ensure enroute navaids are functional and that routings are within the service volumes of designated navaids. Flight Following can verify this by reading the enroute notams in the Jeppesen flight plans for serviceability and find transmitting capabilities of various navaids in the Airman's Information Manual (AIM).

Preferred Routes Preferred routes are established between busier airports to increase the efficiency of air traffic within these areas. Flight Following can find preferred routes in the Airport Facility Directories (AFD) or through the Jeppesen flight planning system.

FLIGHT FOLLOWING MANUAL 15.15.2 FLIGHT PLANNING ENROUTE Apr 7, 2014 Deviation from Planned/Stored Routes ATC Flight plans are filed through Jeppesen Data Planning at the appropriate ARTCC for all flight segments. The PIC may accept the ATC flight plans as is or requires a modification of the flight plan, which better suits their flight need while still ensuring compliance with all applicable FARs, air carrier procedures, and fuel planning requirements. When deviations, or direct routings, are requested or offered the PIC will not accept them without first communicating with Flight Following their current position, altitude, and fuel on board. If the following occurs by accepting the deviation: • Direct routing in excess of 100 NM laterally from initial plan • Cruising altitudes have increased or decreased by 4000' or greater Flight Following will then analyze fuel requirements, weather enroute pertinent to the flight, time enroute, etc. Refer to Chapter 20.10 of this manual for information on amended releases. Note: Crewmembers should consult drift down charts prior to accepting any deviation from planned routing to ensure the safety of the flight.

FLIGHT FOLLOWING MANUAL 15.15.3 FLIGHT PLANNING Mar 2, 2015 ENROUTE Flight Monitoring

FAR: 121.122, 121.125, 121.127, 121.627, 121.603(b) Operation Specification: A008 USA Jet shall utilize graphical flight monitoring software, including but not limited to FlightView and JetPlanner, as well as verbal communications, to ensure proper monitoring of each flight. Utilizing WSI and Jeppesen Flight Following will also monitor the enroute weather and communicate any issues that might affect the safety of flight. Note: Communication between Flight Following and flight crewmembers will be accomplished in one of the following ways: • Air to Ground/Ground to Air radio frequency (131.825) in the vicinity of the PBO • ARINC - 1-800-621-0140 • Satellite phone •FBO • Air Traffic Control facility Flight Following and the crew shall communicate, prior to departure, estimated out and off times. The crew will communicate any changes to those times as applicable. Utilizing Flightview, USA Jet will monitor each flight from point of departure to destination. Upon arrival at destination, the crew will communicate actual on and in times. Flight Following shall initiate, and facilitate, any required communications not completed by the crew. No Flight Follower may allow a flight to continue toward any airport to which it has been released, if in the opinion of the pilot in command and / or the Flight Follower the flight cannot be completed safely, unless in the opinion of the pilot in command there is no safer procedure than continuing to destination.

FLIGHT FOLLOWING MANUAL 15.15.4 FLIGHT PLANNING ENROUTE Apr 7, 2014 Normal and Required Communications Procedures

FAR: 121.122, 121.561, 121.609, 135.67, 135.163 Operation Specification: A008, B045 Communications between USA Jet aircraft and the appropriate ATC facility will be accomplished via ARINC or VHF/HF frequencies. Some aircraft may be equipped with satellite phone capability as well. Aircraft departing from domiciles shall maintain a listening watch on the Company frequency during taxi and departure. Enroute aircraft will primarily maintain communications with Company through the means listed above. The captain will contact Flight Following as soon as practical for the following: • Any time the captain exercises his/her emergency authority. • In the event of any diversion. • Assigned holding in excess of planned holding time on the flight release. • Any delay in excess of 15 minutes. • Any mechanical irregularity during flight that will require correction or deferral at destination. • Hazardous or adverse conditions, which may affect another USA Jet flight. • Deviation from planned routing under conditions previously discussed in this manual, Chapter 15.15 “Deviation from Planned/Stored Routes”. Caution: Whenever a flight, in flight, encounters a meteorological condition (e.g., windshear/turbulence) or an irregularity in a ground facility (e.g., weak radio voice on ATC frequency) or navaid (e.g., glideslope signal out of service) that the crew considers essential to the safety of other flights, that crew must notify an appropriate ATC facility as soon as practicable.

FLIGHT FOLLOWING MANUAL 15.15.5 FLIGHT PLANNING Mar 2, 2015 ENROUTE Airborne Diversions

FAR: 121.631

Part 121 Part 135 To ensure safe and regulatory compliant airborne diversions, communications between Flight Following and Crewmembers will be accomplished in the following manner: Note: Communication between Flight Following and flight crewmembers will be accomplished in one of the following ways: • Air to Ground/Ground to Air radio frequency (131.825) in the vicinity of the PBO •ARINC • Satellite or cellular phone(s) • Air Traffic Control facility Communication between the Flight Followers and the crew will include, but are not limited to: • Reason for diversion (weather, airport issue, etc) • Crew intentions/Flight Following Recommendations • New Flight Plan Information any information pertinent to the safety of the flight such as: - New Destination Airport - New Alternate (if necessary) - Time Enroute - Fuel Required - Specific Routing Information Once a determination that a diversion is required from the listed alternate on the flight plan to another airport Flight Following shall: • Verify with crew their present position and fuel on board • Select appropriate new destination, with legal alternate based on weather, proximity, services, aircraft performance, and adhere to all applicable regulations • Establish routing to new destination • Compute diversion plan to calculate fuel burns, time en route, etc. • Communicate new plan to crew

FLIGHT FOLLOWING MANUAL 15.15.6 FLIGHT PLANNING ENROUTE Apr 7, 2014 Airborne Diversions (continued) • Amend release to show completed diversion information. - Flight Following shall record date, time, and both their initials and the crewmembers initials whom they relayed the amended release information too. This information will be recorded on the flight releases. - A copy of the diversion plan should be retained until the original flight plans are returned to Flight Following. - Crew shall attached the completed diversion plan to their paperwork (121 Only).

FLIGHT FOLLOWING MANUAL 15.15.7 FLIGHT PLANNING Apr 7, 2014 ENROUTE RVSM Normal Procedures

Operation Specification: B046

General RVSM increases airspace capacity by reducing the vertical separation above FL290 from 2000 feet to 1000 feet.

Operational Equipment for RVSM Entry The following equipment must operate normally prior to entry into RVSM airspace: • Two independent altitude measurement systems. • One ATC transponder • One altitude alerting device. • One autopilot capable of altitude hold. Note: Should any of the required equipment fail prior to RVSM airspace, the pilot should request a new clearance so as to avoid flight in this airspace.

Aircraft Requirements Maintenance and quality controls are more stringent for RSVM qualified aircraft. Although all USA Jet aircraft are equipped for RVSM, MEL deferrals or other deficiencies may temporarily prohibit RVSM operation. Check the MEL for any discrepancy that may affect RVSM.

Flight Planning Considerations It is imperative that pilots, flight followers, and maintenance personnel verify the aircraft is properly certified for RVSM operations. Pilots must ensure that: • The flight plan to be filed with the Air Traffic Service Provider is identified for RVSM operations. This will be indicated by the aircraft equipment suffix "W". Note: If the aircraft is non-RVSM, the "W" equipment suffix is removed from the release and changed to an "A". The equipment suffix is changed in the jetplan.com aircraft database, in the ATS Plan section. In addition to changing the equipment suffix, the authorization for RVSM operations should be changed to "No" in the Certified section of the aircraft database.

FLIGHT FOLLOWING MANUAL 15.15.8 FLIGHT PLANNING ENROUTE Apr 7, 2014 Flight Planning Considerations (continued) The administrator may authorize an operator to deviate from RVSM requirements for a specific individual flight in RVSM airspace if: • The operator submits an appropriate request with the ATC center controlling the airspace in advance of the operation. • At the time of filing the flight plan for the flight, ATC determines that the aircraft may be provided appropriate separation and the flight will not interfere with, or impose a burden on other operators.

FLIGHT FOLLOWING MANUAL 15.20.1 FLIGHT PLANNING Apr 7, 2014 DESTINATION Destination

Approved Airports The Administrator has authorized USA Jet Airlines, Inc. cargo operations to operate into airports not certified under FAR 139 in any state of the United States, the District of Columbia, or any territory or possession of the United States provided that the requirements of 121.117 are met for the type of operation intended. Note: Refer to FFM Chapter 15.10 for information on Approved Airports.

Destination Weather Minimums

Part 121 FAR: 121.613 No person may release an aircraft for operations under IFR or Over-the- Top, unless appropriate weather reports or forecasts, or any combination thereof, indicate that the weather conditions will be at or above the authorized minimums at the estimated time of arrival at the airport or airports to which released.

Part 135 FAR: 135.219 No person may take off an aircraft under IFR, or begin an IFR or over-the- top operation, unless the latest weather reports or forecasts, or any combination of them, indicate that weather conditions at the estimated time of arrival at the next airport of intended landing will be at or above authorized IFR landing minimums.

FLIGHT FOLLOWING MANUAL 15.20.2 FLIGHT PLANNING DESTINATION Apr 7, 2014 Approach & Landing Minimums

Landing Minimums Use landing minimums as published on the approach chart for all operations (schedule, charter, ferry, etc.) except for the following cases: • The captain's authorized minimums are higher than published • Circling maneuver (see Circling Maneuver, this chapter) The published approach minimums (adjusted for the above considerations, if necessary) are authorized for landing.

Ceiling Required Landing minimums do not normally require a ceiling to be reported. However, circling, visual approaches, and some special airports do require a ceiling when this occurs it will be stated on the approach plates for reference.

Category I IFR Landing Minimums for Circle-to-Land Approach Maneuvers

Operation Specification: C075

General A maneuver initiated by the pilot to align the aircraft with a runway for landing when a straight-in landing from an instrument approach is not possible or is not desirable is called a circling maneuver. This maneuver is made only after ATC authorization has been obtained and the pilot has established required visual reference to the airport. It may also be called a circle-to-land maneuver, or circling. The certificate holder is authorized CAT I IFR landing minimums for circle- to-land approach maneuvers IAW the limitations and provisions of this OpSpec. Note: Part 121 circle-to-land maneuvers permitted in VMC only.

FLIGHT FOLLOWING MANUAL 15.20.3 FLIGHT PLANNING Apr 7, 2014 DESTINATION Part 135 Operations Only FAR: 135.225 Aircraft operating under IFR during all circle-to-land maneuvers are required to remain clear of clouds. If visual reference to the airport is lost while conducting a circle-to-land maneuver the missed approach procedure specified for the applicable instrument approach must be followed, unless an alternate missed approach procedure is specified by ATC. When training and checking is provided, the following applies: • The certificate holder shall use the highest of the following landing minimums for an instrument approach that requires a circle-to-land maneuver to align the aircraft with the runway of intended landing when a straight-in landing from an instrument approach is not possible or is not desirable: - The circling landing minimum specified by the applicable instrument approach procedure, or - A landing minimum specified in the following table. No pilot may begin an instrument approach procedure unless: • The destination airport has a weather reporting facility operated by the NWS or by an approved source listed in USA Jet’s Operations Specifications. • The latest weather report issued by that facility indicates weather conditions are at or above the authorized landing minimums for that airport. A pilot conducting an eligible on-demand operation may begin an instrument approach procedure to an airport that does not have a weather reporting facility, if: • The alternate airport has a weather reporting facility operated by NWS or by an approved source listed in A010 of USA Jet’s Operations Specifications. • The latest weather report issued by the weather reporting facility includes a current local altimeter setting for the destination airport.

FLIGHT FOLLOWING MANUAL 15.20.4 FLIGHT PLANNING DESTINATION Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 15.25.1 FLIGHT PLANNING Mar 2, 2015 ALTERNATE Alternate

Alternate Airport for Departure

FAR: 121.617, 135.217, 135.225 Operation Specification: A010, C055 Manual Reference: GOM 60.10 If the weather conditions at the airport of takeoff are below the landing minimums for that airport, an aircraft will not be released from that airport unless the flight release specifies an alternate airport located not more than: • One hour from the departure airport at normal cruising speed in still air with one engine inoperative for an aircraft with two engines, and • Two hours from the departure airport at normal cruising speed in still air with one engine inoperative for an aircraft with three or more engines The following table is an estimate of long range single engine cruise for the DC-9, DA-20, and 727 series aircraft. It should be used for planning purposes only. Aircraft Distance (NM) 727 Series 540 DC-9 Series 270 DA-20 Series 250

Destination Alternate Requirements

Manual Reference: GOM 60.10 Operation Specification: A010, C055

Part 121 FAR: 121.623, 121.625 No person may release a flight unless he/she lists each required alternate airport in the flight release. No person may designate an alternate airport unless the weather reports or forecasts, or any combination of them, indicate that the weather conditions will be at or above authorized alternate airport landing minimums for that airport at the estimated time of arrival. Note: For fuel planning considerations, refer to FFM 25.5.

FLIGHT FOLLOWING MANUAL 15.25.2 FLIGHT PLANNING ALTERNATE Mar 2, 2015 Destination Alternate Requirements (continued) No person may list an airport as an alternate unless appropriate permits, permissions, or any other compliance requirements are met for that airport.

Part 135 FAR: 135.4, 135.221,135.223(a), 135.223(b) No person may operate an aircraft in IFR conditions unless it carries enough fuel to: • Complete the flight to the first airport of intended landing • Fly from that airport to the alternate airport and • Fly after that for 45 minutes at normal cruising speed An alternate is not required if the destination has a published instrument approach and the forecast weather indicates: • ceilings at least 1,500’ above the lowest circling approach MDA, or • if a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500’ above the lowest published approach minimums or 2,000’ above the airport elevation, whichever is higher, and • visibility for that airport is forecast to be at least 3 miles, or 2 miles more than the lower applicable visibility minimums, whichever is greater, for the instrument approach procedure to be used at the destination airport.

FLIGHT FOLLOWING MANUAL 15.25.3 FLIGHT PLANNING Apr 7, 2014 ALTERNATE All Operations FAR: 121.623, 121.625, 121.631(b), 121.631(f), 135.221, 135.223(b) Operation Specification: C055 Destination alternate airport weather minimums are calculated using either of the following options: For airports with at least one operational navigational facility providing a straight-in non-precision approach procedure, or a straight-in precision approach procedure, or, when applicable, a circling maneuver from an instrument approach procedure: • add 400 feet to the authorized CAT I HAA/HAT, and • add 1 SM to the authorized CAT I visibility. e.g., For an ILS, the required alternate weather would normally be 600 - 1 1/2. For airports with at least two operational navigational facilities, each providing a straight-in non-precision approach procedure or a straight-in precision approach procedure to different, suitable runways: • add 200 feet to the highest Cat I HAT of the two approaches, and • add 1/2 SM to the highest Cat I visibility of the two approaches. e.g., With an ILS approach (mins 200 - 1/2) and a VOR approach (mins 400 - 3/4) available, the required weather is 600 - 1 1/4. For an airport with two ILSs (mins 200 - 1/2), the required weather is 400 - 1. A suitable runway is one which can legally be used (e.g., winds). A runway with independent navaids allowing an approach in each direction (e.g., 18 and 36) is considered two different runways. If the “two operational nav facility” option results in higher minimums than when using one, the airport can be considered as only having one straight-in approach. If a flight is enroute and the forecast weather at the specified alternate falls below alternate minimums, the release must be amended to include an alternate that is within fuel range.

FLIGHT FOLLOWING MANUAL 15.25.4 FLIGHT PLANNING ALTERNATE Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 15.30.1 FLIGHT PLANNING Apr 7, 2014 SOFTWARE SYSTEMS Software Systems

Approved Flight Planning System USA Jet Airlines is approved to use the following computerized flight planning system, and associated components: • Jeppesen JetPlanner • Jeppesen JetPlan.com

JetPlanner Flight Plan Wizard The image below depicts the standard default settings to be used for Jetplanner. All flight followers should use these default settings. ‘

FLIGHT FOLLOWING MANUAL 15.30.2 FLIGHT PLANNING SOFTWARE SYSTEMS Apr 7, 2014 All Operations Jeppesen provides USA Jet with its computerized flight planning software for preparing and submitting flight plans and releases. In the event that the primary planning systems become inoperative the internet based system shall be used. Flight Following shall ensure that an IFR flight plan is on file with the appropriate ATC facility utilizing the Jeppesen Transmittal Database. Flight Following may verify that an IFR flight plan is on file with the appropriate ATC facility utilizing the Jeppesen Transmittal Database.

121 Operations In the event that the flight planning system should become inoperative a flight plan can be filed via Jeppesen customer service with USA Jet providing flight planning data and reviewing all flight plans and releases before submittal for filing and dissemination to the crew. Jeppesen jetplan.com maintains the database for USA Jet Airlines aircraft. Flight Followers will relay flight planning information via telephonic means to include: (make this next section into a form) • Trip Number • Tail Number • Crew Names • Flight Follower Name • Departure, Destination, and Alternate Airport • Estimated Time of Departure • Payload (to include FAK, additional crewmembers, freight, etc) • Required Fuel information (to include hold/contingency fuel requirements) Jeppesen will generate the flight plan, attach pertinent weather, and send it to USA Jet via email or fax for review and distribution.

FLIGHT FOLLOWING MANUAL 15.30.3 FLIGHT PLANNING Apr 7, 2014 SOFTWARE SYSTEMS 135 Operations In the event that the flight planning system should become inoperative a flight plan can be filed via either: • Jeppesen custom service utilizing the process listed above in the 121 Operations section, or • Contacting the Flight Service Station telephonically and reading the information located on form 7233-1, located in this manual Chapter 75.5.3.The FSS will then electronically file the flight plan with air traffic control and confirmation of this filing can be verified with the crewmembers receipt of the clearance from ATC. Record initials of FSS agent and retain form 7233-1 with flight paperwork.

FLIGHT FOLLOWING MANUAL 15.30.4 FLIGHT PLANNING SOFTWARE SYSTEMS Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 20.0.1 FLIGHT PAPERWORK Mar 2, 2015 TABLE OF CONTENTS 20. Flight Paperwork

Introduction...... 20.5.1

Release ...... 20.10.1 General ...... 20.10.1 Duration of Flight Release ...... 20.10.2 New Release Requirements ...... 20.10.2 Amended Release ...... 20.10.3 Disposition of Flight Documents ...... 20.10.4 121 Operations ...... 20.10.4 135 Operations ...... 20.10.5 Release Elements ...... 20.10.6

Flight Plan ...... 20.15.1 Elements ...... 20.15.1 Flight Plan Driftdown Section ...... 20.15.5

Runway Analysis ...... 20.20.1 Performance Data ...... 20.20.1 Wet or Slippery Runway ...... 20.20.1 121 Operations ...... 20.20.2 Temporary Runway Restrictions ...... 20.20.2 Maximum Takeoff Gross Weight ...... 20.20.3 Maximum Landing Gross Weight ...... 20.20.3 Takeoff Weight Chart ...... 20.20.4 Special Departure Procedures ...... 20.20.6 Landing Performance Analysis ...... 20.20.7 135 Operations ...... 20.20.8 Falcon 20 Operating Handbook ...... 20.20.8 Takeoff Performance ...... 20.20.8 Landing Performance ...... 20.20.10

Driftdown...... 20.25.1 Procedures ...... 20.25.1 Flight Plan Warnings ...... 20.25.2 Method 2 Driftdown Planning ...... 20.25.3

Retention of Records ...... 20.30.1 General ...... 20.30.1 Flight Releases ...... 20.30.1 FLIGHT FOLLOWING MANUAL 20.0.2 FLIGHT PAPERWORK TABLE OF CONTENTS Mar 2, 2015 Hazardous Materials Paperwork ...... 20.30.2 Paperwork Retention ...... 20.30.2

FLIGHT FOLLOWING MANUAL 20.5.1 FLIGHT PAPERWORK Apr 7, 2014 INTRODUCTION Introduction

This chapter documents required flight paperwork, including: • Flight Release • Flight Plan • Runway Analysis Additionally, procedures for the retention of these records are contained in this chapter as well.

FLIGHT FOLLOWING MANUAL 20.5.2 FLIGHT PAPERWORK INTRODUCTION Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 20.10.1 FLIGHT PAPERWORK Mar 2, 2015 RELEASE Release

FAR: 121.117, 121.173, 121.547, 121.591, 121.597, 121.599, 121.603, 121.605, 121.609, 121.613, 121.615, 121.617, 121.623, 121.625, 121.628, 121.629, 121.631, 121.667, 121.689 Manual Reference: WBM 1.10

General Note: The regulations require specific items in a release and flight plan for Part 121 operations. USA Jet Airlines has elected to provide the same style release and flight plan for Part 135 operations. A release is required for all revenue company flights. Flight releases are computer generated by Flight Following. The release contains at least the following information concerning each flight: 1. Company or organization name (USA Jet Airlines). 2. Make, model, and registration number of the airplane being used. 3. Flight or trip number, and date of flight. 4. Name of each flight crewmember and pilot designated as pilot in command. 5. Departure airport, destination airport, alternate airports, and route. 6. Minimum fuel supply (in gallons or pounds). 7. A statement of the type of operation (e.g., IFR, VFR). Note: Each additional crewmember and/or personnel admitted to the flight deck must be listed on the Flight Release. The release must also account for each additional person’s weight in the payload section of the release in one of the following two manners: 1. Each person’s actual (asked) weight plus 10 pounds. OR 2. 190 pounds for each person. Additionally, 30 pounds must be added to the payload section of the release for each bag that any additional person brings on board. The release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof, for the destination airport, intermediate stops, and alternate airports, that are the latest available at the time the release is signed by the captain and flight follower.

FLIGHT FOLLOWING MANUAL 20.10.2 FLIGHT PAPERWORK RELEASE Mar 2, 2015 General (continued) Additional information included in the flight plan are each airports management contact information, as well as, local law enforcement contacts as required by the USA Jet Airlines Security Manual. The release will be completed for each leg or series of legs and shall also contain the filed flight plan, fuel load, and pilot route certification. The pilot-in-command may sign the flight release only when he/she and the flight follower believe that the flight can be made safely and the filed flight plan is within regulatory compliance. When filing a flight plan, the remarks section of a flight filing strip should be blank unless there is specific information that needs to be communicated to the air traffic control system such as: • Ferry Permit • Test Flight • Overflight Permit Never shall a DMI be listed in the Remarks section of the flight filing strip, on either the flight plan, or the flight release. These will always be located in the aircraft notes section of the flight release.

Duration of Flight Release The flight release is valid for up to one hour after published ETD. Updates to the release may be made by flight following for a period not to exceed six hours. After six hours, a new flight release must be executed.

New Release Requirements A new release constitutes computing a new flight plan with new performance parameters. These figures are then relayed to the crew via any means necessary. Items that require a new release be computed include: • Tail Number change • Departure, Destination, Alternate, and Route of Flight change • Required fuel supply change • Any flight that is delayed on the ground at an intermediate stop for more than six hours • MEL/CDL items that are added after initial release that have an operational restriction that will affect the aircraft performance

FLIGHT FOLLOWING MANUAL 20.10.3 FLIGHT PAPERWORK Mar 2, 2015 RELEASE New Release Requirements (continued) Note: If an MEL/CDL item is added after initial release Flight Following shall confer with Maintenance Control regarding any flight restrictions or special procedures that may be required. The Flight Follower will then follow the DMI Documentation procedures indicated in Chapter 10 Section 15 of this manual.

Amended Release FAR: 121.173, 121.597, 121.599, 121.605, 121.609, 121.613, 121.615, 121.625, 121.628, 121.629, 121.631, 121.643, 121.645, 121.647, 121.651, 121.652, 121.655 In accordance with 121.631, a Flight Follower may not allow a flight to continue to an airport to which it has been released, unless the weather conditions at an alternate airport that was specified in the flight release is forecasted to be at, or above the alternate minimums specified in the Operations Specifications at the time the aircraft would arrive at the alternate airport. The release may be amended in flight to include any alternate, within fuel range, that meets applicable weather minimums. In addition, a new or amended release is required for any of the following conditions: • Adding, deleting, or changing an alternate • Addition of an MEL/CDL items with no operational restrictions • If the actual takeoff gross weight is greater than planned takeoff weight plus 3,000 pounds (DC-9, MD-80, B-727) or 1,000 pounds (DA-20) • Change of flight plan initiated by the flight follower • Change of flight plan initiated by ATC which alters the original route more than 100 NM or changes the filed altitude by 4,000 feet or more • Change of captain • Change of destination No person may change an original destination or alternate airport that is specified in the original flight release to another airport while the aircraft is en route, unless the other airport is authorized for that type of aircraft and appropriate 121 Subpart U requirements and aircraft performance are met at the time of the amendment of the flight release. Note: If a release is amended en route, the amendment must contain the amended information, captain's initials, flight followers initials, date and time.

FLIGHT FOLLOWING MANUAL 20.10.4 FLIGHT PAPERWORK RELEASE Apr 7, 2014 Disposition of Flight Documents

121 Operations FAR: 121.443, 121.445, 121.697 Manual Reference: FFM 15.10, FFM 15.15 The pilot-in-command of a USA Jet Airlines aircraft shall carry the original or a signed copy of the following documents: • Load manifest, • Flight release, • Airworthiness release, • Pilot route certification, and • Flight plan If a flight originates at a principal base of operations, a signed copy of each document listed above shall be retained at that base. If a flight originates at a place other than a principal base of operations, the pilot-in-command, or other authorized person, shall, before or immediately after departure, mail/fax/email signed copies of the documents listed above to the principal base of operations. If there is no fax available the PIC shall either: • leave signed copies of the Load Manifest with a responsible individual managing the flight for USA Jet and verbally advise Flight Following of their name, company information, and phone number (this information should be retained until the originals are returned to the Principal Base of Operations) • Flight Release, Amendments, Load Manifests, and TSA Security Screening of cargo can be completed in person at the Principle Base of Operations, via fax, or verbally communicated to Flight Following. Note: In either situation all trip paperwork, with captain signatures, shall be attained at the principal base of operations by the end of the trip day. Reference Chapter 75 of this manual and the Trip Auditing Form for specific documentation requirements. These documents shall be retained at USA Jet Airlines headquarters for a period of no less than three months.

FLIGHT FOLLOWING MANUAL 20.10.5 FLIGHT PAPERWORK Mar 2, 2015 RELEASE 135 Operations FAR: 135.63(d) The PIC will contact Flight Following before departure and relay the essential information for their flight verbally over the recorded line. The Flight Follower handling the call will enter a trip note into the Charter Management System (CMS) indicating that a weight and balance was given and what extension the information can be retrieved from if necessary.

Example: WB 2045 Part 135 documentation shall be retained at USA Jet Airlines for a period of no less than 30 days. For further information on retention of records reference this manual, chapter 20.30.

FLIGHT FOLLOWING MANUAL 20.10.6 FLIGHT PAPERWORK RELEASE Aug 31, 2016 Release Elements The flight release consists of several elements.

FLIGHT RELEASE: FLIGHT JUS205 ------FLIGHT INFORMATION USA JET FLT #JUS205 03/26/14

PIC: YEAGER PREPARED BY: ALS  F/O: WRIGHT  PHONE: 800-223-8329 ACM: TRP: 123456

  FLIGHT SEQUENCE: FLT A/C STD STA FROM TO ALT1 ALT2 T/OA JUS205 205 2300 0353 KYIP KLAX ONT N/A N/A

FUEL SUMMARY: DEST ALTF RESV HLD/CNT BLST REQD TAXI EXTRA RAMP 24287 1361 3215 0 0 29263 400 3566 12000      FILED FLIGHT PLAN: (IFR)   FP JUS205 DC93/W 432 YIP 2300 340 YIP..DUNKS.J70.PMM.J94.OBK..DSM..OVR..LNK.J60.HEC.RIIVR2.LAX/0453 

1. Flight number and date. 2. Flight follower and contact information. 3. PIC, SIC, additional crew names, and USA Jet trip number. 4. Aircraft tail number. 5. Scheduled departure time. 6. Scheduled arrival time. 7. City pairing and alternate airport(s) (if required). 8. Fuel required to reach destination. 9. Fuel required to reach alternate. 10. Reserve fuel required. 11. Holding, Contingency, and Ballast Fuel locations (if required). 12. Minimum required fuel at beginning of takeoff roll. 13. Taxi fuel. 14. Extra fuel on board for Company minimums or tankering purposes. 15. Total ramp fuel load and recommended for pushback. 16. Flight plan type (IFR/VFR).

FLIGHT FOLLOWING MANUAL 20.10.7 FLIGHT PAPERWORK Sep 28, 2015 RELEASE Release Elements (continued) 17. Aircraft type and equipment designator. 18. Filed Cruise True Airspeed (TAS). 19. Filed flight level. 20. Filed flight plan.

****COMPANY MANUAL CURRENT UPDATE COLOR IS: BLUE **** 

<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> PLEASE USE 734-714-2462 TO FAX ALL PAPERWORK  <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

FUEL PLAN

LOC:______ FUELER:______ UPLIFT TO______ CONTRACT / RETAIL  RETAIL PRICE PER GALLON:$______ SUPPLIER:______ SPECIAL NOTES:______EST UPLIFT______ACTUAL UPLIFT______ ********************************************************************

I HEREBY CERTIFY THAT THIS FLIGHT IS RELEASED IN ACCORDANCE WITH ALL APPLICABLE REGULATIONS.

SIGNED: ______

BLOCK TIMES FLIGHT TIMES FUEL (ACTUAL) EST. FUEL USE

IN . . . . ON . . . . TAKEOFF . . . . TAKEOFF . . . .

OUT . . . . OFF . . . . LANDING . . . . EST BURN . . . . 

TOTAL . . . . TOTAL . . . . BURNOFF . . . . EST LDG . . . . 21. Color of sticker on spine of required aircraft manuals (paper only). 22. Fax number to Operations. 23. Location where fuel will be uplifted. (A fuel provider is not the same as an approved vendor for determining a white bucket test.) 24. FBO or fueler providing fuel. 25. Total fuel (in pounds) to be uplifted. 26. Indication if fuel will be purchased on contract or at retail price. 27. If retail pricing will be used, the retail price per gallon is provided. 28. If contract fuel is purchased, the contracting supplier is provided. 29. Additional notes pertaining to fueling operations. 30. Estimated uplift, to be completed by flight crew. 31. Actual uplift, to be completed by flight crew. 32. Captain (PIC) release signature. 33. Fuel and time recording area for crew.

FLIGHT FOLLOWING MANUAL 20.10.8 FLIGHT PAPERWORK RELEASE Sep 28, 2015 Release Elements (continued) x *****************************************************************************  ************************************************************** * NATIONAL CLEARANCE DELIVERY PHONE NUMBER -- 1-888-766-8267 * **************************************************************

***************************************************************************** WEIGHT & BALANCE / MEL DEFERRALS 215 LBS IN AFT (ZONE S) 143 LBS IN FWD (ZONE O) TOTAL FAK = 358 LBS  FUSE TANK ALT MEASURE SYSTEM TUBE MISSING (MX TRACKING-NOT A DMI)

NONE.

***************************************************************************** 34. National Clearance Delivery phone number. 35. Weight and Balance/MEL Deferrals. Indicates weight and position of Fly-Away Kit (FAK) and any deferred items. Note: The statement “NONE” indicates there are no active deferrals.

FLIGHT FOLLOWING MANUAL 20.10.9 FLIGHT PAPERWORK Sep 28, 2015 RELEASE Release Elements (continued)

***************************************************************************** EFB NOTAMS CURRENT EFB WEIGHT AND BALANCE MODULE VERSION 205: R1 20131201  COMPANY EFB ALERTS:NONE

EFLITE: 3.14.3 (OPEN EFLITE APP)

IOS: 7.0.2 (SETTINGS - GENERAL)

JEPPESEN: 2.1.2 (SETTINGS - JEPPFD-PRO)

MYMOBILE365: 2.0.0 (SETTINGS - MYMOBILE365)

*****************************************************************************

AIRPORT NOTES: KLAX *****TAILORED SET***** AIRPORT NAME: LOS ANGELES INTL  #### CITY: LOS ANGELES, CA ARFF INDEX: E#### LONGEST RWY: 12091 ELEV: 126 APT OF ENTRY: N LDG RIGHTS APT: Y#### APT MANAGER: 310-646-4267 EXT: #### APT OPERATIONS: 310-417-0470 EXT: #### POLICE: 310-646-4268#### PRIMARY FSS LOC: HAWTHORNE#### APPROVED FUEL VENDOR - ATLANTIC/MERCURY AIR#### OVERVIEW: THE HIGHEST OBSTACLES IN THE AREA ARE BUILDINGS RISING TO 1173 FEET MSL 7 NM TO THE NORTHEAST.#### ALSO TO THE NORTHEAST, THE SAN GEBRIEL MOUNTAINS, WITH TERRAIN ABOVE 9000 FEET MSL, ARE#### WITHIN 40 NM. THIS AREA IS HEAVILY CONGESTED WITH MANY DIFFERENT AIRCRAFT TYPES. NUMEROUS#### BIRDS ARE PRESENT ON AND IN THE AIRPORT VICINITY. #### **********************#### SPECIAL USE AIRPORT **********************####

AIRPORT NOTES: KONT *****TAILORED SET***** AIRPORT NAME: ONTARIO INTL #### CITY: ONTARIO, CA ARFF INDEX: D#### LONGEST RWY: 12198 ELEV: 944 APT OF ENTRY: N LDG RIGHTS APT: N#### APT MANAGER: 909-975-5300 EXT: #### APT OPERATIONS: 909-975-5344 EXT: #### POLICE: 909-986-6711#### PRIMARY FSS LOC: RIVERSIDE#### #### *********************#### SPECIAL USE AIRPORT *********************####

AIRPORT NOTES: KPUB AIRPORT NAME: PUEBLO MEMORIAL #### CITY: PUEBLO, CO ARFF INDEX: B#### LONGEST RWY: 10496 ELEV: 4726 APT OF ENTRY: N LDG RIGHTS APT: N#### APT MANAGER: 719-948-3361 EXT: #### APT OPERATIONS: 719-948-3361 EXT: #### POLICE: 719-320-2710#### PRIMARY FSS LOC: DENVER####

AIRPORT NOTES: KYIP *****TAILORED SET***** AIRPORT NAME: WILLOW RUN #### CITY: DETROIT, MI ARFF INDEX: L#### LONGEST RWY: 7526 ELEV: 716 APT OF ENTRY: N LDG RIGHTS APT: Y#### APT MANAGER: 734-485-6670 EXT: #### APT OPERATIONS: EXT: #### POLICE: 734-483-6700#### PRIMARY FSS LOC: 517-321-5957#### APPROVED FUEL VENDOR: ACTIVE AERO SERVICES#### APPROVED DE-ICE VENDOR - ACTIVE AERO####

36. EFB NOTAMS, indicate the current software and weight and balance modules for the EFB applications. 37. Airport notes. An approved fuel vendor indicates that the vendor has been audited and a white bucket test is not necessary.

FLIGHT FOLLOWING MANUAL 20.10.10 FLIGHT PAPERWORK RELEASE Apr 7, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 20.15.1 FLIGHT PAPERWORK Sep 28, 2015 FLIGHT PLAN Flight Plan

Elements The flight plan consists of several elements.

------COMPUTER FLIGHT PLAN ------  PLAN 8858 TRIP 123456 KYIP TO KLAX A032 LRC/F IFR 03/26/14 NONSTOP COMPUTED 2013Z FOR ETD 2300Z PROGS 2612 NWS 205 LBS  FUEL TIME DIST ARRIVES TAKEOFF LAND AV PLD OPNLWT  POA KYIP 003413 00/36 0183 1546Z 074075 070662 000261 062214  ALT KDTW 001200 00/06 0008 1552Z IDX 5738  HLD 000000 00/00 RES 003421 00/45   BLST 000000  REQ 008034 01/27  TXI 000400  XTR 003566 00/50  TOT 012000 02/17

KYIP..DUNKS J70 PMM J94 OBK..DSM..OVR..LNK J60 HEC RIIVR2 KLAX WIND  M058 MXSH 4/BCE  ETP KYIP/KPUB 01/34 0542NM N41132W095252 ETP KPUB/KLAX 03/49 1381NM N37258W112426  LRC FL340 024287 04/53 LRC FL320 024555 04/56

1. Flight plan number, type of leg, computed time (Ex. Plan 8858, a nonstop leg that was computed at 2013Z). 2. Departure Airport, ETD for this leg (Ex. Departing KYIP at an estimated departure time of 2300Z). 3. Arrival airport. 4. Flight planning system code representing aircraft type and engine model, if applicable. Aircraft Type Code DC-9 (-10 Series) D917 DC-9 (-30 Series) A032 MD-83 MD83 DA-20-D FJFD DA-20-E FJFE B-727 727Q

FLIGHT FOLLOWING MANUAL 20.15.2 FLIGHT PAPERWORK FLIGHT PLAN Sep 28, 2015 Elements (continued) 5. PROGS = Winds used to compute flight plan (Ex. In this case the prognostic winds were drawn from the Aviation Digitized Format from the 23rd day of the month at 0000z). 6. LRC/F: Planning Method (LRC) and Flight Plan Type (IFR). 7. Date computed, tail number, and indication that flight plan is calculated in pounds. 8. Fuel/time/distance required to reach destination. 9. Fuel/time/distance required to reach alternate. 10. Holding fuel (if required). 11. Reserve fuel (if required). 12. Fuel required at beginning of takeoff roll. 13. Planned taxi fuel. 14. Extra fuel for Company minimums or tankering. 15. Total planned fuel at pushback. 16. Estimated arrival times. 17. Planned takeoff weight. 18. Planned landing weight. 19. Average payload. 20. BOW (Operating Weight) and Operating Index of aircraft. 21. Filed route. 22. Average winds in knots and planned flight level. M = headwind, P = tailwind. Maximum wind shear level and waypoint over which it occurs. 23. Driftdown equal time point calculations (only appears for driftdown sensitive routes). ETP KYIP/KPUB 01/34 0542NM N41132W095252 ETP KPUB/KLAX 03/49 1381NM N37258W112426 In the example above, the ETP between KYIP and KPUB is 1 hour and 34 minutes and 542NM from departure. The ETP between KPUB and KLAX is 3 hours and 49 minutes and 1,381NM from departure. Latitude and longitude coordinate for each ETP are also provided. Note: Further driftdown information appears later in the flight plan and is explained later in this section. 24. En route fuel burn and time analysis with change in planned flight level.

FLIGHT FOLLOWING MANUAL 20.15.3 FLIGHT PAPERWORK Sep 28, 2015 FLIGHT PLAN Elements (continued)

ELEV 00716FT WPT TL MC TC TDV/S TAS ZD ZT TTM TLBO SCORE TO FL MH TH WIND GS TTL ETA ATA ACBO TM/FU FREQ  ------          N42144W083319 KYIP DCT ------N42256W084117  .. 297 291 ../. ... 032 0008 0008 0019 DUNKS DCT ...... 301 ...... 0032 ...... /..

------ N42262W084306 .. 279 272 ../. ... 014 0003 0011 0024 ALPHE J70 ...... 284 ...... 0046 ...... /..

------N42276W085366 .. 275 271 ../. ... 049 0008 0019 0035 TOC J70 ...... 280 ...... 0095 ...... /..

------ N42280W086063 39 275 271 M05/1 432 022 0004 0023 0038 PMM J70 ... 340 280 274 29074 361 0117 ...... /.. 112.1 ------N42179W087242 39 262 260 M05/1 433 059 0010 0033 0047 KUBBS J94 ... 340 268 263 28069 367 0176 ...... /..

------25. ELEV = Departure airport elevation (Arrival airport elevation located at end of plan). WPT/To Freq = Waypoint to next Navaid, TOC or TOD and the appropriate frequency. 26. Tropopause Layer and Flight Level. 27. Magnetic Course and Magnetic Heading. 28. True Course and True Heading. 29. Temperature Deviation from ISA, Wind Shear level, and Winds. 30. True Airspeed and Groundspeed. 31. Zonal Distance (between waypoints) and Total Distance. 32. Zonal Time (between waypoints) and Estimated Time of Arrival. 33. Total Time and Actual Time of Arrival. 34. Total Burnoff and Actual Burnoff. 35. Score time and fuel (compare to actual flight plan). 36. Latitude and Longitude coordinates of waypoint. 37. Navaid/waypoint identifier, frequency (if applicable), and routing (DCT = Direct, JXXX = airway). 38. Top of Climb location.

FLIGHT FOLLOWING MANUAL 20.15.4 FLIGHT PAPERWORK FLIGHT PLAN Sep 28, 2015 Elements (continued)

 FIRS KZAU/2314 KZMP/0020 KZDV/0100 KZLC/0224 KZLA/0248 MSA TTK DIST  FL W/C TIME  FUEL ALTERNATE - 1 KONT 129 080 041 090 P030 00.11 1361 39. FIR boundaries and the time in Zulu when the aircraft will reach the boundary. 40. Minimum Safe Altitude from the destination to the alternate airport. 41. Track to alternate airport. 42. Distance to alternate airport. 43. Flight level to alternate airport. 44. Wind component to alternate airport. (M = headwind, P = tailwind). 45. Time to alternate airport. 46. Fuel burn to alternate airport.

WIND ALOFT TEMPS NEG ABV 24000   FL / 3000 6000 9000 12000 POS Wind Tem WS Wind Tem WS Wind Tem WS Wind Tem WS    DUNKS 22014M07-05 26024M10-06 30035M10-05 31045M13-03 ALPHE 22015M07-05 26025M10-07 30035M10-07 31044M13-03 PMM 21016M06-05 25025M08-06 29034M09-05 30043M12-03 KUBBS 21019M03-05 24026M05-06 28033M07-06 29040M11-03 OBK 20022M01-05 24029M03-06 27034M06-05 28039M10-03 DSM 19036P01-09 22046M01-06 24041M03-04 25039M08-03 OVR 20041P05-06 21048P01-04 22040P01-04 23032M05-04 LNK 20042P05-06 21046P02-04 21033P02-04 23027M04-02 DRABS 20037P06-04 21040P03-03 22029P02-03 23024M04-02 HCT 18032P12-05 20033P07-05 23026P04-04 24025M03-00 DVV 23012P20-01 24015P13-01 24018P05-01 24021M03-01 DBL 23009P13-00 23012P07-02 23017P01-02 24025M06-03 HVE 26022P14-01 26026P07-03 26034 00-02 26036M08-00 BCE 27019P11-00 27022P05-02 29029M02-02 28030M09-01 BLD 25015P12-00 26018P06-02 27023M02-03 28027M09-01 HEC 26025P13-02 27027P06-02 29024M01-02 29030M07-03 DYPSO 27030P11-03 27034P05-01 29033M01-02 29039M06-03 GRAMM 26024P10-02 27030P04-02 29034M01-02 29040M06-03 RUSTT 26018P09-02 27025P03-03 29034M01-03 29041M05-02

47. Waypoint identifier. 48. Altitude/Flight Level. 49. Wind direction and speed. 50. Temperature. 51. Wind shear component.

FLIGHT FOLLOWING MANUAL 20.15.5 FLIGHT PAPERWORK Sep 28, 2015 FLIGHT PLAN Flight Plan Driftdown Section The purpose of Driftdown is to comply with regulations that ensure the safety of flight in emergency situations. Jeppesen's Driftdown features are intended to assist in verifying compliance with FARs that define operational limitations with one-engine inoperative, as related to terrain clearance.

DRIFTDOWN SUMMARY DATA CRZ TO BURN FL MSA TO BURN FL MSA FOB LAT LON W LRC KYIP 012259 100 041 KPUB 012498 100 163 019752 N41132 W095252 M *KPUB 009679 100 166 KLAX 009789 100 141 009123 N37258 W112426 MF 1LE KYIP 007728 190 041 KPUB 007689 190 163 019632 N41114 W095366 *KPUB 005374 230 166 KLAX 005321 230 141 008939 N37162 W112570           *WARNING FLAGS*: M-MSA, D-FUEL DUMP REQ., F-DIVERT FUEL REQ.

52. Driftdown Summary. LRC = Long range cruise with both engines operating at 10,000’ due to depressurization. 1LE = single engine driftdown. 53. Backward divert airport. 54. Fuel burn from ETP to backward divert airport. 55. Planned flight level to backward divert airport. 56. Minimum safe altitude between ETP and backward divert airport. 57. Forward divert airport. 58. Fuel burn, planned flight level, and MSA as applicable to forward divert airport. 59. Fuel on board at ETP. 60. ETP latitude and longitude coordinates. 61. Warning flags. M: Indicates that the cruise altitude is below the grid MORA from the applicable ETP to the divert airport via a great circle route. D: Not applicable to USA Jet fleet. F: Indicates that additional fuel is required from the applicable ETP to the diversion airport. X: Indicates that an error has occurred in the driftdown summary calculation.

FLIGHT FOLLOWING MANUAL 20.15.6 FLIGHT PAPERWORK FLIGHT PLAN Sep 28, 2015 Flight Plan Driftdown Section (continued) Note: A flight can be released with an “M” warning flag and the flight crew can ensure terrain clearance by performing the following procedure. 1. Review the flight plan driftdown summary to determine the MSA and cruise flight level for the trip. 2. Subtract the MSA (highest terrain along the intended route of flight) from the planned cruise altitude. 3. Consult the Driftdown Distance/Fuel Burn chart to determine the distance traveled to the highest MSA. 4. Consult the Jeppesen Driftdown Chart and ensure that the aircraft can fly an escape path avoiding all terrain within the chart driftdown distance and that adequate fuel resources will be available for approach and landing into the escape alternate.

FLIGHT FOLLOWING MANUAL 20.20.1 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Runway Analysis

Performance Data

FAR: 121.117, 121.173, 121.443 Operation Specification: A009 Performance calculations are required for operations to determine aircraft performance limitations for takeoff and landing. This information must be referenced for accurate and safe flight planning. Each flight must be conducted within performance and structural limitations of each aircraft and each crew should have applicable performance information prior to departure. Headwind and tailwind components will not be utilized for preplanning of flights.

Wet or Slippery Runway FAR: 121.195 It will be USA Jet Airline's policy to release all flights assuming dry destination runways unless current or forecast meteorological conditions dictate otherwise. If a runway NOTAM is issued that indicates ice on runway, the WET landing data should be used. If the NOTAM indicates "patchy or scattered" areas of ice, then the runway may be considered DRY. Judgment must be exercised prior to releasing a flight on the basis of a dry runway in order to ensure compliance with FAR 121.195(d). Judgment should be based on operating experience into the particular airport, considering such factors as geographic location, the period during which precipitation conditions have existed, prevailing temperature, wind, known condition of runway surface with respect to contamination such as volcanic ash, soot, dust, oil and an estimate of pavement temperature based on recent temperature conditions. If unsure of the particular condition of a runway, a call to the Airport Authority would be appropriate paying particular attention to the ROLLOUT end of the runway. A grooved runway is not considered wet unless standing water is present.

FLIGHT FOLLOWING MANUAL 20.20.2 FLIGHT PAPERWORK RUNWAY ANALYSIS Apr 7, 2014 121 Operations Aircraft Performance Group (APG) is the approved provider for USA Jet's airport analysis, takeoff, enroute and landing performance computations, and obstacle analysis. The computerized airport analysis report provided by APG, or the performance tables and charts in the appropriate approved manual, will be used to determine the weight and performance limitations for takeoff and landing at each airport with considerations to the following: • Runway length • Obstacle clearance • Headwind or tailwind • Runway slope • Contaminated Runway issues • Takeoff flap settings • Aircraft MEL items • Airport Elevation • Temperature at Departure/Destination • Engine Anti-ice On/Off • Air Conditioning Packs On/Off APG data is obtained via the APG web site, http://atlas.apg.aero Note: If the Internet is unavailable contact the 24 hour system support for assistance at: • Phone ...... 303-539-0410 • Fax ...... 303-539-0415 • Email ...... [email protected]

Temporary Runway Restrictions Whenever a portion of the runway is closed, declared distances have been temporarily modified, or thresholds are temporarily displaced this information will in the NOTAMs for the airport. Information will included the specifics of the change and the timing duration of the change. APG offers users the ability to obtain data for these temporary restrictions directly in many cases. The user can specify the applicable changes to the runway distance for either takeoff or landing, effectively "moving" the runway threshold the desired distance.

FLIGHT FOLLOWING MANUAL 20.20.3 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Maximum Takeoff Gross Weight

FAR: 121.189, 121.195 The computer generated maximum takeoff gross weight calculations automatically consider temperature, tailwind decrements, pressure (QNH), elevation, runway length, obstruction limits, and MEL/CDL penalties. Other considerations in determining the maximum takeoff gross weight include terrain clearance limiting weights, decompression and driftdown. Contaminants are considered if input by the flight follower. If required, the benefit of additives can be obtained. Additives include headwinds and anti-ice status. Note: Maximum crosswind limitations do not inhibit a takeoff weight calculation nor is wind considered if the METAR reports the wind as variable since no direction is included

Maximum Landing Gross Weight

FAR: 121.195, 121.197 The computer generated maximum landing gross weight calculations automatically consider temperature, tailwind decrements, elevation, runway length, MEL/CDL penalties. Contaminants are considered if input by the flight follower. Note: Maximum crosswind limitations do not inhibit a landing weight calculation nor is wind considered if the METAR reports the wind as variable since no direction is included Using wet weights provides an additional 15% runway distance. Reasonable judgement must be exercised by flight followers and pilots when making a wet runway determination. Performance calculations must assure that the aircraft can be brought to a full stop landing within 60% of the effective length of the runway from a point 50 feet above the intersection of the obstruction clearance plane and the runway. Except in an emergency, the maximum aircraft structural, runway limit or approach climb limit weight must not be exceeded.

FLIGHT FOLLOWING MANUAL 20.20.4 FLIGHT PAPERWORK RUNWAY ANALYSIS Apr 7, 2014 Takeoff Weight Chart

     

    



  

1. Effective date of airport analysis. 2. Aircraft type and engine configuration. 3. Airport ICAO identifier, city, state and airport name. 4. Airport elevation.

FLIGHT FOLLOWING MANUAL 20.20.5 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Takeoff Weight Chart (continued) 5. Flap configuration and overspeed correction. 6. Warning area indicating special departure procedures are applicable. 7. Airport temperature. 8. Runway number and runway length. “DP” indicates a special departure procedure exists. 9. Maximum climb limitation or structural limitation weight. Weights are presented with the last two zeros omitted. For example, 907 = 90,700 pounds. 10. Maximum takeoff EPR for outside air temperature. 11. Maximum reduced EPR for given temperature and weight. 12. Maximum takeoff weight, as limited by runway, tire speed or brake energy. Note: An asterisk (*) indicates that climb performance is less than the field length limit. Note: The maximum allowable weight is the lower of number 12 and number 9. 13. Headwind and tailwind corrections in pounds per knot of headwind / tailwind to be added (headwind) or subtracted (tailwind) from the zero wind weight. 14. Anti-skid Inoperative (ASI) and Auto Ground Spoiler Inoperative (AGSI) corrections in pounds to be subtracted from the maximum allowable takeoff weight.An N/A indicates takeoff in this configuration is not allowed. 15. Acceleration height in feet MSL. This is typically 1,000’ above the airport elevation.

Warning: Obstacle clearance is not assured if level-off is initiated below this altitude.

FLIGHT FOLLOWING MANUAL 20.20.6 FLIGHT PAPERWORK RUNWAY ANALYSIS Apr 7, 2014 Special Departure Procedures The maximum allowable takeoff weights indicated on the takeoff weight chart are based upon the Special Departure Procedures. These procedures describe the non-standard, one engine inoperative departure flight path.

 

 

1. Airport city, state and name. 2. Airport ICAO identifier and date of airport procedure. 3. Runway identifier and special departure procedure number, if multiple procedures exist. 4. Special departure procedure instructions.

FLIGHT FOLLOWING MANUAL 20.20.7 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Landing Performance Analysis

     

  



1. Aircraft type and engine configuration. 2. Airport identifier, city, state and name. 3. Landing field elevation. 4. Approach climb limitations and flap configuration. 5. Temperature and corresponding climb weight limitation. 6. Corrections based on anti-ice use and residual ice accumulation. 7. Runway identifier, length, slope and wind status. 8. Landing field length weight limitations based on antiskid operative and autospoilers operative for dry and wet runway. 9. Landing field length weight limitations based on antiskid operative and manual spoilers for dry and wet runway. 10. Landing field length weight limitations based on antiskid inoperative and autospoilers operative for dry and wet runway. 11. Landing field length weight limitations based on antiskid inoperative and manual spoilers for dry and wet runway. 12. Critical tailwind component and wind correction in pounds per knot. FLIGHT FOLLOWING MANUAL 20.20.8 FLIGHT PAPERWORK RUNWAY ANALYSIS Mar 2, 2015 135 Operations Falcon performance calculations are required to ensure all structural and performance limitations are adhered to. Flight Following shall utilize the Falcon 20 Operating Handbook to ensure runway takeoff and landing limitations are met. Crewmembers will perform weight and balance calculations to ensure structural limitations are met.

Falcon 20 Operating Handbook Takeoff Performance Falcon Performance is based on runway length limitations. The pertinent information to determine prior to utilizing the operating handbook for takeoff data is: • Takeoff Weight • Airport Elevation • Runway Length • Airport Temperature (at time of departure) Note: All data is rounded to the next highest value provided in the data.

FLIGHT FOLLOWING MANUAL 20.20.9 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Takeoff Performance (continued) 0° Flaps takeoff V-Speeds 140 134 175 158 143 R 2 FS ENR REF 0° Flap V V V V Underlined blue indicates 0° Flaps takeoff with engine anti-ice OFF N/A

V 127/6300 138/8670 Temp in °C (rounded up) N/A

138/9100 N/A 138/9600 indicates takeoff

N/A conditions not authorized 138/10300 indicates 15° N/A Red Flaps takeoff with engine anti-ice ON 138/9700 138/9950 138/8950 138/9600 138/10450 138/9700 132/5950 133/6200 133/6200 132/5950 133/6550 133/6750 133/7350 133/7350 133/6750 133/7800 134/7850 138/7680 132/5400 132/5600 132/5600 132/5400 133/5700 132/5550 132/5800 132/5800 132/5550 133/5900 -10°C 0°C -10°C 5°C 10°C 20°C 30°C 40°C 1 Underlined magenta indicates 0° Flaps takeoff with engine anti-ice ON speed / Min runway length required 175 2000 131/5700 131/5925 131/6050 131/6175 131/6425 131/7025 134 1 148 1000 131/5500 131/5700 131/5775 131/5850 131/6175 131/6550 163 133 SL 131/5350 131/5500 131/5600 131/5700 131/5925 131/6225 131/6800 Black numbers indicate 15° Flaps takeoff with engine anti-ice OFF V 128 R 2 FR FS ENR REF Airport Elevation (rounded up) 27,000 V 27,000 V V V V V V 4000 131/7750 131/6800 131/6600 131/6400 131/6200 CF-700-2D 6000 131/7190 131/7450 131/7775 8000 131/8100 eeds p Engine Type 15° Flaps takeoff V-S Takeoff Weight (rounded up)

FLIGHT FOLLOWING MANUAL 20.20.10 FLIGHT PAPERWORK RUNWAY ANALYSIS Mar 2, 2015 Landing Performance CF-700-2D Landing performance is also based on runway length limitations. The pertinent information for landing data for utilizing the operating handbook is: • Estimated Landing Weight • Airport Elevation Note: All data is rounded to the next highest value provided in the data.

FLIGHT FOLLOWING MANUAL 20.20.11 FLIGHT PAPERWORK Apr 7, 2014 RUNWAY ANALYSIS Landing Performance (continued) Maximum Temp °C Maximum Authorized for Landing Conditions Due to Go-Around Performance Landing Distance Required for Landing (Part 91 Limitation) Landing Field Length Required for Landing (Part 135 Limitation) uthorized (*) Indicates Landing Conditions Not A 27° 27° 5120 5120 3360 3360 Field Elevation Engine Type LFL LFL 6330 5900 5650 5400 5150 LFL 6230 5800 5600 5350 5100 LFL 5870 5600 5300 5100 4850 LFL 5610 5300 5050 4800 4600 LFL 5220 5000 4850 4650 4450 LFL 4850 4650 4500 4300 LFL 4940 4700 4500 4350 4200 LFL 4800 4550 4350 4200 4050 LFL 4630 4400 4200 4050 3900 LNG DIST 3090 3240 3390 3540 3800 3800 3540 3390 3240 3090 DIST LNG 3740 3480 3360 3210 3060 DIST LNG 3520 3360 3180 3060 2910 DIST LNG 3130 3000 2910 2790 2670 DIST LNG DIST LNG 2780 3070 2910 2790 2700 2580 DIST 2880 LNG 3030 2960 2820 2700 2610 2520 DIST 3180 LNG 2880 2730 2610 2520 2430 DIST LNG 2780 2640 2520 2430 2340 DIST LNG MAX MAX 33° 18° MAX 34° 4° 20° MAX 39° MAX -13° 41° 31° 14° -2° 6° 46° 31° 42° * MAX -11° 13° 46° 35° 22° 8° 46° 35° * MAX -1° 20° 46° 41° 31° 15° 46° * MAX 7° 46° 37° 46° -11° MAX 46° 42° 33° 46° Final Approach Speed Missed Approach Speed 134 134 134 130 127 125 122 120 117 115 140 140 139 134 131 128 126 120 120 40° 40° 40° 40° 40° 40° 40° 40° 40° 25° 25° 25° 25° 25° 25° 25° 25° 25° 117 25° REF AC REF AC REF AC REF AC REF AC REF AC REF AC REF AC REF AC V V V V V V V V V V V V V V V V V V 27 26 25 24 23 22 21 20 27.3 A/C WT SPEEDS WT SL 2000 4000 6000 8000 RUNWAY A/C ANTI-ICE OFF CF-700-2D Final Approach Flap Setting Missed Approach Flap Setting ) 000s Estimated Landing Weight (

FLIGHT FOLLOWING MANUAL 20.20.12 FLIGHT PAPERWORK RUNWAY ANALYSIS Mar 2, 2015 Landing Performance (continued) While for Part 91 it is acceptable to utilize the Landing Distance data, it is prudent to check the takeoff data for that airport to ensure there are not any weight or performance limitations due to a shorter runway when departing. Landing Field Length (LFL) shall be utilized for all Part 135 legs, as well as any time there is a known contamination issue on the runway. Note: Utilize the contaminated Runway information in the operating handbook to determine correct formula for calculating actual landing field length required. Example: Wet LFL = Dry LFL X 1.15

FLIGHT FOLLOWING MANUAL 20.25.1 FLIGHT PAPERWORK Mar 2, 2015 DRIFTDOWN Driftdown

Procedures

FAR: 121.191 Operation Specification: B029 Manual Reference: GOM 60.15 Performance must be considered when a flight is operated over mountainous terrain (any terrain with an elevation of 5001 feet MSL or higher) and flights to and from Mexico. Driftdown procedures recognize that an aircraft, when confronted with an engine failure, may not have sufficient power to maintain level flight at its current altitude. The aircraft literally "drifts down" from high altitude to a lower altitude where performance on the remaining engine improves to a degree that level flight can be maintained. Driftdown procedures are located in the approved operating manuals. Driftdown procedures ensure that the aircraft will be able to driftdown from its current altitude during climb out, or from at or above a designated minimum driftdown altitude during cruise, and maintain a minimum altitude separation of 2,000 feet above all obstacles within five statue miles either side of the intended route of flight. Diversion coverage is provided for the entire length of each route segment. The aircraft must have the capability to maintain a positive climb gradient at an altitude of 1500 feet above the alternate airport elevation. Note: Flight following releases aircraft utilizing Method 2. Reference GOM for explanation of Method 1. The driftdown alternate airports listed represent recommendations based on performance evaluations, but may not be the nearest suitable airport in each situation (i.e., the information is for planning only and compliance is not required in flight, the flight crew will divert to the nearest suitable airport. Refer to Chapter 20.15 for Driftdown calculation example in a flight plan.

FLIGHT FOLLOWING MANUAL 20.25.2 FLIGHT PAPERWORK DRIFTDOWN Mar 2, 2015 Flight Plan Warnings Warning flags will appear on the flight plan if driftdown considerations are impacted by the filed route, weight, aircraft performance or MSA. Warning flags: M = high MSA F = divert fuel required D = fuel dump required (aircraft not equipped for fuel dump) Note: A flight can be released with an "M" warning flag and the flight crew can ensure terrain clearance by performing the following procedure. 1. Review the flight plan driftdown summary to determine the MSA and cruise flight level for the trip. 2. Subtract the MSA (highest terrain along the intended route of flight) from the planned cruise altitude. 3. Consult the Driftdown Distance / Fuel Burn chart to determine the distance traveled to the highest MSA. 4. Consult the Jeppesen Driftdown Chart and ensure that the aircraft can fly an escape path avoiding all terrain within the chart driftdown distance and that adequate fuel resources will be available for approach and landing into the escape alternate. Refer to GOM 65.05.7 for details. 5. B-727 has fuel dumping capabilities. Reference the FFM Chapter 25.10 and the B-727 AOM for further information.

FLIGHT FOLLOWING MANUAL 20.25.3 FLIGHT PAPERWORK Apr 7, 2014 DRIFTDOWN Method 2 Driftdown Planning FAR: 121.192(a)(2) USA Jet Airlines will utilize Method 2 Driftdown Planning on all flights when driftdown is a consideration. Method 2 requires that, if an engine failure occurs, the aircraft must be able to divert to a suitable airport while descending from normal cruise altitude to the single-engine level-off altitude and be able to clear all obstructions 5 SM either side of the route by 2000 feet until reaching the diversion airport. The aircraft must also have a positive net gradient at 1500 feet above the destination airport. Under optimum conditions, these requirements provide actual aircraft altitude capability of approximately 7000 feet over the most critical obstruction and 6500 feet above the diversion airport field elevation when operating at enroute climb speed and planned conditions. Only deviate below the planned altitude if, after referring to the MORA information on LOW ENROUTE charts and single-engine level-off performance charts, a lower cruise altitude is determined to not compromise terrain clearance. Note: Note: If driftdown consideration becomes necessary, utilize the driftdown charts contained in the Jeppesen Tailored Set.

FLIGHT FOLLOWING MANUAL 20.25.4 FLIGHT PAPERWORK DRIFTDOWN Apr 7, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 20.30.1 FLIGHT PAPERWORK Mar 2, 2015 RETENTION OF RECORDS Retention of Records

General

FAR: 121.697(e)(1), 135.63(d) Flight paperwork records are stored under the custody of the Director of Flight Following, or designee, at the principal base of operations: USA Jet Airlines Air Operations 2068 E Street Belleville, MI 48111

Flight Releases

FAR: 121.443, 121.697 If a flight originates at a principal base of operations, a signed copy the following documents shall be retained at that base. • Load Manifest • Flight Release • Airworthiness Release • Flight Plan • Route Certification If a flight originates at a place other than a principal base of operations, the pilot-in-command, or other authorized person, shall, before or immediately after departure, mail/fax signed copies of the documents listed above to the principal base of operations. A captain's signature on the flight release indicates acceptance of, and compliance with, route certification requirements. These requirements include examination of weather information, terrain and obstructions, knowledge of navigation facilities and communication procedures, minimum flight levels, instrument approach procedures, airport diagrams, and all applicable NOTAMS.

FLIGHT FOLLOWING MANUAL 20.30.2 FLIGHT PAPERWORK RETENTION OF RECORDS Oct 24, 2016 Hazardous Materials Paperwork Employees shall refer to applicable regulations to ensure that shipping documentation requirements are followed when shipping, accepting, or transporting hazardous materials. Whether offered under 49 CFR or ICAO, two copies of the shipping papers must be provided with the shipment. One copy must accompany each shipment, and one copy must be maintained on file as follows: • Shipper - Two (2) years. • Carrier - One (1) year. Reference Chapter 65 for additional Hazardous Materials information.

Paperwork Retention

FAR: 121.697(d)

Time of Retention Paperwork Part 121 Part 135 Flight Release & Plan 3 Months N/A HazMat Paperwork 2 Years (Shipper), 1 Year (Carrier) Weight & Balance 3 Months 30 Days Customs Paperwork and 3 Months 30 Days EWINS Logbook Pages 3 Months 30 Days

FLIGHT FOLLOWING MANUAL 25.0.1 FUEL PLANNING Sep 28, 2015 TABLE OF CONTENTS 25. Fuel Planning

Introduction...... 25.5.1 Fuel Planning ...... 25.5.1 FAR 121 Required Fuel Supply ...... 25.5.1 En Route Fuel Supply: Flag and Supplemental Operations . 25.5.2 Considerations for Required Fuel ...... 25.5.3 FAR 135 Required Fuel Supply ...... 25.5.4 FAA Minimum Reserve Fuel ...... 25.5.5 Gear Down Operations ...... 25.5.6 Engine Out Operations ...... 25.5.7

Requirements ...... 25.10.1 Fuel Planning and Management ...... 25.10.1 Preflight Planning ...... 25.10.1 Fuel Planning Procedures ...... 25.10.2 Fuel Plan Completion Procedure ...... 25.10.2 Fuel Aboard Prior to Takeoff ...... 25.10.3 Specific Fuel Procedures ...... 25.10.3 B-727 AOM ...... 25.10.3 Taxi Fuel ...... 25.10.4 Domestic Fuel Planning Flow Chart ...... 25.10.5 International Fuel Planning Flow Chart ...... 25.10.6 Flight Release Fuel Definitions ...... 25.10.7 Enroute Fuel Burn (POA) ...... 25.10.7 Reserve Fuel (RES) ...... 25.10.7 Alternate Fuel (ALT) ...... 25.10.8 Hold (HLD)/Contingency (CNT) Fuel ...... 25.10.8 Taxi Fuel (TXI) ...... 25.10.9 Required at Takeoff Fuel (REQ) ...... 25.10.9 Extra Fuel (XTR) ...... 25.10.9 Total Ramp Fuel (TOT) ...... 25.10.9 Ballast Fuel (BLST) ...... 25.10.9 Tankering ...... 25.10.10 Contract Fueling ...... 25.10.10 Fueling Definitions ...... 25.10.11 Purchasing Fuel ...... 25.10.12 Fuel Notations ...... 25.10.12 Receipts ...... 25.10.12 Willow Run Fuel Procedures ...... 25.10.13 Outstation Fueling ...... 25.10.13 Fuel Quality Vendors ...... 25.10.13 FLIGHT FOLLOWING MANUAL 25.0.2 FUEL PLANNING TABLE OF CONTENTS Sep 28, 2015

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FLIGHT FOLLOWING MANUAL 25.5.1 FUEL PLANNING Mar 2, 2015 INTRODUCTION Introduction

Fuel Planning

FAR 121 Required Fuel Supply FAR: 121.623(b), 121.645 Operation Specification: C067 Manual Reference: GOM 20.10 Fuel planning for supplemental operations within the 48 contiguous United States and the District of Columbia, after considering wind, weather, MEL items, etc., the aircraft must have enough fuel: 1. To fly to the airport to which it is released; 2. Thereafter to fly to and land at the most distant alternate airport specified in the release; and 3. Thereafter to fly for 45 minutes at normal cruising fuel consumption. Note: Refer to FFM Chapter 15.25 for Part 135 Alternate Airport Requirements. Fuel planning for supplemental operations outside of the 48 contiguous United States and the District of Columbia, after considering wind, weather, MEL items, etc., the aircraft must have enough fuel: 1. To fly and land at the airport to which it was released; 2. After that, to fly for a period of 10% of the total time required to fly from the airport of departure to, and land at, the airport to which it was released; 3. After that, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required; and 4. After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport (or the destination airport if no alternate is required) under standard temperature conditions. No aircraft will be released to an airport for which an alternate is not specified under 121.623(b) unless, the airport is referenced in Table 1 of OpSpec C067, and it has enough fuel considering wind and other weather conditions expected to fly to that airport and thereafter to fly for at least two hours at normal cruising fuel consumption.

FLIGHT FOLLOWING MANUAL 25.5.2 FUEL PLANNING INTRODUCTION Mar 2, 2015 En Route Fuel Supply: Flag and Supplemental Operations FAR: 121.646 No person may dispatch or release for flight a turbine-engine powered airplane with more than two engines for a flight more than 90 minutes (with all engines operating at cruise power) from an Adequate Airport unless the following fuel supply requirements are met: 1. The airplane has enough fuel to meet the requirements of operations outside of the 48 contiguous United States and the District of Columbia. 121.645(b). 2. The airplane has enough fuel to fly to the Adequate Airport: a. Assuming a rapid decompression at the most critical point. b. Assuming a descent to a safe altitude in compliance with the oxygen supply requirements of §121.333. c. Considering expected wind and other weather conditions. 3. The airplane has enough fuel to hold for 15 minutes at 1,500 feet above field elevation and conduct a normal approach and landing.

FLIGHT FOLLOWING MANUAL 25.5.3 FUEL PLANNING Mar 2, 2015 INTRODUCTION Considerations for Required Fuel FAR: 121.647 Manual Reference: GOM 70.10 Each person computing fuel required shall consider the following: • Wind and other weather conditions forecast, • Anticipated traffic delays, • One instrument approach and possible missed approach at destination, • Any other conditions that may delay landing of the aircraft. • Required fuel is in addition to unusable fuel, Fuel planning by both the PIC and the Flight Follower will be based on professional analysis of all obtainable information, which may be pertinent to either known or anticipated flight conditions. Both are expected to reach concurrence on the realistic fuel quantity, which is required to operate the planned flight safely and efficiently. Route and altitude selection shall be the responsibility of the PIC. Flights shall be operated over the best available route and at the best available altitude, which will attain the following objectives: • First - Safety • Second - Most economical • Third - Most expeditious Flights will be fueled and released to operate in accordance with the route and altitude filed with ATC. Even though enroute radar vectors are expected to shorten the ATC filed route, flights must be prepared to comply with the initial ATC clearance and all applicable FARs and Operations Specifications.

FLIGHT FOLLOWING MANUAL 25.5.4 FUEL PLANNING INTRODUCTION Mar 2, 2015 FAR 135 Required Fuel Supply FAR: 135.223(a) USA Jet shall ensure all flights released under Part 135 are planned with enough fuel (considering weather reports or forecasts or any combination of them) to: 1. Complete the flight to the first airport of intended landing; 2. Fly from that airport to the alternate airport; and 3. Fly after that for 45 minutes at normal cruising speed. FAR: 135.223(b) An alternate is not required if a standard instrument approach procedure for the first airport of intended landing and, for at least one hour before and after the estimated time of arrival, the appropriate weather reports or forecasts, or any combination of them, indicate that: 1. The ceiling will be at least 1,500 feet above the lowest circling approach MDA; or 2. If a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500 feet above the lowest published minimum or 2,000 feet above the airport elevation, whichever is higher; and 3. Visibility for that airport is forecast to be at least three miles, or two miles more than the lowest applicable visibility minimums, whichever is the greater, for the instrument approach procedure to be used at the destination airport. USA Jet operations utilizes 121.645(b) when flight planning internationally for 135 aircraft as this exceeds the 135 requirements for fueling and ensures and enhanced level of safety for flight.

FLIGHT FOLLOWING MANUAL 25.5.5 FUEL PLANNING Mar 2, 2015 INTRODUCTION FAA Minimum Reserve Fuel Whenever a landing is made with less than the minimum reserve fuel on board, the captain shall give a complete explanation on an Irregularity Report and submit to the Director of Operations. The act of using a portion of the reserve fuel assigned to a flight is not, in its self a cause to declare a minimum fuel state with the controlling agency. Regulations require reserve fuel to enable aircraft to maneuver, due to unforeseen circumstances. Many aircraft safely arrive at their destination having used a portion of the fuel designated as reserve. There is no regulatory definition as to when, specifically, a pilot must declare "minimum fuel" or a fuel emergency. USA Jet guidance for the declaration of minimum fuel and fuel emergency is as follows: • Declare "minimum fuel" when, in the captain's best judgment, any additional delay will cause the flight to burn into reserve fuel. • Declare a fuel emergency at the point at which, in the captain's judgment, it is necessary for the aircraft to proceed directly to the airport of intended landing. Declaration of a fuel emergency is an explicit statement that priority handling by ATC is necessary and expected.

FLIGHT FOLLOWING MANUAL 25.5.6 FUEL PLANNING INTRODUCTION Jan 11, 2016 Gear Down Operations USA Jet Airlines has restricted all planned gear down operations to flights requiring a ferry permit. Fuel burn data will be received through flight following using the Jeppesen Flight Planning System. All airspeed and other operational restrictions located in the appropriate operations manual will be followed. For all unplanned gear down operations crewmembers must follow the appropriate abnormal procedures and limitations, contacting flight following if a requirement exist to receive fuel burn information. • 727 ONLY - Gear Down Cruise (GDC) - Jeppesen has the ability to calculate fuel burn information for both normal and abnormal operations for a gear down scenario. Utilizing the GDC entry ensures that the Jeppesen flight planning system will automatically adjust fuel burns as required per the AFM - Normal Operations - Populate flight plan with required data. For the cruise speed information type in GDC (Gear Down Cruise) and compute plan Note: GDC will appear red in the standard tab indicating a non-standard cruise selection. - Abnormal Operations - Prepare an in-flight divert from the initial flight plan that was filed. For the cruise speed information type in GDC and compute plan Note: GDC will appear red in the standard tab indicating a non-standard cruise selection.

FLIGHT FOLLOWING MANUAL 25.5.7 FUEL PLANNING Jun 29, 2016 INTRODUCTION Engine Out Operations • 727 and MD-80 Operations - Jeppesen has the ability to calculate fuel burn information for both single engine loss (727 and MD-80 operations) and two engine loss (727 operations only) for various phases of flight. Utilizing the 1LE or 2LE entry ensures that the Jeppesen flight planning system will automatically adjust fuel burns as required per the AFM Note: 1LE or 2LE will appear red in the standard tab indicating a non-standard cruise selection.

FLIGHT FOLLOWING MANUAL 25.5.8 FUEL PLANNING INTRODUCTION Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 25.10.1 FUEL PLANNING Apr 7, 2014 REQUIREMENTS Requirements

Fuel Planning and Management Effective fuel management requires thorough flight planning and knowledge of the safety and economic resources available to make informed decisions. It is not possible to craft a policy statement on a task as complex as flight planning that eliminates the need for professional judgment on the part of both the flight follower and the flight crew. These policies and practices will provide guidance to pilots and flight followers as they make the operational and economic decisions required to conduct a flight. Safe and efficient flight operations are also dependent on thorough preflight planning. This planning includes compliance with regulatory requirements and Company policies and practices; a comprehensive evaluation of the weather and air traffic conditions; the airport conditions at the departure, destination and alternate airports; and the mechanical condition of the aircraft. Pilots and flight followers should use the information gained during planning to determine the minimum quantity of fuel necessary for the flight. Minimum fuel requirements are specified in the FARs. Preflight fuel planning includes compliance with all regulatory requirements.

Preflight Planning Thorough departure and enroute fuel planning involves consideration of all conditions that may require fuel to accommodate constraints. They include but are not limited to: • Weather issues such as thunderstorms and turbulence • Maintenance deferral items • ATC congestion • Taxi delays including deicing events Normally, a flight follower will have already accounted for additional fuel burn in the flight plan route, taxi or profile for known conditions. In other cases, contingency or extra fuel may be planned.

FLIGHT FOLLOWING MANUAL 25.10.2 FUEL PLANNING REQUIREMENTS Apr 7, 2014 Fuel Planning Procedures Flight Followers must consider all factors including weather, payload requirements, performance data, distance traveled, overall safety of flight, trip timing, and economic considerations to calculate an optimum fuel plan for a flight. Flight Following should be proactive in coordinating fuel uplift to ensure time efficiency is maintained during the trip process. This can be accomplished by: • advance coordination with the fueler prior to crew arrival for fuel uplift, • purchasing fuel at other than primary fuel locations to expedite trip and ensure timing expectations are met, and • tankering, or not, responsibly.

Fuel Plan Completion Procedure The following will be communicated to the pilot via the fuel plan on the flight release. • LOC = Location Airport • Fueler = In-To-Plane Agent pumping the fuel (example: Landmark) • Contract/Retail = Circle the applicable supplier method • Uplift to = Amount in pounds of planned departure fuel • Supplier = Wholesale fuel agent supplying fuel for that location (example: Mariah P/A indicates prior authorization, or fuel release, must be requested, Phillips Automated indicates this is an entirely automated system and should be found in the computer of the fueler) • Retail Price Per Gallon = If a location is retail, a price per gallon for the trip uplift should be obtained from the fueler • Special Notes = An area to communicate additional fueling notes to the crew (Example: Avoid tankering due to additional flat fee.)

FLIGHT FOLLOWING MANUAL 25.10.3 FUEL PLANNING Sep 28, 2015 REQUIREMENTS Fuel Aboard Prior to Takeoff The following fuel condition must be met for takeoff: • The gross takeoff weight figures on the weight and balance report assumes that all taxi fuel is consumed before takeoff • Takeoff shall not be made until the FOB quantity plus the aircraft zero fuel weight (ZFW) does not exceed the maximum gross takeoff weight (MTOW) • Company aircraft may not takeoff with less than the fuel required at takeoff (RQD AT TO), as listed on the flight release

Specific Fuel Procedures B-727 AOM • Towing: The B-727 empty has an aft CG. As a result, care must be taken to ensure that the aircraft is properly configured prior to any ground towing operation. Normal configuration for towing should call for the aircraft having no less than 9,000 lbs of fuel on board evenly distributed between Fuel tanks #1, #2, and #3, with all pallets installed. Aircraft must have a CG of 37% or forward (for instance, with 9,000 lbs of fuel, evenly distributed between the tanks the aircraft and with the FAK on board the CG is 36.8%) for towing purposes • While the company planned minimum arrival fuel for this aircraft is 9,000 pounds the actual aircraft limitation is as follows: • A minimum fuel condition exists when the total aircraft fuel quantity is less than 6,000 pounds or any fuel tank indicates 1,000 pounds of fuel or less • Minimum Takeoff Fuel for the B-727, as per the AFM, is 18,000 lbs. Minimum planned fuel for the aircraft will be 18,700 lbs to include taxi fuel • When alternate fueling procedures are in affect (aircraft has more than 38,000 lbs of freight on board and needs additional fuel) a qualified crewmember must monitor the fueling • Fuel Dumping: Average dump rates are 2,500 PPM with all pumps operating and all engine operating. The dump rate from only the number 2 tank is approximately 1,540 PPM. Flying in a circle during the dump cycle must be avoided and may require co-ordination with ATC. Dumping should cease when reaching 3,000 feet AGL

FLIGHT FOLLOWING MANUAL 25.10.4 FUEL PLANNING REQUIREMENTS Sep 28, 2015 Taxi Fuel The following is a list of the approximate uplifts that should be planned for taxiing aircraft for flight: • B-727 - 700 pounds • DC-9 - 400 pounds • MD-80 - 400 pounds • DA-20 - 250 pounds

FLIGHT FOLLOWING MANUAL 25.10.5 FUEL PLANNING Sep 28, 2015 REQUIREMENTS Domestic Fuel Planning Flow Chart

DA-20: N/A* DC-9 (-10 Series): 3,200 lbs DC-9 (-30 Series): 3,700 lbs MD-83: 4,000 lbs B-727: 9,000 lbs

FLIGHT FOLLOWING MANUAL 25.10.6 FUEL PLANNING REQUIREMENTS Sep 28, 2015 International Fuel Planning Flow Chart

DA-20: N/A* DC-9 (-10 Series): 3,200 lbs DC-9 (-30 Series): 3,700 lbs MD-83: 4,000 lbs B-727: 9,000 lbs

FLIGHT FOLLOWING MANUAL 25.10.7 FUEL PLANNING Sep 28, 2015 REQUIREMENTS Flight Release Fuel Definitions

Enroute Fuel Burn (POA) FAR: 121.643(a)(1) Enroute fuel is the sum of takeoff, climb, cruise, descent, approach and landing at the destination. The following is used in this burn value: • Forecasted winds • Departure and arrival maneuvering • Aircraft specific fuel burn characteristics • Maintenance deferral items • Estimated zero fuel weight

Reserve Fuel (RES) FAR: 121.643(a)(3) For operations within the 48 contiguous United States and the District of Columbia, the aircraft is required to be able to continue flight for 45 minutes after arriving over the alternate airport (or the destination airport if an alternate is not required). The following conditions are used in calculating reserve fuel: • Top of descent pressure altitude • 45 minutes of fuel at normal cruise fuel flow • Forecast temperature and planned weight at TOD

FAR: 121.645(b)(2) For operations outside of the 48 contiguous United States and the District of Columbia, the reserve fuel is based on flying to the airport to which it is released, after that to fly for a period of 10% of the total flight time required to fly from the airport of departure to, and land at, the airport to which the flight is released. The following criteria are used to calculate international reserve fuel: • Last cruise altitude • Long range cruise (LRC) • Forecast temperature and planned weight at TOD

FLIGHT FOLLOWING MANUAL 25.10.8 FUEL PLANNING REQUIREMENTS Sep 28, 2015 Alternate Fuel (ALT) FAR: 121.643(a)(2) The fuel required to fly to the most distant alternate. The following conditions are used to determine alternate fuel: • Flying a missed approach at destination • Climbing to diversion altitude • Long range cruise • Forecast wind and temperature • Planned landing weight • Descent to alternate airport • Approach and landing at alternate airport

Hold (HLD)/Contingency (CNT) Fuel FAR: 121.647 For operations within the 48 contiguous United States and the District of Columbia, this fuel amount will be determined by the flight follower based on anticipated holding. For operations outside of the 48 contiguous United States and the District of Columbia, the aircraft is required to be able to continue flight for 30 minutes after arriving over the alternate airport (or the destination airport if an alternate is not required). The fuel consumption is based on: • 1,500 ft. pressure altitude • Holding airspeed • Racetrack pattern • ISA temperature • 50% of reserve fuel weight (to account for extra fuel to carry the reserve fuel) • Planned zero fuel weight • Payload pad • Ballast/unusable fuel weight (if not already included in ZFW) Contingency fuel will be boarded for known delays to compensate for conditions that may delay the landing of a flight. Conditions such as un- forecast winds, thunderstorms, VIP activity, ATC traffic management initiatives, airport capacity problems, reduced runway operations, etc., are in this category. A remark will be made on the release by the flight follower when contingency fuel is added, to describe its purpose.

FLIGHT FOLLOWING MANUAL 25.10.9 FUEL PLANNING Sep 28, 2015 REQUIREMENTS Taxi Fuel (TXI) Taxi fuel is based on both engines running for the average taxi time at the scheduled departure time from the origin airport. Taxi fuel will be increased for known taxi delays such as deicing and traffic congestion. While it is necessary that this fuel be included in the flight planning, it is not part of the Required Fuel as defined in the regulations.

Required at Takeoff Fuel (REQ) The fuel planned to fly from origin to destination. The total fuel on board at the start of the takeoff roll must be at or above this value. If it is determined that the total fuel will be below this value, contact Flight Following. Flight following will reallocate fuel, develop a new flight plan, or facilitate additional fuel.

Extra Fuel (XTR) Fuel to comply with Company established minimums. Note: Extra fuel is not regulatory.

Total Ramp Fuel (TOT) The total fuel to be boarded on the aircraft. Significant deviations must be reported to Flight Following as soon as it is noted.

Ballast Fuel (BLST) Manual Reference: 727 AOM VOL I Ballast fuel weight may be carried on flights that require ballast to maintain the ZFW CG (B727) within the certificated limits, i.e., ferry flights, training flights, test flights, and flights with low cargo weights. When ballast fuel is required for ballast, or as a MEL requirement, this fuel is considered unusable fuel. MEL or ballast fuel is listed in the fuel summary on the computer flight plan and is included in the required fuel calculation. This payload fuel carried must be subtracted from the Maximum Zero Fuel Weight to determine a new aircraft Maximum Zero Fuel Weight for the flight. Pilot-in-Command will advise when ballast fuel is required and amounts.

FLIGHT FOLLOWING MANUAL 25.10.10 FUEL PLANNING REQUIREMENTS Jan 23, 2017 Tankering Carrying excess fuel means carrying excess non-revenue weight, resulting in a higher fuel burn. Extra fuel also reduces allowable payload which may result in additional loss of revenue. There are circumstances when it is advantageous to tanker fuel, such as: • To reduce the need for fuel at high cost stations. • To ensure adequate supply when fuel may be unavailable. Tankering does not conserve fuel, but it can reduce cost and ensure availability.

Contract Fueling USA Jet Airlines maintains a list of Contract Fuel Providers in the company network known as JetNet. The information provided in JetNet can include: • The Into-Plane agent • Unicom Frequency • Office Phone and Fax • Contact Personnel • Into-Plane Rates on a per gallon cost • Supplier/Provider of the Contract Rate to the Into-Plane Agent • How the contract is utilized (automated, prior authorization required, retail if no contract is available) • Aircraft type for which the contract can be utilized If the JetNet database indicates that a prior authorization (P/A) is required for contract fuel purchase, contact fuel provider/supplier prior to aircraft arrival at that destination to obtain a fuel release. If an airport is not located in the database, Flight Following should coordinate with the Fuel Coordinator prior to requiring fuel. If unable, Flight Following should attempt to determine what type of contract fuel is available. JetNet has various means of contacting providers to arrange contract fuel.

FLIGHT FOLLOWING MANUAL 25.10.11 FUEL PLANNING Sep 28, 2015 REQUIREMENTS Contract Fueling (continued) Fuel costs constitute a large portion of an airline's cost so a conscious effort must be made to be ensure the best fuel price available. The fuel information will be communicated to the crew via the flight plan in the "FUEL PLAN" section. This section will be filled out for each flight plan disseminated to the crew. The information will be derived from the JetNet database.

Fueling Definitions • Contract Fuel: Fuel that is purchased on a wholesale basis with the payment being initially on a credit basis to a third party. • Retail Fuel: Fuel that is paid for by use of a credit card. Multi- Service is the best example of a credit card that is used for the fuel purchase. • FBO: Fixed Base Operations that supports aircraft operations in regard to all aspects of operating needs. • Airline Fueler: Fueler based at an airport that provides only fuel services to aircraft. • Supplier: The end provider of the product in to the aircraft. The company that we are responsible to pay for the product. • Into-Plane Agent: The fueler that pumps the fuel at the airport, this could be either an FBO or Airline Fueler. • Into-Plane Rate: The monetary rate at which a fueler will pump the fuel into the aircraft. This is done on a cent per gallon basis normally but can be done on a flat rate as well. • Over-Wing Fueling: Term used for non-pressurized fueling. Fueling that takes place using a hose similar to a gas station. The location for fueling is exposed to the open air. All of our Falcon 20's are over-wing aircraft and at no time can be single point fueled. • Single Point Fueling: Term used for pressurized fueling of aircraft. One hose is used with a direct connection to the aircraft.

FLIGHT FOLLOWING MANUAL 25.10.12 FUEL PLANNING REQUIREMENTS Jan 23, 2017 Purchasing Fuel When uplifting Contract Fuel the crew should never need to use a credit card of any kind. Before fuel is put on a credit card the crew will contact Flight Following for authorization and/or further instructions. When Contract Fuel is not available the Multi-Service Card is the preferred method of payment and must be used whenever possible. Note: The Multi-Service Card may also be used for paying for landing fees, crew catering, and ground handling at outstations as necessary.

Fuel Notations The pilot must clearly notate on the log page when an uplift occurs at an outstation. This notation should indicate: • Amount of gallons uplifted • Whether the fuel purchased was contract or retail • Name of contract fuel supplier • Purchased price per gallon if retail fuel is uplifted

Receipts Reference Chapter 70 for receipt distribution procedures.

FLIGHT FOLLOWING MANUAL 25.10.13 FUEL PLANNING Jan 23, 2017 REQUIREMENTS Willow Run Fuel Procedures Coordination with YIP ground services can be done by utilizing the ground based radio on Channel 2. Coordination should include: • Aircraft • Fuel Load • Departure Time for Aircraft and/or crew arrival time In addition to handling USA Jet aircraft they are also a functioning FBO which can be contacted via frequency 122.82. Note: Workload permitting Maintenance Control can assist in fueling the aircraft, if qualified and available.

Outstation Fueling To ensure TSA compliance fuel vendors may not service the aircraft until a USA Jet pilot or maintenance personnel are at the aircraft to monitor the fueling. In addition, it is important to stipulate that the falcons in the USA Jet Airlines fleet are all fueled 'over the wing'. None of our falcons are able to be fueled using the single point method. Advising the FBO's when making the fuel request will eliminate confusion and possible fueling delays.

Fuel Quality Vendors Quality control maintains a list of Approved Fuel Quality Vendors. This list is provided to Flight Following via email. Any changes to the approved list will be supplied to Flight Following. The supervisor, or their designee, on shift will amend the notes in the Flight Planning System as necessary in the Airport NOTAM database. If a destination is selected that does not have an Approved Fuel Quality Vendor then the crewmembers must complete a Fuel Quality Testing Procedure, also known as the White Bucket Test. The procedures for this test are found in Chapter 20 of the Aircraft Fueling Manual.

FLIGHT FOLLOWING MANUAL 25.10.14 FUEL PLANNING REQUIREMENTS Sep 28, 2015

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FLIGHT FOLLOWING MANUAL 30.0.1 WEIGHT & BALANCE Jan 23, 2017 TABLE OF CONTENTS 30. Weight & Balance General ...... 30.5.1 Weight & Balance Program ...... 30.5.1 Performance & Operating Factors ...... 30.5.2 Load Planning ...... 30.5.3 Scale Calibration Certification Process ...... 30.5.4 Aircraft Weighing ...... 30.5.6 Reporting of Weight Changes ...... 30.5.6 Weight & Balance Manifest ...... 30.5.7 Description ...... 30.5.7

FLIGHT FOLLOWING MANUAL 30.0.2 WEIGHT & BALANCE TABLE OF CONTENTS Jan 23, 2017

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FLIGHT FOLLOWING MANUAL 30.5.1 WEIGHT & BALANCE Apr 7, 2014 GENERAL General

Weight & Balance Program

FAR: 121.153(b),121.665, 121.693 Operation Specification: E096 Manual Reference: AC 120-27, Weight & Balance Manual Aircraft-specific loading and operational procedures can be found in the USA Jet Airlines Weight and Balance Manual. Proper loading and weight and balance computations for all USA Jet Airlines aircraft is paramount to safety of flight. The Weight and Balance manual provides the information needed to ensure that the weight and balance requirements are consistently met. Federal Aviation Regulations (FARs) and the USA Jet Airlines General Operations Manual (GOM) require the preparation of load manifests stating the weight of the airplane, fuel, cargo, baggage and persons on board. The manifest must also confirm that the airplane is loaded in accordance with FAA approved loading schedules to ensure the total weight, floor loading, and center of gravity are within approved limits. USA Jet's FAA approved Weight and Balance (W&B) system provides calculations for all flights using a combination of computerized software and manual charts and graphs. Maintenance provides Operations with the basic operating weight (BOW) and index for calculating the TOW and Center of Gravity (CG) to comply with manufacturer and FAA operational performance requirements.

FLIGHT FOLLOWING MANUAL 30.5.2 WEIGHT & BALANCE GENERAL Apr 7, 2014 Performance & Operating Factors To comply with the performance and operating limitations, the allowable takeoff weight and landing weight may be less than the maximum takeoff weight and maximum landing weight, respectively. The maximum takeoff weight is further limited by the most restrictive of the following requirements: • Operational takeoff weight for altitude and temperature, • Takeoff field length requirements, • Tire speed and brake energy limits, • Obstacle clearance, enroute and landing requirements, or • Noise requirements The operational landing weight is further limited by the most restrictive of the following requirements: • Landing field length requirements, or • Maximum approach and landing climb weight for altitude and temperature. Note: Refer to the aircraft specific Airplane Flight Manual (AFM) for further information.

FLIGHT FOLLOWING MANUAL 30.5.3 WEIGHT & BALANCE Apr 7, 2014 GENERAL Load Planning There are several reasons for load planning: • To ensure flight crew safety, • To ensure that the shipment weight is distributed and meets the center of gravity limits for the aircraft, • To get the maximum load capacity on the aircraft, • To have the aircraft operating at peak efficiency, and • To load the aircraft so that access to shipments, depending upon the routing schedule, is easy and efficient. There are five load planning rules that must always be followed: 1. Each aircraft is limited to a total weight that it can carry. This weight carried will depend upon the fuel load, distance to be traveled, weather conditions, jump-seaters, etc. 2. The total cargo weight must be distributed within the aircraft so that the load is within acceptable limits. All aircraft are sectioned into zones. Each zone has a weight limit. By loading the zones within their limits, the aircraft should be within its total limit. 3. When load planning, all weights must be accurate. Using weights that are lower than the actual weight is just as dangerous as using weights that are higher. 4. Numbers and math errors are easily made when hurried. Numbers must be accurate, and they must be exact. Do not round numbers. 5. The shipment must be loaded exactly as planned. Double-check the container number (if applicable) and destination. The aircraft must be loaded with 100% accuracy. Although it is impossible to address every cargo-handling situation that could arise, USA Jet Airlines and its employees make every effort to ensure the accuracy of the weight of the cargo being loaded aboard the aircraft. As part of their ISO quality assurance programs, all major US automotive manufacturers and parts suppliers have quality control systems and process measurements in place to accurately record and report weights of the cargo to the air carriers. For those part suppliers not ISO certified, Active Aero Charters Customer Service requires that accurate part weights be provided. These weights are entered into the trip sheet and given to the flight crew for verification prior to loading the aircraft.

FLIGHT FOLLOWING MANUAL 30.5.4 WEIGHT & BALANCE GENERAL Jan 23, 2017 Load Planning (continued) It is the captain's responsibility to personally supervise or designate a crewmember to supervise the loading and unloading of all cargo to and from the aircraft. The following elements shall be considered: • Verifying cargo identification to include part numbers, quantities and condition, • Determining actual cargo weight as compared to the trip sheet, • Determining the presence and condition of restricted (hazardous) material and location of incompatibles; if applicable, ensuring that orientation arrows are pointing up and packaging is not crushed, wet or leaking, • Ensuring compliance with cargo compartment floor loading restrictions, • Ensuring that freight is properly secured, that freight does not extend past the forward barrier net, and that all unused tie-down equipment is properly stored, • Directing ground equipment operators to ensure adequate clearance from aircraft structures and personnel, • Properly placing cargo to ensure compliance with weight and balance requirements, • Making sure that cargo is adequately secured to prevent shifting during flight and ground operations. Caution: If a crewmember suspects a discrepancy in the listed weight, the weight must be verified with Customer Service. If a conflict in weights cannot be resolved, the freight shall be re-weighed.

Scale Calibration Certification Process USA Jet shall maintain a database of vendors with calibrated scales and audit that database on a monthly basis to ensure currency is maintained. Additions to the database shall be presented from the Active On-Demand Provider Development Manager, or their designee. Information included in the database shall be the certified scale city location, vendor responsible for scale calibration, scale calibration certificate and the expiration date of the calibration. This information will be uploaded, and retained, in the database located in W drive/Operations/Scale Calibrations. In addition, this information will be placed in the notes section of the Jeppesen flight release for communication with crewmembers. The flight information regarding scale calibrations shall be reviewed prior to each flight.

FLIGHT FOLLOWING MANUAL 30.5.5 WEIGHT & BALANCE Jan 23, 2017 GENERAL Scale Calibration Certification Process (continued) Calibrated scales that are not re-calibrated by their expiration date shall be removed from the Jeppesen database and marked as expired in the Operations/Scale Calibrations folder until such time as a new certification is received. USA Jet shall perform a monthly audit of vendors in regards to their calibrated scales to ensure currency and that the scale remains calibrated according to the manufacturer’s recommendations. These audits will be performed by the Director of Flight Following, or their designee and the findings will be sent to the Active On-Demand Provider Development Manager.

FLIGHT FOLLOWING MANUAL 30.5.6 WEIGHT & BALANCE GENERAL Jan 23, 2017 Aircraft Weighing Aircraft shall be weighed by the Technical Services department, in accordance with procedures and intervals contained in Chapter 10 of the Maintenance Inspection Program (MIP) manual and the General Maintenance Manual.

Reporting of Weight Changes When an aircraft is weighed, or re-weighed at scheduled intervals, the Director of Quality Control, or their designee, shall report the weight change, along with any changes to the arm or index, via email. The new weight and balance report shall be attached to this email. Upon receipt the Flight Following department shall ensure the following checklist of events shall be followed to communicate weight changes to crewmembers and other appropriate personnel: 1. The Director of Operations, or their designee, shall revise and update the weight and balance spreadsheets, forms, or computerized software, as applicable. 2. The Director of Operations, of their designee, shall ensure Flight Following receives an updated weight and balance spreadsheet. 3. Flight Following shall update the SAM and Jeppesen databases, and advised APG as required. 4. New copies of the weight and balance spreadsheet shall be placed in pilot form boxes and the Pilot Forms Master Copy in the Director of Flight Follower's office, all outdated forms shall be discarded. 5. Outstation crews shall be advised of new weight and balance spreadsheet and sent new forms. 6. Aircraft Logbook Cans shall be updated with new labels indicating the versions of weight and balance by Flight Following. • Outstation aircraft will need the Aircraft Logbook Can updated upon return to YIP • Fleet Status Board will have a note in the remarks section regarding the needed change until the update is complete.

FLIGHT FOLLOWING MANUAL 30.5.7 WEIGHT & BALANCE Jan 23, 2017 GENERAL Weight & Balance Manifest

Description Manual Reference: GSM Vol 4 Ch 45 The weight & balance manifest samples depicted in Chapter 45 of the GSM Vol. 4. Weight and Balance manual provides a method to prepare a manual weight and balance solution and determines that the center of gravity of the aircraft falls within the approved limits stated in the AFM. The limits defined are conservatively curtailed, allowing for flap and gear movements for the full range of fuel, loads, and aircraft weights that are allowed.

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FLIGHT FOLLOWING MANUAL 35.0.1 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 TABLE OF CONTENTS 35. Dispatch Resource Management

Introduction...... 35.5.1

Terminology & Workload Mgmt ...... 35.10.1 Human Factors ...... 35.10.1 Situational Awareness: ...... 35.10.1 Decision Making ...... 35.10.2 Communication ...... 35.10.3 Charter Management System (Notes) ...... 35.10.4 Workload Management ...... 35.10.5 Prioritizing Tasks ...... 35.10.6 Stress Management ...... 35.10.7

Briefings ...... 35.15.1 Introduction ...... 35.15.1 Purpose ...... 35.15.1 Shift Turnover Briefings ...... 35.15.1 Crew Briefings ...... 35.15.2

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FLIGHT FOLLOWING MANUAL 35.5.1 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 INTRODUCTION Introduction

Dispatch Resource Management (DRM) is the effective use of all resources, including hardware, software, and people, to achieve the highest possible level of safety. In addition to pilots, the people who can help include air traffic controllers, maintenance personnel, flight followers, and any other group who may interact with the flight deck crew. DRM training has been conceived to prevent aviation accidents by improving interaction between the flight follower, flight crew, mechanic, and other personnel.

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FLIGHT FOLLOWING MANUAL 35.10.1 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 TERMINOLOGY & WORKLOAD MGMT Terminology & Workload Mgmt

Terminology

Human Factors Human Factors is a multidisciplinary field devoted to optimizing human performance and reducing human error. The human factors field studies variables that influence individual and team performance. Inadequate flight follower training can contribute to individual performance degradation and human error. Inadequate design and management of tasks can contribute to group errors, which lead to system wide performance failure. The flight follower is an integral part of flight operations and can positively influence safety. Good training for routine operations can have a strong, positive effect on how well individuals function during times of high workload or high stress. More importantly, during emergency situations, the flight follower should instinctively fall back upon his or her DRM training. Practice of desirable behaviors during times of low stress increases the likelihood that the flight follower will handle emergencies effectively.

Situational Awareness: A vital concept and requirement for operations is that of maintaining situational awareness. With respect to flight followers specifically situational awareness is defined as: • The ability to absorb information in a dynamic environment, to evaluate and refine that information, to anticipate contingencies, and to initiate appropriate actions as necessary. • Situational awareness may become second nature after years of experience and training, but it can also be acquired through personal discipline, motivation, and a willingness to learn from the mistakes of others. • Lacking or inadequate situation awareness has been identified as one of the primary factors in accidents attributed to human error. Thus, situational awareness is especially important in a dispatch/ flight following environment where the information flow can be quite high and poor decisions may lead to serious consequences.

FLIGHT FOLLOWING MANUAL 35.10.2 DISPATCH RESOURCE MANAGEMENT TERMINOLOGY & WORKLOAD MGMT Apr 7, 2014 Decision Making The flight follower assumes a leadership role within the operational environment; therefore, DRM training should teach effective decision- making skills through use of: • Inquiry • Advocacy • Assertion Inquiry An examination into facts or principles or a request for information. - Gather information that is relevant from a flight follower's collective resources such as pilots, management personnel, fellow flight followers, and software or computer based information regarding a particular situation/scenario. - Apply effective problem-solving strategies - Utilize risk management Advocacy The act of pleading for, for supporting, or recommending. - Once information has been gathered a flight follower must formulate, most often very quickly, a definite course of action. - The flight follower should discuss their decision with those participating in the decision making process such as management, the pilot in command, other flight followers, etc if they are available. Assertion The act of asserting, to put into action, the process of doing. - Once a decision has been made and the course of action that the flight follower and pilot in command feels is the safest has been set, put the plan into action.

FLIGHT FOLLOWING MANUAL 35.10.3 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 TERMINOLOGY & WORKLOAD MGMT Communication The flight follower is a center for communications, continually receiving and disseminating information. The flight follower will interface with the flight crew, atc, maintenance, management, training, security, customer service and many others in the operational environment. Communication requires a sender, a message, and a receiver. The communication process is complete once the receiver has understood the message of the sender. Feedback is critical to effective communication between parties to ensure the message was relayed and received correctly. Flight Followers, in most cases, do not have the benefit of being in the same location as the person they are communicating with thus voice tonality, standardized verbiage, and feedback are vitally important in day to day communications. Misunderstandings must be anticipated and solved through various ways such as: • Questions and answers • Paraphrasing statements - reiterate in own words • Restating exact communications Barriers to effective human communication can come in numerous forms. Please keep the following in mind when communicating with others: Message Overload When a person receives too many messages at the same time. Message Complexity When a briefing or issue is multifaceted try breaking it down to the simplest form. Physical Barriers Often due to the nature of the environment can interfere with effective communication. Attitudinal Barriers Are a result of interpersonal problems between individuals. Individual Linguistic Capability Misunderstood messages can also result in confusion. FLIGHT FOLLOWING MANUAL 35.10.4 DISPATCH RESOURCE MANAGEMENT TERMINOLOGY & WORKLOAD MGMT Apr 7, 2014 Communication (continued) Communications within the flight following department, as well as with other departments within USA Jet, FBOs, Customs, etc, are necessary to achieve the highest level of safety and customer satisfaction. This communication can be achieved via prompt phone communications, emails, fleet status boards, and crew status boards. Charter Management System (Notes) It should be standard practice for the Flight Follower to enter timely and informative trip notes into the proper trip number accessed through the CMS database. These notes are a primary source of communications between the Flight Following department and Customer Service. In addition, these notes provide documentation to show the chronological chain of events that occurred during a specific trip as each note is time stamped when entered. The list below indicates the absolute minimum required notes that should be in a trip. The list includes but is not limited to: • Trip booking note - who the trip was booked with in customer service, requested in position time and/or requested departure time. • Crew called and advised of timing. • Ramp/Fuel/Maintenance advised of departure time and fuel load. • Crew arrived at airport. • Crew out to aircraft. • Movement times when obtained • POD notes - Proof of Deliver to include - the person who signed for the freight, which company they work for, and at what time they signed for it. • De-ice Notes • Crew Meal Notes • Crew Load Notes • Any Reason that Will or May Cause a Delay

FLIGHT FOLLOWING MANUAL 35.10.5 DISPATCH RESOURCE MANAGEMENT Jan 23, 2017 TERMINOLOGY & WORKLOAD MGMT Workload Management A flight follower should distribute the workload so that everyone is utilized, while no one is overtaxed. Delegation of tasks should be utilized, when applicable to additional resources to ensure required tasks are completed in the most efficient way. Resources may include: • flight crew •cabin crew • deadheading crew • additional flight followers • management personnel • external resources - such as maintenance control, ATC, etc Flight Followers also use automated systems to decrease the workload whenever possible. In addition to the workoad in Flight Following we should consider the taskload that other departments are maintaining as well. This should be a factor during preplanning for flights and determining timing.

FLIGHT FOLLOWING MANUAL 35.10.6 DISPATCH RESOURCE MANAGEMENT TERMINOLOGY & WORKLOAD MGMT Dec 29, 2014 Prioritizing Tasks Identify periods of high workload and highlight the need for prioritization and multitasking during these instances. Flight Followers should identify those nonessential tasks and influences that could distract their attention from critical tasks. In addition, they should utilize other personnel working the shift to help distribute the workload in order to complete tasks in a timely, effective, and safe manner. Streamlining the volume of traffic through Flight Following is paramount to the safe and efficient releasing of aircraft and assists with resource management. The guidance below is utilized when dealing with multiple calls, multiple departments, customer requests, etc. in the course of a work day. This guidance will also assist in times of minimum staffing and in scenarios where there are multiple issues occurring at once during a given span of time. 1. Flight following aircraft currently airborne • Diversions • Monitoring (Risk Assessment Re-Evaluations) 2. Taking active flight crew member calls • Out/Off/On/In Times • Maintenance transfer call 3. Flight planning/preparing active trips • Flight plans • Customs/APIS coordination 4. Management Inquiries (Safety and Regulatory Compliance) 5. Arranging hotels/catering 6. Quoting Trips • Preflight Risk Assessment 7. CMS Updates • Hot Sheet •Trip Notes 8. Inactive crew calls • Schedule confirmation • Sick days • Miscellaneous inquiries

FLIGHT FOLLOWING MANUAL 35.10.7 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 TERMINOLOGY & WORKLOAD MGMT Stress Management Stress has a profound impact on an individual that can influence flight follower effectiveness. Flight followers should become familiar with the negative effects of stress and fatigue on individual cognitive functions and overall team performance. Flight followers should also be aware that the effects of personal and interpersonal problems, and the increased importance of effective communications under high intensity conditions, may also be conducive to stress. Flight followers are empowered and encouraged to contact other flight followers, supervisors, and upper management to assist in operations as necessary. In addition, to increase levels of support and communication, Flight Followers are advised of on call supervisors for off hours and weekends for guidance, additional coverage, or trip escalation process notification as required.

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FLIGHT FOLLOWING MANUAL 35.15.1 DISPATCH RESOURCE MANAGEMENT Apr 7, 2014 BRIEFINGS Briefings

Introduction Disseminating information is a core function of a flight follower's responsibilities. Flight Followers must keep the flight crew updated on any information that will or could affect the safety of their flight. Flight Followers are required to review large quantities of real-time information and decide which information is pertinent to each flight under their operational control.

Purpose The purpose of briefings is to enhance communications and develop a team concept between all departments, as well as provide good customer service to our internal customers. Each Flight Follower is empowered to ensure safe flight operations, share knowledge, and review individual responsibilities and concerns through shift turnovers/briefings. These briefings should be clear and concise, using standard terminology. Feedback is mandatory to ensure that the communication cycle has been completed and the message received, and understood. Flight followers provide weather briefings to pilots and shift turnover briefings to other flight followers and operational briefings to coworkers.

Shift Turnover Briefings Shift Turnovers shall be completed before a previous shift is relieved to ensure continuity of information and familiarization of weather as well as any information pertinent to current or advanced booked flights. Turnovers will include a combination of reviewing documented information from the hot sheet and/or pilot queue, and verbal briefings. Verbal briefings between shifts will include but are not limited to: • Review of Fleet Status Board - Highlight Trip Issues, routing of flights, crew specifics, loading/unloading information, customs coordination, freight specifics • Review of Crew Status Board - Highlight Training or Crew Pairing Issues, available crewmembers, shortboard/longboard rotation, crewmember 1/7 review, crew preflight/postflight deadhead, crewmember qualifications (upcoming ground school, landing currency, simulator training, etc, as applicable)

FLIGHT FOLLOWING MANUAL 35.15.2 DISPATCH RESOURCE MANAGEMENT BRIEFINGS Apr 7, 2014 Shift Turnover Briefings (continued) • Review of Overall Weather - Highlight Specific Departure, Enroute, and Destination Issues, review EWINS requests, discuss applicable NOTAMS • Review Fleet Airworthiness - Highlight MEL Items with Operational Restrictions, service check/preflight hours, current status and location of each aircraft, specific maintenance requests

Crew Briefings Safety is our primary responsibility as Flight Followers. Customers Service is a close second. This comes in many forms, whether it is dealing with those running charters, or those flying the aircraft, all meet the “customer” qualification. Briefing the crewmembers prior to departure is one such way that we provide customer service. This briefing should occur whether the pilot is standing at our counter at YIP, or telephonically from an outstation. The briefing should include, but is not limited to: • Enroute Wx • Destination WX • Applicable NOTAMS • Loading / Offloading / Techstop facility locations for the next leg • Fueling Instructions/Locations • Customs Compliance Coordination These briefings are vital to not only good customer service, but also to the safety of our airline. In addition, contacting a crew via ARINC to give an updated weather brief is not just a good idea, but a regulatory requirement. Keeping our crewmembers informed of what lies ahead helps provide better situational awareness for crews and a smooth trip for us.

FLIGHT FOLLOWING MANUAL 40.0.1 COLD WEATHER OPERATIONS Mar 2, 2015 TABLE OF CONTENTS 40. Cold Weather Operations

General ...... 40.5.1 Introduction ...... 40.5.1 Initiating Program ...... 40.5.1 Deice Documentation ...... 40.5.2 Cancelling Program ...... 40.5.2 Verification of De-Ice Vendors ...... 40.5.3 Contaminated Runways ...... 40.5.4 Determination of Contaminant ...... 40.5.4 Weight Penalty ...... 40.5.5 DC-9 / MD-80 Limitations ...... 40.5.5 B-727 Limitations ...... 40.5.5 Falcon Limitations ...... 40.5.5

FLIGHT FOLLOWING MANUAL 40.0.2 COLD WEATHER OPERATIONS TABLE OF CONTENTS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 40.5.1 COLD WEATHER OPERATIONS Mar 2, 2015 GENERAL General

Introduction

FAR: 121.135, 121.629, 135.227 Operation Specification: A023 Manual Reference: AC 120-60B, AC 135-16 USA Jet Airlines is authorized to use an approved ground deicing/anti- icing program as outlined in the USA Jet Airlines De-Icing/Anti-Icing Manual, including training information, under separate cover. The de-ice/anti-ice season runs from October 1st through April 30th. However, due to the aircraft's increased susceptibility for forming clear ice on the upper wing surface in above temperatures and the extreme northern climates that USA Jet operates in, de-ice/anti-ice procedures are considered in effect throughout the calendar year. In accordance with regulations USA Jet will not operate along routes or in terminal areas where icing conditions are expected that may adversely affect the safety of flight. In addition, USA Jet will not release an aircraft from any airport where icing conditions are expected that may adversely affect the safety of the flight. USA Jet may release and aircraft to an airport where icing conditions exist if operations can be conducted in accordance with USA Jet's approved de- icing/anti-icing program contained in the De-Icing Manual.

Initiating Program The flight follower and/or pilot-in-command will declare ground de-icing/ anti-icing program is in effect whenever forecasts indicate: • The temperatures will be below 35 F with visible moisture present at departure point from a period of two hours before to one hour after the scheduled departure time, or • The departure point temperature is forecast to be below 35 F and temperature/dew point spread is less than 4 degrees, during the period of two hours before to one hour after scheduled departure.

FLIGHT FOLLOWING MANUAL 40.5.2 COLD WEATHER OPERATIONS GENERAL Apr 7, 2014 Deice Documentation When conditions at an airport are such that ground icing conditions may be expected, an indication will be clearly made on the fleet status board by the addition of the "De-Ice Program in Effect" magnet. Flight Following will brief crewmembers of possible icing issues, and deice necessity at these airports. De-icing presents an increase in cost to the customer as these are considered "Pass Through" charges. Having proactive communications with customer service advising of possible deice requirements will enable USA Jet to reconcile these costs more efficiently and effectively from the customer. These communications must occur prior to any deicing event. This communication shall be completed utilizing trip notes in the Charter Management System (CMS). Entries for deice, or possible deice should be made using the DEICE note option. In addition, when de-icing does occur, trip notes must be made promptly in CMS. The following items are included in the trip note: • Airport where de-ice/anti-ice occurred • Type of fluid(s) applied • Gallons of fluid(s) applied • Price per gallon Documentation will also be made of the de-icing event on the aircraft log page in the remarks section.

Cancelling Program The flight follower and/or pilot-in-command can cancel the ground de- icing/anti-icing program when it is deemed that conditions at a particular location are outside of the de-ice/anti-ice parameters.

FLIGHT FOLLOWING MANUAL 40.5.3 COLD WEATHER OPERATIONS Apr 7, 2014 GENERAL Verification of De-Ice Vendors A list of current approve/qualified vendors can be found at: W:\Operations\DE-ICE APPROVED VENDOR LIST When determining if the vendor is approved or not, pay particular attention to the Effective Date of training on this list. If this date is not valid, then the Vendor cannot be considered an “approved” source of de-icing/anti-icing. Also located at W:\Operations\DE-ICE APPROVED VENDOR LIST\DE- ICE XXXX is the folder named “Send These Documents to New Vendors”. This folder contains everything that must be sent to a vendor to facilitate becoming an approved vendor. The transmittal document contains training validation forms that must be signed, completed with all “yes” answers, and returned to operations, PRIOR to the vendor being considered an approved de-ice source. If this is not completed, the Captain must treat the vendor as an unapproved source and proceed with training as described in the De-ice manual. The De-ice Manual contains the Contract Vendor training slides for the vendor to train their employees. The Form 270-DI and Certificate is the form used to document training completed by a Captain, if required, and the de-ice event. When a Vendor completes and returns the Training Validation/Transmittal forms, they should be forwarded to the training department who will verify the information and input the data into the appropriate Approved De-ice Vendors list. This list can then be accessed for future de-ice events. If a crew trains an unapproved vendor and leaves the copy of the training slides, please ensure that the Training Department is informed so that a new copy of the slides may be placed on the aircraft. This training is also available in electronic format in the folder named “Send These Documents to New Vendors” and can be emailed or faxed to the vendor instead of leaving a copy.

FLIGHT FOLLOWING MANUAL 40.5.4 COLD WEATHER OPERATIONS GENERAL Apr 7, 2014 Contaminated Runways

Manual Reference: DC-9 AOM Chapter 17 Contaminated Runway A contaminated runway is a runway where more than 25 percent of the required field length, within the width being used, is covered by standing water or slush more than 0.125 inch (3.2mm) deep, or that has any accumulation of snow or ice. However, in certain other situations it may also be appropriate to consider the runway contaminated. For example, if the section of the runway surface that is covered with standing water or slush is located where rotation and liftoff will occur, or during the high speed part of the takeoff roll, the retardation effect will be far more significant than if it were encountered early in the takeoff while at low speed. In this situation, the runway might better be considered “contaminated” rather than “wet”. Dry Snow Snow with limited water content. Normally flies into a “cloud” when kicked and is dissipated rapidly. Outside temperature will generally be below 28ºF/-2ºC. Wet Snow Snow with sufficient moisture content so that it packs easily and will “roll-up” when a foot is pushed through it. Does not fly in a “cloud” when kicked but has no tendency to splash. Slush Partially melted snow with high water content. Will splash when a vehicle is run through it or when stomped with a foot.

Determination of Contaminant Evaluation of the type and depth of contamination may be made by the U.S. Weather Service, ATC, flight crew, or other authorized airline employee. To obtain the current information on this type and depth of contamination, the flight crew may contact one of the following, preferably in this order: • Tower • Qualified Airport Operations Employee • Flight Follower

FLIGHT FOLLOWING MANUAL 40.5.5 COLD WEATHER OPERATIONS Jun 29, 2016 GENERAL Determination of Contaminant (continued) Guidelines for Pilot Assessments of Precipitation Intensity Procedures Manual Reference: GSM Vol. II 5.05 Pilot Discretion. Pilots may act based on their own assessment of precipitation intensity only in those cases where the officially reported meteorological precipitation intensity is grossly different from that which is obviously occurring (e.g., precipitation is reported when there is no actual precipitation occurring). As always, if, in the pilot’s judgment, the intensity is greater, or a different form of precipitation exists than that being reported, then the appropriate course of action and applicable HOTs/allowance times for the higher intensity or different form of precipitation must be applied (e.g., precipitation is being reported as light ice pellets and the pilot assessment is that it is moderate ice pellets, then the pilot must apply the allowance time for moderate ice pellets). Reporting New Observation. The pilot can receive a new observation via ASOS, AWOS, tower weather observer, etc. Flight Following shall assist the pilot, if requested, by retrieving the most updated METAR from Jeppesen, WSI, or other approved NWS source. A pilot will take action based on his or her own precipitation intensity assessment when a new observation is not taken, or reported, or the new precipitation intensity officially reported remains grossly different from that which is obviously occurring. When a pilot takes action on his or her own precipitation intensity assessment (PIA), he or she will coordinate through flight operations. Use of Company Coordination Procedures. When a pilot chooses to take actions that are based on his or her precipitation intensity assessment that is less than the precipitation intensity that is being officially reported (e.g., the official weather report is moderate freezing rain, and the pilot’s assessment is that there is no liquid precipitation) coordination with flight operations is mandatory. Flight Following shall record the PIA information in the following manner: • 121: document on both the flight following and crewmember set of releases the pilot's precipitation intensity assessment as an amendment to the release and annotate the following on the flight release: PIA PIC initials/FF initials Date and Time • 135: state the precipitation intensity assessment, date, time, and the pilot in commands initials on a recorded line with the flight following acknowledging the information with their initials

FLIGHT FOLLOWING MANUAL 40.5.6 COLD WEATHER OPERATIONS GENERAL Jun 29, 2016 Determination of Contaminant (continued) Pretakeoff Contamination Check. When a pilot acts based on his or her own assessment that precipitation intensity levels are lower than the official reported intensity level, a pre-takeoff contamination check is required within five minutes of beginning the takeoff.

Weight Penalty Any weight penalty associated with takeoff on a contaminated runway will be calculated by the flight crew or flight operations management.

DC-9 / MD-80 Limitations Manual Reference: DC9 AOM VOL II, MD80 COM

Maximum Depth Limitation with Chine Tires & Spray Deflectors Standing Water Wet Snow Dry Snow and/or Slush Takeoff 1/2” 1/2” 4” Landing 1” 1” 4”

B-727 Limitations Manual Reference: 727 QRH Maximum Depth Limitation with Chine Tires Standing Water Dry Snow and/or Slush Takeoff 1/2” 5” Landing 1” 6”

Falcon Limitations Manual Reference: DA20 AOM

Maximum Depth Limitations Standing Water Wet Snow Dry Snow and/or Slush Takeoff 1/2” 1/2” 3” Landing 1/2” 1/2” 3”

FLIGHT FOLLOWING MANUAL 45.0.1 INTERNATIONAL PROCEDURES Apr 7, 2014 TABLE OF CONTENTS 45. International Procedures

General ...... 45.5.1 Introduction ...... 45.5.1 US Customs & Border Protection ...... 45.5.2 Department of Agriculture ...... 45.5.2 US Immigration ...... 45.5.2 Required Forms & Documentation ...... 45.5.3 Rules of Foreign Nations ...... 45.5.4 Operational Permits ...... 45.5.4 Mexico ...... 45.5.4 Canada ...... 45.5.4 APIS/EAPIS ...... 45.5.5 Flights Departing the United States ...... 45.5.6 Customs Notifications ...... 45.5.6 Customs Documentation ...... 45.5.6 General Declarations (GenDec) ...... 45.5.6 Air Cargo Manifest ...... 45.5.7 Shippers Export Declaration (SED) ...... 45.5.7 Commercial Invoice ...... 45.5.8 Crewmember's Declaration (U.S. Customs Form 5129) . . . 45.5.8 Canadian Customs ...... 45.5.9 Arrivals ...... 45.5.9 Without Freight ...... 45.5.9 With Freight ...... 45.5.9 Departures ...... 45.5.10 Mexican Customs ...... 45.5.10 121 Operations ...... 45.5.10 135 Operations ...... 45.5.10 All Other Destinations ...... 45.5.10

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FLIGHT FOLLOWING MANUAL 45.5.1 INTERNATIONAL PROCEDURES Apr 7, 2014 GENERAL General

Introduction The key to successful international operations is having a thorough knowledge of international procedures and flight planning. International operations, by their nature, include rules, limitations and procedures which are different from what we are accustomed to in U.S. domestic operations. Just like U.S. domestic operations, there is a wide range of policies & procedures for almost every aspect of international operations. The legal framework under which air carriers and crewmembers operate is crucial to any understanding of international operations. The Department of Transportation and the Federal Aviation Administration were created under legislative mandate by Title 49 of the United States Code “Transportation” The rules created by the FAA, under which USA Jet Airlines operates, were established in Title 14 of the Code of Federal Regulations, “Aeronautics and Space” and is further subdivided into Parts. The foremost of these Parts affecting crewmembers are: • Part 61: Certification: Pilots and Flight Instructors • Part 63: Certification: Flight Crewmembers Other Than Pilots • Part 91: General Operating and Flight Rules • Part 119: Certification: Air Carriers and Commercial Operators • Part 121: Operating Requirements: Domestic, Flag, and Supplemental Operations. Information in the Aeronautical Information Manual (AIM), TERPS, Air Traffic Controllers Handbook, Order 8900, and others supplement these regulations. All of this information and rules are monitored and enforced by the Federal Aviation Administration, and in some cases, law enforcement agencies. Just as local zoning laws do not apply in the next state, the laws and regulations generated by U.S. governing bodies and covering U.S. airspace do not necessarily apply in another country. However, through agreements and treaties the laws can be made more uniform (such as the recognition of a driver's license obtained in one state by all others). This is the purpose of the International Civil Aviation Organization (ICAO). International operations present some of the most challenging situations aircrew and support personnel face. This chapter is designed to aid operations personnel to perform their tasks in a safe and professional manner. FLIGHT FOLLOWING MANUAL 45.5.2 INTERNATIONAL PROCEDURES GENERAL Apr 7, 2014 US Customs & Border Protection A customs inspection may be required when entering one state from another. The entire airplane and all persons onboard, baggage and cargo are subject to inspection. A signed Customs Declaration is required by many states. Unless otherwise authorized by local customs officials, all items in the possession of persons on board, including hand baggage and checked baggage, must be removed from the airplane and presented for inspection. Although this inspection is normally limited to personal baggage and items worn and carried by an individual, if violation of customs laws are suspected, customs is authorized to conduct detailed searches.

Department of Agriculture Just as Customs is responsible for protecting borders from unauthorized commerce, the United States Department of Agriculture (USDA) and its equivalent agencies in foreign countries, protects the borders from agricultural problems such as insect infestation or animal/plant diseases. The agency of the USDA responsible for this is the Animal, Plant, and Health Inspection Services. They operate under Title 7 of the Code of Federal Regulations, “Agriculture.” Most foreign States have similar concerns and agencies to handle these functions. Some countries are more restrictive than the U.S. In these cases, any crewmember bringing meats, fruits, vegetables, plants, animals, or plant or animal products, into these countries must declare them to the appropriate authorities. USDA regulations require all trash, food, and food products be removed from the aircraft and destroyed per USDA guidelines for all international arrivals. Crewmembers are not permitted to remove any food items from international flights themselves.

US Immigration The Immigrations and Naturalizations Service (INS) is responsible for facilitating the admission of legal visitors and immigrants, and preventing the admission and removing illegal immigrants or persons whose entry is not in public interest.

FLIGHT FOLLOWING MANUAL 45.5.3 INTERNATIONAL PROCEDURES Apr 7, 2014 GENERAL Required Forms & Documentation No international flight will be released without written authorization in the possession of the Pilot-in-Command. All diplomatic clearances will be the responsibility of the Director of Operations who will, at his/her discretion, use a contract handling facility. The Pilot-in-Command shall possess prior to departure, or upon arrival at Customs: • All pertinent documents concerning the diplomatic clearance • Courier documentation • Cargo documentation • Customs declaration for each airport of entry • Letter of permission granting landing rights The Pilot in Command shall ensure that the following aircraft documents are aboard: • Airworthiness Certificate/Release • Aircraft Registration (Federal and State) • Aircraft Radio Telephone Permit • Maintenance Logbook • Cargo Manifest • Aircraft Insurance Policy with Mexico endorsement and liability coverage for flights to the Republic of Mexico, if applicable • Aircraft Insurance Policy for any other foreign country, as required, for the intended flight • Current Term Overflight Exemption on board the aircraft (DA-20 only) Each crewmember shall have in his/her possession before each international flight: • Airman Certificate, • Airman Medical Certificate • Radio Telephone Operators Permit • A current U.S. Passport (or equivalent) acceptable to the countries you are entering • Current air carrier ID badge

FLIGHT FOLLOWING MANUAL 45.5.4 INTERNATIONAL PROCEDURES GENERAL Apr 7, 2014 Rules of Foreign Nations

FAR: Part 91 Subpart H When the operating rules of a foreign country are more restrictive than those of the United States, pilots will adhere to those more restrictive rules. Such rules will be communicated in the Jeppesen Manual. Pilots are responsible for knowing and following applicable local regulations. Otherwise, normal operating procedures and FAA regulatory guidance will apply.

Operational Permits

Mexico To fly commercially into Mexico, USA Jet Airlines, Inc. is issued a permit. This permit is issued each 12 months and, is applicable only for those aircraft listed on the permit and USA Jet Airlines, Inc. Operations Specifications. USA Jet Airlines, Inc. is authorized to carry cargo into Mexico. The flight crew is responsible for ensuring that all required international waybills and bills of lading are accompanying the cargo, and couriers have the appropriate documentation to enter the country. Hazardous materials are authorized for air transport into Mexico.

Canada Operation Specification: C078, C079, Canada FAOC 85 USA Jet Airlines, Inc. has been issued a Canadian Operational License for Air Carriers, which allows us to fly commercially in Canada. This license is good for all aircraft makes and models listed on the license and contained in the FAA approved Operations Specifications. USA Jet Airlines, Inc. is authorized to carry cargo into Canada. The flight crew is responsible for ensuring that all required international paperwork and bills of lading are accompanying the cargo. Hazardous materials are authorized for air transport into Canada. Canada has issued Operations Specifications based on our FAA Operations Specifications for lower than Standard Takeoff Visibility. The authorization for takeoff with visibility of RVR 600 is approved for all operations as outlined in USA Jet's Canadian Operations Specifications. Note: This is different from the RVR 500 allowance for operations conducted within the United States. FLIGHT FOLLOWING MANUAL 45.5.5 INTERNATIONAL PROCEDURES Apr 7, 2014 GENERAL APIS/EAPIS Prior to any international departure or arrival, Flight Following must ensure a TSA APIS manifest is submitted to the customs agency handling the flight. An APIS request form must be generated from either the Sharevis network or by email to K&R International Services which acts as USA Jet's Customs Compliance. K&R International can be reached via the following methods: • Phone: ...... 734-470-6352 • Fax: ...... 734-470-6857 • Email: ...... [email protected] The APIS system collects data via the internet so that small carriers can use the public network to submit their electronic manifests. The electronic Advanced Passenger Information System (EAPIS) is a Customs and Border Protection (CBP) web-based computer application that allows the submission of electronic traveler manifest information from commercial carrier for international travel both into and out of the United States. EAPIS collects and passes electronic manifest to the Advanced Passenger Information System.

FLIGHT FOLLOWING MANUAL 45.5.6 INTERNATIONAL PROCEDURES GENERAL Apr 7, 2014 Flights Departing the United States

Customs Notifications Appropriate customs notification must be made in a timely fashion. To assist with tracking trip progressions Flight Following will utilize the magnetic customs clearance checklists. For most US Customs offices, coordination must be made at least one hour prior to departure or arrival. This coordination may include, but is not limited to: • Tail Number and Type of Aircraft • Departure and Destination Airports • Number of Crewmembers • Nationality of Crewmembers • Time of Departure • Whether there is freight on board • Carrier or International Bond information (can be found in the Special Documents Binder)

Customs Documentation General Declarations (GenDec) An outbound authorization from U.S. Customs is required for all flights departing the United States. This authorization must be obtained from the U.S. Customs District Office that has jurisdiction over the airport of planned departure to a foreign country. The General Declaration Form (GenDec) or equivalent is used by most countries to summarize pertinent data such as: • Itinerary • Number of supernumerary/couriers • Statements of the general health of persons on board • Details of any disinsecting • Number (normally by name) of the crew. The form must be signed by the captain or an authorized company representative. It is not always required to have the form “stamped”, however, some countries require a stamp to enter or exit. Failure to obtain and present an appropriate and completed GenDec form may result in a $5,000.00 fine to USA Jet Airlines.

FLIGHT FOLLOWING MANUAL 45.5.7 INTERNATIONAL PROCEDURES Apr 7, 2014 GENERAL General Declarations (GenDec) This authorization is normally obtained in person. However at the discretion of the customs official, it may be obtained by telephone or electronically. If the outbound authorization is obtained by telephone, the report number (if applicable) along with the name and badge number of the person giving the authorization, shall be recorded on the lower right hand corner (marked for official use only) of the General Declaration Form. There should be at least 2 copies of the completed outbound declaration onboard the aircraft. The declaration must be made available upon request. The outbound declaration shall be presented to U.S. customs Officials, if requested, along with an inbound declaration upon arrival back in the United States. These forms can be generated electronically from the power-launcher system, the intranet via http://yip-sqlrpt1/Reports or generic forms can be found on the faa.gov website. Air Cargo Manifest Generated by Customer Service (can be handwritten if necessary) this form is required for all international shipments. Flight Following may only change information located in section 11 of this form. In addition, AES statements and ITN numbers can be hand written on this form. When freight is cleared the broker, once in possession of the freight paperwork enters the data into their system, which is linked to the national Customs database. Once the data is entered an 'entry' number is created. This number must be presented to customs (physically or electronically) before the freight is cleared. This number is often written on the air cargo manifest form. Reference Chapter 75 for an example Shippers Export Declaration (SED) This electronically filed form is generated by the shipper or freight forwarder. This form is required on any international shipment from the US to Mexico that has a value exceeding $2500 USD (US Dollars). Some companies have approvals and the capabilities to transmit their SEDs electronically through the EAPIS system. This information will be annotated on the commercial invoice with an Automated Export System (AES) statement. If the value of the freight is less than $2500 USD then a “NO SED REQUIRED” statement should be documented on the commercial invoice. FLIGHT FOLLOWING MANUAL 45.5.8 INTERNATIONAL PROCEDURES GENERAL Apr 7, 2014 Shippers Export Declaration (SED) (continued) Once an SED has been successfully filed and processed, the shipper receives and Internal Transaction Number (ITN). Flight Following may verbally advise crewmembers of this number for customs clearance or hand write the information on the commercial invoice. Reference Chapter 75 for examples of AES statements and ITN numbers. Additional information for SEDs can be found at w drive/operations/flight following training/training. Commercial Invoice This form is generated by the shipper or freight forwarder and states the overall value of the shipment. Often, the ITN or the AES statement can be found on this form. Crewmember's Declaration (U.S. Customs Form 5129) This form must be completed by all crewmembers when returning to the United States. The form is completed whether or not the crewmember purchased any goods, or has anything to declare.

FLIGHT FOLLOWING MANUAL 45.5.9 INTERNATIONAL PROCEDURES Apr 7, 2014 GENERAL Canadian Customs

Arrivals Without Freight CANPASS must be contacted at least two hours prior to arrival for all aircraft types. This coordination will be completed by the captain upon receiving the following information from Flight Following: • Aircraft Tail Number • Names and Birthdates of all crewmembers • CANPASS status of all crewmembers • Canadian FBO destination • Requested time of arrival CANPASS will supply the crewmember with their approved time of entry, report number, if applicable, and directions for customs upon landing at destination. CANPASS Contact Number: ...... 1-888-226-7277 With Freight Canadian Transport Agency (CTA) must approve all inbound cargo operations for 121 operations, including Fifth Freedom Operations before commencement of the operation. This communication may be accomplished either by phone and fax, or email. Phone: ...... 819-953-9791 (0730 - 1700 Eastern) Fax: ...... 819-953-5572 Email: ...... [email protected] The documentation provided to the CTA can be found at http://yip-bi01/ Reports. In addition to CTA, Canadian Customs at the destination airport must be coordinated.

FLIGHT FOLLOWING MANUAL 45.5.10 INTERNATIONAL PROCEDURES GENERAL Apr 7, 2014 Departures Outbound Canada customs coordination is not required. Mexican Customs Mexican customs coordination is provided by International Cargo Charter Services (ICCS). This communication can be completed by either phone or email as follows: Phone: ...... 011-52-553-003-1700 Email: ...... [email protected] Email...... [email protected] This coordination should be completed shortly after trip booking. Aircraft should not departure to Mexico without written consent from ICCS. 121 Operations Customs coordination should include requests for permits as well as handling, unless otherwise specified by customer service (ie..TSM shipments). 135 Operations Permits are not required prior to each arrival for 135 operations, however, notification to ICCS regarding arrivals and departures should be completed. All Other Destinations For information regarding customs coordination for destinations outside of North America, Flight Following shall utilize either: • International Ac-u-kwik • Jeppesen International Flight Planning

FLIGHT FOLLOWING MANUAL 50.0.1 CREW SCHEDULING Aug 31, 2016 TABLE OF CONTENTS 50. Crew Scheduling

Crew Scheduling ...... 50.5.1 Responsibility ...... 50.5.1 Definitions ...... 50.5.2 Crew Management ...... 50.5.2 Scheduling Codes ...... 50.5.2 Sample Crew Schedule ...... 50.5.3 Crew Alerting ...... 50.5.5 Scheduled Departure or Designated In-Position Time ...... 50.5.5 Call Out Times at Domicile ...... 50.5.6 Call Out Times Away from Domicile ...... 50.5.7 Trip Cancellation ...... 50.5.7 Fatigue Risk Management Program ...... 50.5.8 Fatigue Report Flow Chart ...... 50.5.9

Flight & Duty Limitations...... 50.10.1 Part 121 ...... 50.10.1 Introduction ...... 50.10.1 Applicability ...... 50.10.1 Flight Time Limitations ...... 50.10.1 All Crews ...... 50.10.1 Two Pilot Crews and (727 Only) One Flight Engineer . . . . 50.10.2 Three Pilot Crews and (727 Only) Two Flight Engineers . . 50.10.2 Flight Time Limitations: Overseas and International Operations Applicability ...... 50.10.3 Flight Time Limitations: Crew of Two Pilots and One Additional Airman as Required...... 50.10.3 Process ...... 50.10.3 Four Pilot Crews ...... 50.10.4 Deadhead Transportation ...... 50.10.4 Circumstances Beyond the Company's Control ...... 50.10.5 Part 135 ...... 50.10.6 Introduction ...... 50.10.6 Applicability ...... 50.10.6 Flight Time Limitations ...... 50.10.6 All Crews ...... 50.10.6 Unscheduled One & Two Pilot Crews ...... 50.10.7 Start of Duty ...... 50.10.9 121 Crewmember Duty Reporting ...... 50.10.9 135 Crewmember Flight and Duty Reporting ...... 50.10.9 Hot Crews ...... 50.10.10 FLIGHT FOLLOWING MANUAL 50.0.2 CREW SCHEDULING TABLE OF CONTENTS Aug 31, 2016 End of Duty ...... 50.10.11 Release from Duty ...... 50.10.11 Flight, Duty Time & Landing Currency ...... 50.10.12 Flight Time Tracking ...... 50.10.12 Part 121 Crew Tracking ...... 50.10.13 Other Commercial Flying ...... 50.10.14 Flight Time Auditing ...... 50.10.15 Duty Time Tracking ...... 50.10.15 Duty Time Auditing ...... 50.10.16 Landing Currency Tracking ...... 50.10.16 Landing Currency Auditing ...... 50.10.17 Days of Service & PTO ...... 50.10.18 Time Off & Paid Time Off ...... 50.10.18 Days Off Guarantee ...... 50.10.18 Bidding Process ...... 50.10.18 Exceptions to the Bidding Process ...... 50.10.18 Paid Time Off (PTO) ...... 50.10.19 Discretionary Days Used As Sick Days ...... 50.10.19 Discretionary Day Procedure ...... 50.10.19 Discretionary Days Used As Personal Days ...... 50.10.20 Vacation Days ...... 50.10.20 Vacation and Discretionary Day Tracking ...... 50.10.21 Holidays ...... 50.10.21 Overtime (Call-in Pay) ...... 50.10.21 Hotel Documentation Procedures ...... 50.10.22 Ticket Purchasing Procedures ...... 50.10.22

FLIGHT FOLLOWING MANUAL 50.5.1 CREW SCHEDULING Apr 7, 2014 GENERAL Crew Scheduling

Responsibility The Director of Operations is responsible for regulatory compliance with the flight time and rest requirements in the applicable FARs and will ensure the policies and procedures in this section are followed by USA Jet employees. The Director of Operations has delegated the authority to maintain USA Jet flight/duty/rest time policies and procedures to the Director of Flight Following. USA Jet crewmembers and Flight Following are responsible for calculating flight time to comply with flight time limitations under FAR 121 and 135. Flight Following is responsible for monitoring and modifying a crewmember's schedule any time the crewmember will exceed the flight and duty time limitations. Crewmembers are responsible for notifying Flight Following immediately if they feel they are being scheduled contrary to the flight and duty time limitations. Crewmembers are responsible for notifying Flight Following anytime (s)he believes the continuation of flights would result in exceeding any rest requirement(s) or flight time limitations. Note: The captain shall not depart if they know any crewmember assigned to the flight will exceed any rest requirement(s) or flight time limitations by continuing the flight.

FLIGHT FOLLOWING MANUAL 50.5.2 CREW SCHEDULING GENERAL Apr 7, 2014 Definitions For the purposes of this chapter, the following definitions apply:

Calendar Day The period of elapsed time, using UTC (Zulu) time, that begins at midnight and ends 24 hours later at the next midnight UTC (Zulu).

Duty Period The period of elapsed time between reporting for an assignment involving flight time, training and/or administrative duty and release from that assignment by USA Jet Airlines, Inc.

Rest Period The period free of all restraint or duty for USA Jet Airlines, Inc. and free of all responsibility for work or duty should the occasion arise.

Crew Management Flight Following will manage available crews in compliance with the flight, duty, and rest limitations contained within this chapter, the GOM, and applicable FARs.

Scheduling Codes

Discretionary Day = P/I Day Owed = @ Company Bus. = CB Ground School = GS Sim Training = SIM Bereavement = BR Off Until Further Notice = UFN Guard Duty = X/G Vacation Day = V Meeting = M Jury Duty = JD Rqd 24 hours off in 7 days = 1/7

Note: When a crewmember is assigned or flies on a particular aircraft, the tail number should be annotated on the schedule for each actual flight day. Note: When a crewmember is no longer applicable to a particular schedule, their line is shaded in.

FLIGHT FOLLOWING MANUAL 50.5.3 CREW SCHEDULING Apr 7, 2014 GENERAL Sample Crew Schedule XXX XXX 827 827 XX 827 822 X 827 827 ioe ioe ioe 827 827 dtw XXX @@ X X X 822 X 827 X X 827 827 822 811 811 827 827 827 827 827 XXXXXX XX 811 XXXX X X X 822 bna dtw 811 811 811 811 X X X X X X 5678910111213141516171819202122232425262728 X XXXXXXXXsimsimsimXXXX811811827827827827827827 X X X X X X 822 822 822 822 822 822 827 827 827 827 811 822 X X of X X M gs gs of of sim sim sim of of of 822 X X gs gs of of of X X FR SA SU MO TU WE TH FR SA SU MO TU WE TH FR SA SU MO TU WE TH FR SA SU MO TU WE TH 1811811ieXoieo872ie2 XXXXXXXXX 811811811811811ioeXXioeioeioe827827ioe822 XXXXXXXX827 827 X822 X X 811811811811811 827 M822 @ X @ @822 X X 822 822 822 827 827 X X X X X 811 X X X X X X X Capt 1 2 3 4 Pilot 1 ufnPilot 2 ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn ufn Pilot 3 Pilot 4 Pilot 5 Pilot 6 Pilot 7 Pilot 8 Pilot 9 February Pilot 10 Pilot 11

FLIGHT FOLLOWING MANUAL 50.5.4 CREW SCHEDULING GENERAL Apr 7, 2014 Crew Management (continued) USA Jet Airlines, Inc may not assign, nor may a crewmember accept a trip if it will infringe or conflict with the applicable flight, duty, and rest time limitations as specified in the FARs, this manual, and the GOM. In addition, the training department maintains a database that contains additional crewmember qualification's status including: • Current Proficiency Check • Line Check • Recurrent Training • Wet Ditching • Medical • IOE (Initial Operating Experience) • Security Training The training department is responsible for updating the crew status board with current crew qualifications. This update is through a colored tag system for each qualification, as applicable. • Red Tag - crewmember is in grace month • Yellow Tag - crewmember is in their base month • Green Tag - crewmember's qualification is due the following month

FLIGHT FOLLOWING MANUAL 50.5.5 CREW SCHEDULING Jun 29, 2016 GENERAL Crew Alerting When a crewmember is scheduled for a trip, the alert will be given as soon as practical upon receipt of the information. Flight Following will ensure the crew is notified. It will be the policy of USA Jet Airlines, Inc. to have the crewmember alerted as far in advance as possible, without assigning a duty during a scheduled rest period. The company may attempt to contact the crewmember in the last hour of a 10 hour or greater rest period to advise the crewmember of an upcoming assignment upon completion of the rest period. However, the crewmember is not required to respond to calls during a scheduled rest period. Note: While Flight Following may alert a crew for a future flight as far in advance as possible, they shall refrain from assigning the crew more than four hours prior to departure, unless circumstances are such that advanced assignment is required or advantageous to facilitate Fatigue Risk Management. When alerted for a flight, the prescribed time which will normally be set so as to allow for all flight deck crewmembers to complete their pre-departure duties in sufficient time and to be at their aircraft duty stations, ready for block out is: • MD-80 and B-727 ...... 2 hours • DC-9 ...... 1 hour 45 minutes • Falcon 20...... 1 hour 30 minutes

Scheduled Departure or Designated In-Position Time Pilots assigned to a cargo trip with a scheduled live departure time are to show at the airport one hour before departure time. This time may be increased at the customer's request or if extra time is required for preflight, transportation, or loading. Flight Following will establish an exact show time. The term “In-Position Time” refers to the time the airplane must be at the pickup airport, parked at the loading facility, and ready to receive freight. Flight Following will provide this information as part of the pre-flight briefing. On-time performance is measured based on making the In- Position Time. The Captain is responsible for notifying the air carrier if the crew is aware of any circumstances that would require adjustments to scheduled departure times, included but not limited to, crew rest or crew duty times, etc.

FLIGHT FOLLOWING MANUAL 50.5.6 CREW SCHEDULING GENERAL Jun 29, 2016 Scheduled Departure or Designated In-Position Time (continued) Flight Following will inform the Captain of the scheduled departure time. The Captain will be responsible to see that a definite time has been set for his/her crew. For purposes of starting duty time, all crewmembers show time will be the actual time crewmembers show for trip. If necessary, crewmembers may be asked to show one (1) hour prior to international flights (Canada and Mexico), and two (2) hours for all other international flights. Crew duty time will be computed from show time until 30 minutes after block-in, unless circumstances require additional time.

Call Out Times at Domicile All pilots will be notified of their call out status by text messaging. Pilots not issued phones by the company will receive a stipend as outlined in Appendix A of the Pilot Policy Handbook. All pilots will receive a text when on the board in position #4 to #1. Pilots will receive a new text each time their position changes and they are number 4 or higher on the board. The text will contain Long Board or Short Board, Position, standard call (if applicable) and crewmember currently paired with. If the text does not direct "[A RESPONSE]” the pilot is on “extended call.” At YIP, show time for crews in the “A” status position (standard call out) on either the long or short board for an immediate departure is normally 30 minutes after being alerted. Flight Following will advise of the exact show time. Crewmembers are considered as being on a standard response when becoming legal after crew rest or returning from days off. Crewmembers in rotation who are not “A” status are considered “B” status on either the long or short board and will be responsible for the following responses: • Weekdays, 0600L on Monday until 0600L on Saturday, all crews are on a one hour response • Weekends, 0600L on Saturday until 0600L on Monday, “B” is a two hour response

FLIGHT FOLLOWING MANUAL 50.5.7 CREW SCHEDULING Jun 29, 2016 GENERAL Call Out Times at Domicile (continued) The weekend call out policy will apply to all USA Jet recognized holidays as defined in the USA Jet Airlines Employee Handbook When a crewmembers moves from “B” status to “A” status, the crewmember will have one hour to prepare and be responsible for a standard one hour response during weekends and holidays, as defined above.

Call Out Times Away from Domicile • Show time is normally one hour after being alerted for an immediate departure • In all cases, even if a normal one hour show time is expected, the Flight Follower will establish an exact show time at the airport to avoid miscommunication

Trip Cancellation If a trip cancels and a pilot is notified of the cancellation prior to arriving at the airport of departure, and the pilot elects not to report, duty time is not considered to have started. Pilots will be contacted by phone. If the pilot arrives at the airport before being notified of a cancellation, the following options will be considered: • The pilot may ask to be released for a scheduled rest period of 8 hours (Part 121 operations) or 10 hours (Part 135 operations) • The Company may elect to keep the pilot(s) on duty as “Hot Crew”

FLIGHT FOLLOWING MANUAL 50.5.8 CREW SCHEDULING GENERAL Mar 2, 2015 Fatigue Risk Management Program Crewmembers are required to be in good physical condition when reporting for duty. Good judgment must be used in obtaining proper rest before a flight assignment. Commuting crewmembers need to pay special attention when commuting to a flight assignment and must allow time for proper rest. Situations may arise where a crewmember becomes fatigued to the extent that alertness becomes a safety of flight concern. Under these circumstances, it is a crewmember's responsibility to remove oneself from, or refuse a duty assignment. The following procedure will apply: The crewmember shall contact USA Jet Airlines Operations and report to the Flight Follower or Air Crew Scheduler that they are unable to operate as a required flight crewmember due to fatigue. Operations shall release that crewmember from further duty without duress and shall send a fatigue notification to the operations personnel on- duty (Director of Operations or Chief Pilot). Note: This shall be done via an email through the Microsoft Outlook system. Select “Fatigue” from the contacts list and send a detailed email regarding the circumstances. This email is sent to the Chief Pilot, Director of Operations, Director of Regulatory Compliance, and Director of Flight Following. Operations shall secure arrangements, when away from domicile, for the crewmember to ensure rest, or deadhead followed by rest, prior to the next line flying assignment. Within 48 hours after return to domicile, the crewmember shall submit a fatigue report.

The Fatigue Management Review Committee (FMRC) shall determine if the fatigue call is justified and prudent. He/she shall also, if necessary, investigate root cause to determine if the fatigue call was preventable. If an employee of Flight Following or Operations Management observes a potential fatigued crewmember, he/she has an obligation to contact the on- duty Flight Following Supervisor. Flight Following will evaluate the situation and, if warranted, remove the crewmember from duty and send notification to the FMRC.

FLIGHT FOLLOWING MANUAL 50.5.9 CREW SCHEDULING Mar 2, 2015 GENERAL Fatigue Report Flow Chart to FRMC. to Ops sends fatigue notice continues as scheduled. Crewmember given rest given & re-assigned Crewmember arrangements No action. Chief Pilot for Chief Pilot Report sent to Is Yes removes fatigued? from duty from Operations crewmember crewmember No calls in to FRMC to Is report evaluate evaluate fatigued Ops sends for fatigue for accepted? Operations Cremember Crewmember crewmember FRMC reviews submits report fatigue reports detailed report within 48 hours Yes Symptoms Operations reported to FRMC Dir. of Dir. FRMC FRMC factors proposes by FRMC by evaluates FRMC meets immediately Safety notifies Safety Report closed Fatigue related Fatigue incident occurs reccomendations Symptoms of Symptoms crewmember fatigue observed

FLIGHT FOLLOWING MANUAL 50.5.10 CREW SCHEDULING GENERAL Apr 7, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL 50.10.1 CREW SCHEDULING Mar 2, 2015 FLIGHT & DUTY LIMITATIONS Flight & Duty Limitations

Part 121

Introduction USA Jet Airlines, Inc. will not assign any crewmember, nor will a crewmember accept any assignment unless that crewmember is properly rested, current and qualified to act as the assigned crewmember of that particular aircraft. USA Jet Airlines, Inc. will ensure that all operations are scheduled in accordance with the Flight and Duty Time Limitations defined in regulation.

Applicability FAR: 121.500 This section describes flight time limitations for supplemental air carriers and commercial operators. USA Jet Airlines, Inc. will ensure that no crewmember acts in another capacity while on duty as a pilot and/or mechanic.

Flight Time Limitations All Crews A crewmember may accept and USA Jet Airlines, Inc. may schedule a crewmember to fly in an airplane for eight hours or less during any 24 consecutive hours without a rest period during those eight hours. FAR: 121.503(a), 121.511(a) Each crewmember who has flown more than eight hours during any 24 consecutive hours must be given at least 16 hours of rest before being assigned to any duty within USA Jet Airlines, Inc. operation. FAR: 121.503(b), 121.511(a) USA Jet Airlines, Inc. will relieve each crewmember from all duty for at least 24 consecutive hours at least once during any seven consecutive days. FAR: 121.503(c), 121.511(a)

FLIGHT FOLLOWING MANUAL 50.10.2 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Jun 29, 2016 All Crews (continued) No crewmember may fly as a required crewmember in air carrier service more than 100 hours during 30 consecutive days. FAR: 121.503(d), 121.511(a) No crewmember may fly as a required crewmember in air carrier service more than 1,000 hours during any calendar year. FAR: 121.503(e), 121.511(a) Two Pilot Crews and (727 Only) One Flight Engineer In the event that USA Jet Airlines schedules a crewmember to fly more than eight hours during any 24 consecutive hours, it shall give him/her an intervening rest period at or before the end of eight scheduled hours of flight duty. This rest period must be at least twice the number of hours flown since the preceding rest period, but not less than eight hours. USA Jet Airlines shall relieve that crewmember of all air carrier duties during that rest period. FAR: 121.505(a), 121.511(a) No crewmember of an airplane that has a crew of two pilots and (727 only) one flight engineer, may be on duty for more than 16 hours during any 24 consecutive hours. FAR: 121.505(b), 121.511(a) Three Pilot Crews and (727 Only) Two Flight Engineers USA Jet has elected to restrict the flight engineer flight and duty time limitations to 121.507. Crewmembers may not be scheduled for flight deck duty in an aircraft that has a crew of three pilots and (727 only) two flight engineers for more than eight hours in any 24 consecutive hours, or: FAR: 121.507(a)(1), 121.511(b) • To be aloft in an aircraft that has a crew of three pilots and (727 only) two flight engineers, for more than 12 hours in any 24 consecutive hours FAR: 121.507(a)(2), 121.511(b) • No crewmember of an aircraft that has a crew of three pilots and (727 only) two flight engineers may be on duty for more than 18 hours in any 24 consecutive hours FAR: 121.507(b), 121.511(b)

FLIGHT FOLLOWING MANUAL 50.10.3 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Flight Time Limitations: Overseas and International Operations Applicability FAR: 121.513 USA Jet Airlines may elect to comply with the flight time limitations of Overseas and International Operations rules: • Between a place in the 48 contiguous States and the District of Columbia, or Alaska, and any place outside thereof • Between any two places outside the 48 contiguous States, the District of Columbia, and Alaska; or • Between two places within the State of Alaska Flight Time Limitations: Crew of Two Pilots and One Additional Airman as Required. FAR: 121.521(a) USA Jet Airlines will not schedule a crewmember to be aloft as a member of the flight crew for more than 12 hours during any 24 consecutive hours. FAR: 121.521(b) If a crewmember has been aloft as a member of a flight crew for 20 or more hours during any 48 consecutive hours or 24 or more hours during any consecutive 72 hours, he/she must be given at least 18 hours of rest before being assigned to any duty with USA Jet Airlines. FAR: 121.521(c) USA Jet Airlines has further restricted the flight time limitations for a crew of two pilots and one additional airman to: • 100 hours during any 30 consecutive days; and • 300 hours during any 90 consecutive days Process This process must be followed when releasing the B-727 for flight under the Flight Time Limitations Overseas and International for Supplemental Operations: 1. Prior to release: a. Ensure that the crew has not flown 24 hours or more in the preceding 72 hours. b. Ensure that the crew has not flown 20 hours or more in the preceding 48 hours. c. Ensure that the crew’s planned flight time will not exceed 12 hours in any 24 hour period.

FLIGHT FOLLOWING MANUAL 50.10.4 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Process (continued) These steps can be accomplished by reviewing crew tracking, log pages, flight logs, etc. 2. If it is determined that the crew assigned to the international flight has flown 24 hours or more in the preceding 72 hours and/or has flown 20 hours or more in the preceding 48 hours: a. The crew must receive a minimum of 18 hours rest prior to the initiation of the international flight. 3. If it is determined that the crew will exceed 12 hours of flight time within a 24 hour period: a. The trip must be delayed until such time 12 hours of planned flight time are not exceeded in any 24 hour period. 4. After the completion of any flight released under the rules for Flight Time Limitations Overseas and International for Supplemental Operations: a. The crew must be given a minimum of 18 hours off to ensure compliance with all domestic and international flight time limitations for supplemental operations. Four Pilot Crews Pilots may not be scheduled: • For flight deck duty in an airplane that has a crew of four pilots for more than eight hours in any 24 consecutive hours; or FAR: 121.509(a)(1) • To be aloft in an aircraft that has a crew of four pilots for more than 16 hours in any 24 consecutive hours. FAR: 121.509(a)(2) • No pilot of any aircraft that has a crew of four pilots may be on duty for more than 20 hours in any 24 consecutive hours. FAR: 121.509(b)

Deadhead Transportation Time spent by a crewmember in deadhead transportation to or from a duty assignment is not considered to be part of any rest period. FAR: 121.519

FLIGHT FOLLOWING MANUAL 50.10.5 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Circumstances Beyond the Company's Control Crewmembers are not considered in violation of the flight time limitations when they are exceeded due to circumstances beyond the control of the Company. Examples of these circumstances include: • Weather • ATC delays When due to circumstances beyond control of the Company, the total flight time will exceed the limitations prescribed in this Chapter, the crewmember may complete the trip. Note: Mechanical issues that require a recalculation of flight plans do not constitute a “circumstance beyond the company's control” and must be included in the original flight time limitation (i.e., aircraft autopilot is inoperative and now the aircraft must be flown non- RVSM and this new flight level will cause an increase in flight time due to stronger winds.)

FLIGHT FOLLOWING MANUAL 50.10.6 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Part 135

Introduction FAR: 135.263(a) USA Jet Airlines, Inc. will not assign any crewmember, nor will a crewmember accept any assignment unless that crewmember is properly rested, current and qualified to act as the assigned crewmember of that particular aircraft. USA Jet Airlines, Inc. will ensure that all operations are scheduled in accordance with the Flight and Duty Time Limitations defined in regulation.

Applicability FAR: 135.261 This section describes the flight time limitations, duty period limitations, and rest requirements for operations conducted under FAR 135.

Flight Time Limitations All Crews USA Jet Airlines, Inc. will not assign any flight crewmember to any duty during any required rest period. FAR: 135.263(b) Time spent in transportation, not local in nature, that a certificate holder requires of a flight crewmember and provides to transport the crewmember to an airport at which he/she is to serve on a flight as a crewmember, or from an airport at which he was relieved from duty to return to his/her home station, is not considered part of a rest period. FAR: 135.263(c) A flight crewmember is not considered to be assigned flight time in excess of flight time limitations if the flights to which he/she is assigned normally terminate within the limitations, but due to circumstances beyond the control of the certificate holder or flight crewmember (such as adverse weather conditions), are not at the time of departure expected to reach their destination within the planned flight time. FAR: 135.263(d)

FLIGHT FOLLOWING MANUAL 50.10.7 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Unscheduled One & Two Pilot Crews USA Jet Airlines, Inc. may not assign any flight crewmember, and no flight crewmember may accept an assignment for flight time as a member of a one or two-pilot crew if that crewmember's total flight time in all commercial flying will exceed: • 500 hours in any calendar quarter. • 800 hours in any two consecutive calendar quarters. • 1,400 hours in any calendar year. FAR: 135.267(a) Except as provided in the following paragraph, during any 24 consecutive hours the total flight time of the assigned flight when added to any other commercial flying by that flight crewmember may not exceed: • 8 hours for a flight crew consisting of one pilot; or • 10 hours for a flight crew consisting of two pilots. FAR: 135.267(b) A flight crewmember's flight time may exceed the flight time limits of the previous paragraph if the assigned flight time occurs during a regularly assigned duty period of no more than 14 hours and: • If this duty period is immediately preceded by and followed by a required rest period of at least 10 consecutive hours; • If flight time is assigned during this period, that total flight time when added to any other commercial flying by the flight crewmember may not exceed: - 8 hours for a flight crew consisting of one pilot; or - 10 hours for a flight crew consisting of two pilots; and - If the combined duty and rest periods equal 24 hours. FAR: 135.267(c) Each flight crewmember will be provided with at least 10 consecutive hours of rest during the 24-hour period that precedes the planned completion time of the assignment. FAR: 135.267(d)

FLIGHT FOLLOWING MANUAL 50.10.8 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Unscheduled One & Two Pilot Crews (continued) When a flight crewmember has exceeded the daily flight time limitations in this section, because of circumstances beyond the control of the USA Jet Airlines. Inc. or flight crewmember (such as adverse weather conditions), that flight crewmember must have a rest period before being assigned or accepting an assignment for flight time of at least: • 11 consecutive hours of rest if the flight time limitation is exceeded by not more than 30 minutes. • 12 consecutive hours of rest if the flight time limitation is exceeded by more than 30 minutes, but not more than 60 minutes; and • 16 consecutive hours of rest if the flight time limitation is exceeded by more than 60 minutes. FAR: 135.267(e) The certificate holder must provide each flight crewmember at least 13 rest periods of at least 24 consecutive hours each, in each calendar quarter. FAR: 135.267(f)

FLIGHT FOLLOWING MANUAL 50.10.9 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Start of Duty In general, duty time will commence when the crewmember arrives at the airport for an assignment. On occasion, circumstances may require an exception to the previous rule. In such cases, Flight Following and the pilot must agree on an exact start of duty time. • If a crewmember is at the airport when alerted for a trip (or other assignment), duty time will commence immediately if the scheduled departure time is within one hour. Otherwise, duty time will start at the agreed-upon show time. • Travel - Local in Nature: If a pilot is home or at a hotel near the airport, duty time does not start until the pilot arrives at the airport and checks in with Flight Following. • Travel - Not Local in Nature: If a crewmember is at a hotel, and travel time is more than 30 minutes, duty time will start at an agreed time arranged with Flight Following. • When a crewmember is assigned deadhead travel to position for an assignment, duty time will start when the crewmember arrives at the departure airport.

121 Crewmember Duty Reporting Any time a crewmember is conducting duty for the company, their duty time shall be tracked by Flight Following, unless it is for training. Duty times shall be entered into the CMS program. For duty times that are associated with flight, the times will be entered during the close out process for each pilot that flew and/or occupied a jumpseat.

135 Crewmember Flight and Duty Reporting 135 crewmembers are required to submit a Flight and Duty Summary Sheet by the 5th of each month. These sheets serve as documentation that the crewmember has not exceeded flight and duty limitations as set forth in the regulations. The sheets are placed in the individual pilots' file.

FLIGHT FOLLOWING MANUAL 50.10.10 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 135 Crewmember Flight and Duty Reporting (continued) For duty times not associated with flight (ie..pre-flight deadhead, post-flight deadhead, company meetings, etc) the times will be entered upon completion of the assigned duty. In addition to CMS, the JETNET program is used for auditing duty times and ensuring compliance with the regulations. Note: 135 duty times are also tracked in a similar manner to ensure 135 duty time limitations are not exceeded.

Hot Crews Hot Crews are assigned by Flight Following. Hot Crews remain on standby in the building in a duty status. Hot Crews can also be assigned on the road when a previous trip has cancelled and the crew is at the airport, or at the completion of a previous trip. This is done to facilitate quicker launches for additional trips. Hot Crews must maintain the ability to block out in 30 minutes after trip alert. Hot Crews shifts are normally five hours in duration. Flight Following may assign longer or shorter Hot Crew shifts depending on circumstances. When Flight Following releases a Hot Crew from duty, the pilots do not have the option of extending their Hot Crew status.

FLIGHT FOLLOWING MANUAL 50.10.11 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS End of Duty Duty time normally ends (and rest period begins) 30 minutes after block in time of the last leg of a series. If extenuating circumstances require duty time be extended beyond 30 minutes, the crewmember will contact Flight Following and establish the actual end of duty/start of rest time. Failure to contact Flight Following in a timely manner may lead to misunderstandings and confusion. Crews ending duty at an outstation will begin rest after checking into the hotel, and prior to obtaining meals. The crewmember must establish an exact time for end of duty and start of rest. Release from Duty A crewmember is not released from duty until making certain that nothing further is required from Flight Following or Maintenance. Crewmembers must always check with Flight Following before leaving a duty assignment. Before being released from duty, Flight Following and the crewmember will agree on the following: • End of duty/start of rest time • Flight time since last rest period, determined by block time as defined in the USA Jet Airlines GOM. Start of block time is defined by the movement of the airplane under its own power for the purpose of flight. End of block time is defined by the end of the airplane movement upon the completion of a flight assignment • Length of scheduled rest period, and the exact time the rest period will end • Extended rest: - If requested, all crewmembers have the option to receive a minimum of 10 hours of rest after any flight - If the duty day extends beyond 12 hours, rest would be extended by 1/2 hour for every hour or portion of an hour over 12 hours, up to a maximum of 16 hours. (For example a crew puts in a 14- hour duty day, they would be authorized to request up to 11 hours of rest) In no case will rest be less than that required by the FARs. If a scheduled rest period is extended into the crewmember's scheduled days off, the crewmember can be released for days off at this time. If a rest period is scheduled to end before a crewmember's scheduled time off, early release may be granted at the Company's discretion. FLIGHT FOLLOWING MANUAL 50.10.12 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Release from Duty (continued) The supervisor, or their designee, will evaluate current, and anticipated business volumes and determine if adequate aircraft coverage is available in order to release the crewmember early. It must be understood, however, that such requests cannot always be accommodated. If there is a subsequent duty period already scheduled, the pilot will be notified of all details that are known at that time, inclusive of the show time.

Flight, Duty Time & Landing Currency Flight, duty time, and landing currency tracking is the joint responsibility of the crewmember and the Company. This tracking is accomplished in the following manner:

Flight Time Tracking Both 121 and 135 Flight Times are tracked daily, utilizing a computerized spreadsheet located in W:\Operations\Crew_Tracking. This spreadsheet ensures compliance with applicable flight restriction FARs. The process is as follows: • Flight Following receives log page • Block Time from log page is entered into the correct crewmember's column by date • Formulas in spreadsheet will calculate totals • Flight Following will review to ensure flight time restrictions have not been exceeded - 121 Crew Tracking Spreadsheet will indicate that a crewmember is approaching the 30 day 100 hour restriction upon reaching 80 hours. Once a crewmember has reached or exceeded 80 hours, a red "ALERT" will appear at the top of the crewmembers column. In addition, should the crewmember exceed 980 hours in a calendar year, a red "ALERT" will also appear - 135 Crew Tracking Spreadsheet will indicate that a crewmember is approaching 500 hours in any calendar quarter, 800 hours in two consecutive calendar quarters, or 1400 hours a year with a red "ALERT" in the affected crewmembers column Note: Part 135 Pilots are required to turn in the Flight and duty log no later than the 5th of each month.

FLIGHT FOLLOWING MANUAL 50.10.13 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Part 121 Crew Tracking FAR: 121.503, 121.511(a), 121.453 Manual Reference: GOM 30.10 No crewmember may fly as a crewmember in air carrier service more than 100 hours during 30 consecutive days. This spreadsheet is utilized to ensure that crewmembers remain within the flight limitation set forth in the FARs. Times are entered into the spreadsheet during the close out process. Block times are taken from the aircraft log page and entered by date for each crewmember. The spreadsheet is formatted to calculate total flight times per rotating 30 days, a standard calendar month, and yearly totals. In addition, when a crewmember has exceeded 80 hours of flight time, an alert is indicated for the FT (flight time) procedure to be initiated. This procedure includes placing an FT tag on the affected pilot and a daily review of their flight times. Crewmembers exceeding 80 hours but less than 90 will stay in normal rotation. Crewmembers with 90 hours but less than 95 shall be placed on the short board. Crewmembers with 95 or more flight hours shall be removed from rotation until they drop flight time to ensure limitations are not exceeded. Note: 135 flight times are also tracked in a similar manner to ensure 135 flight time limitations are not exceeded. Flight engineers for USA Jet Airlines must, within the last six calendar months, have had at least 50 hours of flight time on the type of plane for which they are certificated. If they have not had 50 hours in the last six calendar months then they must be checked out by USA Jet, or by the FAA, on the type of aircraft they are certificated for and determined to be familiar and competent with all essential current information and operating procedures. Tracking for this shall be completed in the following ways: • Flight Engineers flight checks shall be recorded in the landing currency tracking spreadsheet, located in W drive/Operations, and audited daily in combination with the landing currency audit • Flight times will be tracked daily utilizing the Crew Tracking spreadsheet in W drive/Operations using the following process: • Flight Following receives the log page and enters in block time from the log pages into the Flight Engineers column

FLIGHT FOLLOWING MANUAL 50.10.14 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Part 121 Crew Tracking (continued) • Formulas will calculate totals and indicate that a Flight Engineer is approaching the 50 hour flight limitation once their flight time has gotten to 60 hours. Upon reaching 60 hours, or below, a red “ALERT” visual indication will appear at the top of the Flight Engineer's column. When the alert appears the FT procedure will be initiated until the Flight Engineer is once again above 50 hours, regardless if they have received a flight check or not • Working with training and management the Flight Following department will ensure that the minimum 50 hour flight limitation has been met or a flight check has been accomplished in the last six calendar months Note: The red “ALERT” indication will appear on all new Flight Engineers column until they reach the 50 hour minimum requirement.

Other Commercial Flying

FAR: 121.471(a), 121.489,121.517 No pilot may fly commercially for any other entity except with express written consent of the Director of Operations, or Chief Pilot. In that case, the pilot must maintain his/her flight and duty requirements and report additional flying time to the Company so as to avoid violation of any flight time rules IAW applicable regulation. Any approved commercial flying exceptions shall not interfere with USA Jet flying or duty-related assignments. Refer to Chapter 75.5 for the Other Commercial Flying reporting form.

FLIGHT FOLLOWING MANUAL 50.10.15 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Flight Time Auditing Auditing of flight time will be conducted by referencing the crewmember’s 30-day file and ensuring correlation between the crew tracking spreadsheet and the individuals' log pages. This auditing will be accomplished any time a crewmember exceeds 80 hours of flight in 30 days, and other times as required.

Duty Time Tracking Both 121 and 135 Duty Times are tracked in the Charter Management System (CMS). The process is as follows: • Upon completion of a trip and during the close out process, the duty times are entered in zulu time under each individual's name on the flight Note: Duty Time starts when the crew arrives at the airport and ends 30 minutes after block in, unless other timing is agreed upon between crewmembers and the Flight Following department. • For crewmembers that will be returned to duty after they have received their required rest, their duty times will be annotated on the appropriate boards for easy management and review Note: Crewmember name tags shall not be removed from the crew status board until they have reached full legal status. • Management pilots' daily work assignments in an administrative role are not tracked. Should a management crewmember perform flight duties, duty time will be tracked with start time beginning when (s)he first arrived to the office that day • Crewmembers in training will have their duty time tracked by the Training Department Note: A crewmember will be assigned a 24-hour period of rest after the training is complete before returning to flight status, if required. The CMS duty tracking database, together with the crew schedule, will provide a record of all past duty assignments, availability for duty, and will indicate where crewmembers received 24 hour periods of rest in compliance with 121.503.

FLIGHT FOLLOWING MANUAL 50.10.16 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Duty Time Auditing Auditing of duty times will be conducted via the CMS system and/or JetNet. These systems will be checked for accuracy on a monthly basis.

Landing Currency Tracking USA Jet Airlines will not assign, nor may any pilot serve as a required pilot, unless (s)he performed 3 takeoffs and landings within the preceding 90 days. Within the preceding 90 days, a captain or first officer must have made at least 3 takeoffs and 3 landings in an aircraft (or simulator which is approved for this purpose) of the type in which (s)he is to serve. If a pilot fails to maintain the above recent experience, (s)he must reestablish recent experience (landing certification) with a qualified Check Airman who certifies that the observed pilot is proficient and qualified to perform flight duty. The check airman may recommend additional maneuvers, training or observation if determined necessary. While it is the responsibility of each pilot to maintain qualifications and notify the Company prior to expiration of qualification or currency, USA Jet Airlines may notify an affected pilot if currency may lapse. USA Jet Airlines tracks landing currency via two systems. The primary system is an excel spreadsheet located in W:/Operations/Landing Currency. Upon receipt of the completed log page, Flight Following will enter landings into the excel spreadsheet to include: •Name • Dates of Landings • Trip Number • Tail Number • City Pairs Landings shall be entered with the most recent landing listed first. The spreadsheet will automatically populate the 90 day expiration date. Training also accesses this database and populates current SIM training to ensure accurate expiration dates are represented. Flight Following shall send an email to the training department, flight following, the chief pilot, and the affected crewmembers who will expire from currency by the end of the month should landings, or SIM training, not be completed. The crewmembers shall be placed in the UFN board upon reaching their expiration date.

FLIGHT FOLLOWING MANUAL 50.10.17 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Landing Currency Tracking (continued) The secondary system is through the charter management system (CMS). During the closeout process, the landing data from the aircraft log pages is entered into the CMS log information for retention and can be used to create a report, if required, by the IT department, for tracking and analysis.

Landing Currency Auditing USA Jet will audit the landing currency spreadsheet on a daily basis and record this information. If there is a question regarding currency, the information will be verified by auditing the crewmember's log page file. Should the pilot have only three landings in the preceding 90 days, a red “3 landings” tag shall be placed on the nametag, and an email shall be sent to the crewmember, Flight Followers, the Chief Pilot, and the Training Department. The format should include: • Date of initial landings • Date of anticipated expiration of landing currency • Request for verification of landings or simulator information if applicable Should a pilot fall out of currency, the crewmember will be moved to the UFN board and notified via email of their current status. The email shall also be sent to Flight Followers, the Chief Pilot, and the Training Department. The format should include: • Date of initial landing • Request for verification of landings or simulator information if applicable • Advisory of their removal from the rotation and placement on the UFN board The crewmember will not be placed back into rotation until being released by the Director, or Assistant Director of Training, the D.O., or the Chief Pilot.

FLIGHT FOLLOWING MANUAL 50.10.18 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Days of Service & PTO

Time Off & Paid Time Off Days Off Guarantee • DA-20: ...... 11 days off per month • DC-9/MD-80/B-727: ...... 13 days off per month Bidding Process Crew Scheduling will create and distribute bid lines for the following month no later than the 5th of the current month. Distribution will consist of an electronic copy to each crewmember's USA Jet email address. Bids are due back no later than the 12th of the current month. Bids may be returned by placing an annotated copy of the USA JET Bid Sheet in the crew scheduling box, or returning an electronic copy to crew scheduling. Bid results will be posted no later than the 15th of each month. Bids will be awarded by seniority. Those not bidding a line will be assigned one after all requested lines have been filled. Bid lines may contain less than the standard number of days off. In these cases crewmembers awarded these lines will receive 50% call in pay for each day off not assigned. Crewmembers awarded these lines will be granted hours toward guarantee. The dollar value and hours toward guarantee will be listed for each line. In the event these lines are not bid, the lines will be assigned in reverse seniority.

Exceptions to the Bidding Process Every effort will be made for crewmembers to be granted their days off, however, other demands such as training may cause rescheduling on short notice. Crewmembers with Vacation or training scheduled during the month will have a line assigned to them prior to the bid release. • These crewmembers may coordinate with crew scheduling to arrange days off • These days off will be assigned based on crewmember requests and needs of the company

FLIGHT FOLLOWING MANUAL 50.10.19 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Exceptions to the Bidding Process (continued) Crews assigned voluntary training (i.e., upgrade or transition) will be paired with a check airman and be awarded a schedule to match the check airman's. Crewmembers may trade equal numbers of days amongst themselves by coordinating with crew scheduling and receiving the approval of the Chief Pilot. Day trading will require written consent by email of both crewmembers and the ability to maintain required short board and long board crews.

Paid Time Off (PTO) Discretionary Days Used As Sick Days If a crewmember becomes sick while on a rotation board, (s)he must call Flight Following as soon as possible. A sick day is defined as 8 hours in the Employee Handbook. However, due to a crewmember’s definition of a duty day, a crewmember’s sick day is 24 hours, or can be taken in 12 hour increments, as needed. When no longer sick, crewmembers are placed back in rotation at the end of the specified sick call. If a crewmember is sick for more than two days, a doctor's note may be requested. If the crewmember is on duty and becomes sick, he or she must call Flight Following immediately. Discretionary Day Procedure When a crewmember advises Flight Following that they are taking a discretionary day as a sick day, Flight Following shall: • Remove the crewmembers name from standard rotation and placed on the "Sick Board" • Annotate the start and end time of the 24 hour discretionary day period on the "Sick Board" • Mark the appropriate schedule with a P/I • Email Flight Following, affected crewmember, and chief pilot regarding start time of discretionary day • The crewmember must call before the first 24 hours has elapsed if (s)he requires another 24 hours off duty due to illness • If the crewmember does not call in prior to the first 24 hours, (s)he will be placed back into rotation and considered full legal to fly

FLIGHT FOLLOWING MANUAL 50.10.20 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Discretionary Day Procedure (continued) • For periods of sick time in excess of 24 hours, the additional time will be based on the original sick call

Example: A crewmember calls in sick at 1700. An additional sick day will be charged at 1700 on each successive day until the crewmember can resume work. A crewmember will not be expected to resume work until 1700 the following day, unless the crewmember calls in to specify otherwise.) Reporting “sick” after Flight Following has contacted the pilot. • If a crewmember requires a sick day after Flight Following has contacted him/her for duty, the crewmembers name will be removed from rotation and the Chief Pilot will be advised. Note: Ensure that schedule is marked accordingly with the sick day, and email is sent to the crewmember, chief pilot, and flight following, and the crew status board is annotated with the start and end time for the discretionary day. Discretionary Days Used As Personal Days Discretionary days used as personal time by a crewmember will be used in keeping with the policies set forth in the Employee Handbook. Vacation Days Crewmembers must take all awarded vacation in the year it is earned. Crewmembers may sell these days as days off, however, these days will not be rescheduled. There is a limit to how many crewmembers can take vacation at one time. Vacation must be bid in blocks of two days at a minimum, without prior chief pilot approval. Vacation requests must be submitted in writing no fewer than 45 days in advance and will be awarded based on crewmember staffing and seniority. These are processed on the 12th of each month. Bids for the following year may be submitted at any time. Bids for the following year will be awarded by seniority and availability on January 5th. Vacation requests are approved by the crew scheduler and the Chief Pilot prior to the release of bid lines. Once assigned, the Chief Pilot must approve any change in requested vacation. All vacation not used or scheduled by August 1st will be assigned to the individual crewmembers by the crew scheduler. FLIGHT FOLLOWING MANUAL 50.10.21 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Vacation and Discretionary Day Tracking Crewmembers vacation and discretionary days can be found in ADP. In addition, schedules are annotated when an individual utilizes a discretionary day or vacation. Reconciliation crewmember days off, whether vacation or discretionary, are sent via email to payroll for their verification and ADP revision. The email consists of: Crewmember name in the subject line Vacation or Discretionary day and the dates applicable are listed in the body of the email Holidays Due to the 24 hour-a-day, seven-day-a-week operating schedules, crewmembers are not given holidays as paid time off. Crewmembers are given days off (11 or 13 whichever is applicable) during each of the monthly bid periods in lieu of paid time off during holidays. Business is normally slow during the holiday periods resulting in a higher- than-normal number of bid lines with days off during the holiday period. Contrary to what is specified in the Employee Policy Handbook, a crewmember who takes vacation over a Company paid holiday will be charged a vacation day.

Overtime (Call-in Pay) Manual Reference: PPH Appendix A Reference Appendix A of the Pilot Policy Handbook for policies and reimbursement procedures for pilots willing to work on days off.

FLIGHT FOLLOWING MANUAL 50.10.22 CREW SCHEDULING FLIGHT & DUTY LIMITATIONS Aug 31, 2016 Hotel Documentation Procedures Travelliance Inc. secures hotel accommodations for USA Jet. When arranging for rooms at outstations, requests are sent to Travelliance via email at [email protected], [email protected], or via phone at 847-718-9181, ext 4371. When calling after hours, dial 0 once the voicemail message starts and the line transfers to a rep for assistance. Request should include crewmembers first and last name, date and estimated time of arrival, and how many nights the rooms should be secured for. Travelliance will then secure rooms utilizing the following parameters: Close to Airport, 24 hour shuttle, food within walking distance, inside access rooms above the first floor, and an approximate cost of $70 pre-tax for each room, unless there is a known preferred hotel. These reservations are then communicated to Flight Following via email. Enter booking information into the excel hotel tracking log located at W:\Operations\Hotel Documents.

Ticket Purchasing Procedures Flight Following should be proactive in initiating crew swaps. To maintain aircraft coverage and ensure capturing as much revenue as possible, crew swaps should be planned at least one day in advance, using the most economic means available. For example: If a crewmember is going off on Tuesday, the swap should be coordinated with the replacement crewmember heading to the destination on Sunday and becoming fully legal for flight on Monday before the departing crewmember is released to fly home. Utilize the website www.adelmantravel.com. Click on Concur/Expense and Login option on the upper left. Then follow these instructions: • A drop down box on the upper left side contains a list of crewmembers and mechanics. Choose the appropriate name • Enter departure, destination, date, time, etc. • Once travel options appear, choose to Search by Fares and click “Reserve” when finding the best choice; click OK on the next pop- up • The next screen will ask you for a credit card. You'll have to hit Add a New Credit Card. Enter information for Amy's Credit card check for Plane Tickets then hit Save Card then the Next button

FLIGHT FOLLOWING MANUAL 50.10.23 CREW SCHEDULING Aug 31, 2016 FLIGHT & DUTY LIMITATIONS Ticket Purchasing Procedures (continued) • Enter Gender and check No Middle Name if applicable, hit the Next button • Confirm the passenger and itinerary are correct and click the Next button • Under trip description, select a tail number and enter the flight following email address, as well as the traveler's email. When asked about current seat selection, choose Yes then hit the next button • Click the Purchase Ticket Button and Print Itinerary. Put copies of the itinerary in the Airline Itineraries Binder, in the crew swap tray, and enter appropriate information in the Crew Swap Log, located at W:\Operations\Crew Swap Docs\Crew Swap • Write crew swap information on the Fleet Status Board

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FLIGHT FOLLOWING MANUAL 55.0.1 STATUS BOARDS Aug 31, 2016 TABLE OF CONTENTS 55. Status Boards

General ...... 55.5.1 Introduction ...... 55.5.1

Fleet Status ...... 55.10.1 General ...... 55.10.1 Aircraft Status ...... 55.10.1 Duration of Airworthiness Release ...... 55.10.2 Flight Block Time ...... 55.10.2 Crew Information on the Fleet Status Board ...... 55.10.3 Outstation Rotation Policy ...... 55.10.3

Crew Status...... 55.15.1 General ...... 55.15.1 Specific Crew Tag Procedures ...... 55.15.1 Name Tag Procedure ...... 55.15.2 Short Board ...... 55.15.3 Long Board ...... 55.15.4 Rest Board at Domicile ...... 55.15.4 Rotation at Domicile ...... 55.15.4 Standard Rotation Procedures ...... 55.15.4 Relief from #1 in Rotation ...... 55.15.5 Pilot Queue ...... 55.15.6 Short Time Off (STO) ...... 55.15.7 Crewmember Days Off Tag System ...... 55.15.8 Day Off Availability ...... 55.15.8

FLIGHT FOLLOWING MANUAL 55.0.2 STATUS BOARDS TABLE OF CONTENTS Aug 31, 2016

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FLIGHT FOLLOWING MANUAL 55.5.1 STATUS BOARDS Apr 7, 2014 GENERAL General

Introduction USA Jet Airlines utilizes several status boards as part of the Flight Following system. The Fleet Status and Crew Status Boards serve as the primary means of compliance with flight and duty assignments and calculation of rest times. Used together, these boards enable Flight Followers to accurately track current aircraft and crew status, and ensures, through proper notation procedures and calculations, that all flight and duty limitations are adhered to and complied with per the applicable FARs, the GOM, and this manual.

FLIGHT FOLLOWING MANUAL 55.5.2 STATUS BOARDS GENERAL Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 55.10.1 STATUS BOARDS Dec 29, 2014 FLEET STATUS Fleet Status

General The fleet status board can include, but is not limited to the following information: • Aircraft Tail Number • Crew Names and Duty Time Information • Hotel Information (to include room numbers and phone number) - if applicable • Aircraft Suffix for Equipment • Routing and Timing Information • Deice Program Information - if applicable • Customs Coordination Information - if applicable • Deferred Maintenance Item with Operations Restrictions • Service Check Hours Remaining • Forecasted Flight and Block Hours for Flights • 90 Day Landings - Indicates landing currency audit was completed and by whom • FAK Tags - Indicate location and weights of Fly Away Kits for each aircraft • MX tags - Indicates Flight Following/PIC communication must occur regarding possible MX issue. Reference 10.20 of this manual

Aircraft Status Aircraft status will be indicated by the three or four letter code indicating current location of aircraft. Aircraft status is determined by maintenance control. Aircraft is either: • Green for airworthy • Red for non-airworthy Tail number cards are either: • Yellow Tag for an aircraft without maintenance restrictions upon return to YIP • Red Tag for a service check or other maintenance restriction if the aircraft returns to YIP

FLIGHT FOLLOWING MANUAL 55.10.2 STATUS BOARDS FLEET STATUS Dec 29, 2014 Duration of Airworthiness Release Should an aircraft not return to YIP within a seven day period for service check/preflight completion the aircraft is still airworthy. Once the aircraft arrives at YIP, the aircraft will not be released for flight until the completion of the required service check/preflight. The date of required service check/ preflight will be tracked by maintenance and communicated to Flight Following through Maintenance Control. Flight Following will track this on the fleet status board by changing the tail number tag color from Yellow to Red and the tag will remain Red until the aircraft returns to YIP for the required service check/preflight. Note: At no time may an aircraft exceed the 30 hour service check/ preflight hours, at any location, unless an extension has been attained. Service Check/Preflight hours will be tracked on the Fleet Status Board. The Z-Report (A/C Times Report) from Maintenance Control provides data for updating the board with accurate service check/preflight hours. This report is generated three times a day and will be checked by each shift accordingly. For each aircraft, a split box is located on the Fleet Status board with the top section of the box representing the hours left on a service check/ preflight. When an aircraft is within 10 hours of the required check, the remaining time shall be written in Red as a visual indicator that a service check/preflight is impending. The bottom section of the box will be filled in for each series of flights with the forecasted flight time to ensure an aircraft will not overfly limitations. Flight Following will communicate with Maintenance Control prior to each flight to ensure no check limitations are overlooked. Reference Chapter 10.20 of this manual for further reference to maintenance checks.

Flight Block Time In addition to the flight time that is currently tracked for the airworthiness procedure tracked above, Flight Following shall also track the total block time planned for the route of flight. Flight time is specifically associated with the aircraft, while the block time is associated with the crew currently assigned to the aircraft. Should an additional flight occur, the flight and block time shall be updated and the board marked accordingly.

FLIGHT FOLLOWING MANUAL 55.10.3 STATUS BOARDS Mar 2, 2015 FLEET STATUS Flight Block Time (continued) Block times shall be erased at the conclusion of each crew's duty day. Aircraft flight times will be erased once Flight Following has communicated with maintenance control to ensure that service times located in the top section of the box are accurate.

Crew Information on the Fleet Status Board Crewmembers duty, rest, and legal times at locations other than YIP will be documented on the fleet status board. When a crewmembers tag is placed on the fleet status board, they are aligned with their assigned aircraft. Note: Crewmember nametags shall not be removed from the crew status board until they have reached full legal status. The crewmembers “start time” is then annotated on the board, as well as their end of duty day based on FAR crew limitations. Once a crewmember's duty day is complete, when remaining out of town with the aircraft, their full legal time will be placed on the board.

Outstation Rotation Policy When multiple crews are at an outstation, the following policies will apply: • Crewmembers are assigned trips at an outstation on a first in/first out basis until 48 hours before going on days off • Crewmembers within 48 hours of their days off will be prioritized for trips terminating at YIP or a convenient travel location Crew tags are moved to assign shortboard/long board pairings together to ensure adherence to days off policies. In addition, notes may be made on fleet status board to indicate which crew will be first to YIP or first outstation round trip.

FLIGHT FOLLOWING MANUAL 55.10.4 STATUS BOARDS FLEET STATUS Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 55.15.1 STATUS BOARDS Mar 2, 2015 CREW STATUS Crew Status

General The crew status board is used to monitor all crewmembers currently in non-flying status whether in rest, days off, in rotation awaiting assignment, in training, etc. This information is used to then schedule crewmembers accordingly.

Specific Crew Tag Procedures

1/7 Tracking - To ensure compliance with 121 regulations requiring that crewmembers will be released from duty for 24 hours within a seven day period, USA Jet will place a 1/7 tag indicating when the next 1/7 is due for the applicable pilot. Should the pilot be scheduled for days off prior to a required 1/7 a tag may only be needed if the pilot indicates they are willing to work into their days off.

FLIGHT FOLLOWING MANUAL 55.15.2 STATUS BOARDS CREW STATUS Aug 31, 2016 Name Tag Procedure Crewmembers are assigned a status and corresponding tag color by Flight Operations Management (Training, Chief Pilot, etc.). Tag colors are not to be altered until notification is received by flight following in writing from that office. The Training Department is responsible for updating any training/ qualification items for Crewmembers on the name tags.

Tag Color Description Blue Tags DC-9/DA-20 Captain Qualified Royal Blue Tags B-727/MD-80 Captain Qualified Purple Tags DC-9/DA-20 First Officer Qualified Grey Tags B-727/MD-80 First Officer Qualified Orange Tags Check Airman Training Captain Yellow Tags (Qualification and IOE) Green Tags FO in IOE Red Tags CA in IOE FO: Less than 100 hrs in type Red Dot on Tag CA: Less than 100hrs PIC in type Green Star on Tag Less than 200 hours in type ‘M’ on Tag Mechanic Does NOT have a crewmember Yellow Star on Mechanic Tag badge Gold Tag Flight Engineer

FLIGHT FOLLOWING MANUAL 55.15.3 STATUS BOARDS Aug 31, 2016 CREW STATUS Name Tag Procedure (continued)

Tag Color Description x Training/Qualification Identifiers: • LC - Line Check Due • PC - Proficiency Check Due • GS - Ground School Scheduled • MED - Medical Due • FT - Flight Time Warning Flag • 3LND - Landing Currency Flag Other1 • PASSPORT: Passport Due • CANPASS: Canada Restriction • Sailboat: Not EOW qualified • No Eligible On Demand: May not be dispatched on Eligible On- Demand flights • No Scr: May not perform TSA screening functions Note: 1: Yellow indicates due month. Red indicates grace month. Green indicates early month.

Short Board

Manual Reference: PPH 2.10 Crewmembers scheduled to go on days off in the next 48 hours are assigned to the Short Board. Crewmember rotation off of the Short Board will be based upon planned return time and start of scheduled days off. Note: Operations may release a crewmember for their days off if Flight Following has determined that they have adequate crew coverage for aircraft availability and current/or anticipated business volumes.

FLIGHT FOLLOWING MANUAL 55.15.4 STATUS BOARDS CREW STATUS Aug 31, 2016 Long Board Crewmembers with more than 48 hours remaining before going on scheduled days off at 0600 local are assigned to the Long Board. Integrity of rotation is maintained with every effort possible, but can be compromised for: • Company training requirements • Crew pairing requirements • Specific crewmembers for specific assignments requiring special training, e.g., killer whale trips • Ensuring scheduled days off

Rest Board at Domicile Once a crew has completed their flights and are removed from duty, their tags are removed from the fleet status board and placed on the crew status board in the “Rest” section of the board. The rest portion of the board indicates: •crew names • time crew was taken off duty • full legal time of crew

Rotation at Domicile

Standard Rotation Procedures The crew status board displays each crew in rotation in sequential rotation. Once a crew is called in for a trip, the following takes place: • Their name tag is removed from rotation and placed on the fleet status board • The crew status board is updated (crewmembers are moved up in rotation and new times noted) • The pilot queue will be sent out with the updated rotation information Note: Flight Following will ensure that training crews, red dot crews, and other pairing concerns are taken into consideration when updating the rotation board.

FLIGHT FOLLOWING MANUAL 55.15.5 STATUS BOARDS Aug 31, 2016 CREW STATUS Relief from #1 in Rotation It is recognized that being in the #1 rotation position can be strenuous. Therefore, the following guidelines have been established to allow for relief from the #1 position in rotation. If a crewmember has been in rotation in the #1 position for 12 hours, he/ she can elect to rotate down on either the long board or the short board. During the 12 hours as #1, the crewmember is responsible for any trip that may be assigned, including pre-booked trips scheduled to depart after the 12 hours have expired. It is the crewmember’s responsibility to notify Flight Following of his/her desire to rotate down at the end of the 12 hours, or any time prior to being alerted for a trip. The crewmember must make such a request to the specific shift supervisor at the appropriate time. The crewmember will remain in the #1 position if he/she does not otherwise contact Flight Following and request to rotate down. If contacted for a trip, he/she is responsible for the standard call out rule, and cannot rotate down at that time. If a crewmember is #1 in rotation, and another crewmember is moved into the #1 position for an operational or training reason, the first crewmember will have the option of: • Rotating to the bottom of the board • Going to #2 rotation position If the crewmember that is #1 in rotation elects not to rotate down, then the pilot that is #2 in rotation may elect to rotate down after 24 hours at #2.

FLIGHT FOLLOWING MANUAL 55.15.6 STATUS BOARDS CREW STATUS Aug 31, 2016 Pilot Queue Flight Following will update the crew status boards each day at 0600 local and throughout the day as changes occur. They will then populate the pilot queue (there is a separate tab for B-727 crews, MD-80 crews, DC-9 crews, Falcon crews, and flight engineers) based on the current crewmember rotation and send the queue. Flight Following will notify, via the pilot queue texts, all crewmembers who are on the board in position #4 to #1 and update as changes to rotation occur. The text will indicate the following status for each crewmember located on the queue: • Long Board or Short Board • Rotation Position and Crew Pairing • A or B Response If the text does not direct A response then the pilot is on “extended call”. Note: Extended call out is further defined in the Pilot Policy Handbook. Crewmembers who do not wish to participate in the pilot queue program should deactivate the text notification on their company phones. These crewmembers have chosen to remain in a standard response at all times (A response). When staffing allows, there will always be at least two crews for the DC-9 and two crews for the DA-20 on a standard response, and one crew on both the B-727 and MD-80. The company may elect to have more crews in addition to the #1 crew on a standard response due to increased business levels. In this situation, the crewmembers would receive the text reflecting their current position and “standard” call out.

FLIGHT FOLLOWING MANUAL 55.15.7 STATUS BOARDS Aug 31, 2016 CREW STATUS Short Time Off (STO) The purpose of STO is to provide crewmembers temporary relief from their immediate callout responsibilities to take care of personal concerns. The company understands crewmembers have personal obligations to attend to while in a rotation. When conditions permit, STO will be authorized within the following guidelines: • Flight Following may allow up to four hours STO for personal business • STO will be granted on an availability basis and is not guaranteed. If short of crews, STO may not be allowed • Normally, STO will not be granted to a crewmember who is #1 on the Long Board or who is in any rotation on the Short Board. However, the Flight Following Supervisor or Chief Pilot may grant exceptions Note: If STO is granted to a crewmember in #1 position, upon return from STO the crewmember will remain in the #1 position for another 12 hours. • When STO is granted, crewmembers remain on the board in rotation and will come back to the same relative place in rotation • Upon returning from STO, it is the crewmembers’ responsibility to contact Flight Following and advise their availability if they require less than 4 hours. If no contact is made the crewmember is removed from STO after 4 hours

FLIGHT FOLLOWING MANUAL 55.15.8 STATUS BOARDS CREW STATUS Aug 31, 2016 Crewmember Days Off Tag System A RED tag indicates a desire not to fly into scheduled days off. A YELLOW tag indicates the crewmember will fly into the first scheduled day off, but must return to domicile by the beginning of the second scheduled day off. A GREEN tag will indicates a willingness to fly into scheduled days off. Crewmembers are automatically assigned a RED tag when reaching a point six days prior to going on scheduled days off unless a request is made otherwise. If a crewmember desires to change the color of his/her tag, the individual must contact Crew Scheduling or Flight Following to identify the change. After being moved to the short board, crewmembers may change their tag from red or yellow to yellow or green, but a yellow or green tag may not be changed to red without contacting the Chief Pilot.

Day Off Availability When business levels dictate the need for extra crews, the company will contact crewmembers to work on their days off. This process will be based on cost to the company, then seniority. The crewmember will have three options when contacted and the crewmembers shall indicate their days off availability to operations: Available Crewmembers who indicate they are available to work will remain in a Willing to Fly status with a three-hour call, and will not be put into rotation until required. Crewmembers who are contacted by Flight Following and confirmed their willingness to work shall be placed on the “Available” board and will be available on a standard call. Flight Following and the crewmember will agree upon their standard call out availability time. Note: Flight Following will send an email to Flight Following, the Chief Pilot, and the affected crewmember, to document a crewmember’s movement to the available board for tracking purposes. Movement to the Available Board will entitle the crewmember a day owed to be rescheduled in the future, or half their position rate. This applies even if the crewmember does not fly. A crewmember will remain on the Available Board until 0600 local the following day unless notified otherwise. FLIGHT FOLLOWING MANUAL 55.15.9 STATUS BOARDS Aug 31, 2016 CREW STATUS Day Off Availability (continued) Willing to Work Crewmembers who have indicated they may be Willing to Work, but not Available at this time, may select this option. Once called to confirm availability, the crewmember shall be expected to be available for flight within no more than 12 hours’ time. Note: When bringing crewmembers on to the available board, or into rotation, from days off their tags must be updated to accurately calculate the required 1/7 information, if applicable. Unavailable Crewmembers selecting this option are not required to respond to a phone call and will not be contacted if so requested. Note: Crewmember reimbursement information may be reference in Chapter 50 of this manual and/or the Pilot Policy Handbook.

FLIGHT FOLLOWING MANUAL 55.15.10 STATUS BOARDS CREW STATUS Aug 31, 2016

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FLIGHT FOLLOWING MANUAL 60.0.1 EMERGENCIES Jan 23, 2017 TABLE OF CONTENTS 60. Emergencies

General ...... 60.5.1 Emergency Procedures ...... 60.5.1 Emergency Declaration Guidelines ...... 60.5.1 Emergency Authority ...... 60.5.2 Captain ...... 60.5.2 Log Book Entry ...... 60.5.2 Flight Following ...... 60.5.3 Termination of Emergency ...... 60.5.3 Medical Emergency ...... 60.5.3 Illness or Injury of Crew ...... 60.5.4 Overdue and/or Unreported Aircraft ...... 60.5.4 In-Flight Engine Failure or Shutdown ...... 60.5.5 NTSB Reporting Requirements ...... 60.5.6 Continuation of Flight ...... 60.5.6 Irregularity Reports ...... 60.5.7 Emergency Agency Phone List ...... 60.5.7 Emergency Use of U.S. Military Airports ...... 60.5.8 Security ...... 60.5.8 Overwater Emergency ...... 60.5.8 News Releases ...... 60.5.9 Suspended Operations ...... 60.5.9

FLIGHT FOLLOWING MANUAL 60.0.2 EMERGENCIES TABLE OF CONTENTS Jan 23, 2017

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FLIGHT FOLLOWING MANUAL 60.5.1 EMERGENCIES Apr 7, 2014 GENERAL General

Emergency Procedures Emergency procedures outlined in this manual are designed to guide the Flight Followers in the event of an accident, incident, or irregular operation. Additional procedures to be followed by the Flight Following Department are contained in the General Operations Manual Section 55 and the Aviation Emergency Management Plan maintained under separate cover.

Emergency Declaration Guidelines The following situations will constitute an emergency or hazardous situation which will be declared by either the captain or by a person exercising Operational Control over the flight. In addition to the conditions given below, any other conditions that may arise affecting the safety of the flight will be declared an emergency and/ or hazardous situation. 1. The flight is unable to establish a definite position. 2. The flight is 30 minutes or more overdue and has not contacted the appropriate ground communications station. 3. Failure or malfunction of the aircraft or any component or system thereof which interferes with its safe operation. 4. Fire aboard the aircraft. 5. Communications or navigation facilities impaired to the point where orientation and letdown procedures are difficult or impossible. 6. Engine failure or fire.

FLIGHT FOLLOWING MANUAL 60.5.2 EMERGENCIES GENERAL Jan 23, 2017 Emergency Authority

FAR: 91.3, 91.123, 121.559, 135.19 An emergency is a condition of distress or urgency: Distress: A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance. Urgency: A condition of being concerned about safety and of requiring timely, but not immediate, assistance; a potential Distress condition.

Captain In an emergency, the captain may take any action deemed necessary. The captain may deviate from prescribed procedures, manuals, weather minimums, regulations, and ATC clearances to the extent required in the interest of safety. If a crewmember other than the captain first becomes aware of an emergency and time does not permit notification of the captain, the crewmember will take immediate action necessary to safeguard the flight. As soon as practicable, the crewmember will notify the captain of the emergency and the action taken. Whenever the captain exercises or declares emergency authority, the captain will keep ATC and Flight Following fully informed of the progress of the flight. If it is necessary to deviate from an ATC clearance, the captain will obtain a new clearance as soon as practicable. If the Captain is unable to get in contact with ATC, he/she should squawk 7700 if an emergency (other than a hijacking) occurs. Pilots should not assume ATC will be able to notify company Flight Following of an emergency. Communication directly with Flight Following is required as soon as workload permits. He/she will submit a report to the Administrator, through the Director of Operations, within 10 days after returning to home base. Also, a detailed report of the emergency shall be submitted to the manager of that ATC facility if requested. Log Book Entry After the aircraft is safely on the ground and all essential checklist, communication, and actions by the crew have been completed, a log book entry will be made in the maintenance log stating in the “Discrepancies” section that an emergency was declared. Reference GOM for examples on the proper documentation.

FLIGHT FOLLOWING MANUAL 60.5.3 EMERGENCIES Apr 7, 2014 GENERAL Flight Following During the period of emergency, the Director of Operations or his/her designee shall be in complete control of all air carrier ground operations and procedures. If an emergency situation arises during the course of a flight which requires immediate decision and action on the part of the Flight Follower, he/she shall advise the Pilot-In-Command of such situation and take the following action: • Coordinate with Pilot-In-Command and ascertain decision regarding intended course of action, need for Search and Rescue, etc., and make such information a matter of record. • Keep the appropriate A.T.C. facility fully informed on the progress of the flight. • Enlist the assistance and direct the use of any/all personnel, as necessary, to assist in handling the emergency. • Exclude from the Flight Following Office all persons who may hinder the efficient conduct of the emergency activities of the office. If the Flight Follower is unable to communicate with the Pilot-In-Command, he/she shall declare an emergency and follow any course of action, which he/she considers necessary. The Flight Follower is authorized only to give assistance, information and recommendations to the Pilot-In-Command of the aircraft in distress and is not authorized to order him/her to take any action whatsoever. The Flight Follower may not relinquish control of the ground handling of any emergency situation to any member of an emergency advisory staff, or flight follower relief, unless this individual is qualified and has been briefed and has become familiar with the situation.

Termination of Emergency It is a joint responsibility of the Flight Follower and then Captain each to inform the other at all times of pertinent developments in the emergency and to terminate the emergency when the situation is under control.

Medical Emergency A medical emergency exists whenever there is a death, injury or illness on board. A medical emergency must be declared if priority handling is requested from ATC. In addition, Flight Following should be notified of the situation as soon as time permits.

FLIGHT FOLLOWING MANUAL 60.5.4 EMERGENCIES GENERAL Apr 7, 2014 Illness or Injury of Crew Whether injury or illness occurs on the ground or in flight, the crew will notify Flight Following of the following information: • New destination and ETA, if a diversion is necessary • Name of affected crewmember • Age, Sex, Weight • Allergies and Medications • Consumption of food and liquor in the past 24 hours • Symptoms Note: Should a USA Jet employee sustain an injury while conducting USA Jet business they injured party must be directed to Concentra for evaluation and an accident/injury report should be filled out.

Overdue and/or Unreported Aircraft In the event that a flight is overdue at a destination or intermediate airport for more than thirty (30) minutes, or is unreported over a designated or requested reporting point for more than fifteen (15) minutes past the last filed ETA over such reporting point, the procedures outlined below shall be followed by the person exercising operational control over the flight: 1. (S)he shall notify Air Traffic Control and request them to attempt to contact the flight. 2. (S)he shall furnish Air Traffic Control all available information deemed pertinent. 3. If contact with the flight cannot be established within two (2) hours after the ETA under either of the procedures outlined above, and no word has been heard from the flight, the FAA shall be so notified by the Company, and request made for initiating Search and Rescue procedures. 4. (S)he shall notify the nearest field office of the National Transportation Safety Board if an accident is suspected. A written record shall be kept of all notification, in accordance with the Aviation Emergency Management Plan, and information given and received from FAA facilities and other sources regarding flight information and Search and Rescue Operations.

FLIGHT FOLLOWING MANUAL 60.5.5 EMERGENCIES Mar 2, 2015 GENERAL Overdue and/or Unreported Aircraft (continued) It is imperative that communication between the Flight Crew and Flight Following is established and maintained at each arrival and departure station, thereby confirming the safe arrival and departure of the aircraft and crew. An aircraft should never depart its current location without first conferring with Flight Following. In addition to the above guidelines when Flight Following has reason to believe there is a possible overdue or emergency situation the following actions should be taken: 1. Attempt to contact crewmembers via cell phone, FBOs, Loading Facility, and other USA Jet Aircraft on the ground at that station. 2. Contact ARINC to attempt communications with aircraft. 3. Contact the appropriate Air Traffic Control Tower to confirm if communications have been established. 4. Contact the last known Air Route Traffic Control Center (ARTCC) to determine last known communications with aircraft and possible intentions of crew. 5. Initiate contact with the Director of Operations, or his designee, and initiate the Emergency Response Management Plan as required.

In-Flight Engine Failure or Shutdown FAR: 121.565 Manual Reference: GOM 60.5 The flight crew must notify ATC and Flight Following of an in-flight engine failure or shutdown as soon as practicable, and must keep ATC and Dispatch fully informed as to the progress of the flight. A landing must be made at the nearest suitable airport, in point of time, where a safe landing can be made. If the Pilot-in-Command lands at an airport other than the nearest suitable airport, in point of time, he or she shall (upon completing the trip) send a written report the Director of Operations stating the reasons for determining that the selection of an airport, other than the nearest airport, was as safe a course of action as landing at the nearest suitable airport. Note: The nearest suitable is not necessarily the closest airport. When selecting the nearest suitable airport, the goal is to minimize the cruising time with an inoperative engine while considering such factors as weather, airport facilities, and drift down requirements due to high terrain.

FLIGHT FOLLOWING MANUAL 60.5.6 EMERGENCIES GENERAL Mar 2, 2015 In-Flight Engine Failure or Shutdown (continued) Due to limited mountainous terrain in the Continental U.S., drift down requirements due to high terrain may be minimal. However, when flying outside of the U.S., drift down requirements are of great importance due to possible high terrain. Pilots should first secure the aircraft, contact ATC and Company Flight Following, and then review AOM and COM procedures for drift down procedures. Note: Reference FFM Chapter 25 for fuel burn information pertaining to Engine Out Procedures.

NTSB Reporting Requirements Refer to GOM Section 55.15 for NTSB notification and reporting requirements.

Continuation of Flight After the use of emergency authority, and specifically after the cabin was prepared for an emergency landing, the captain will discuss with all crewmembers to determine if any or all should continue the trip. Note that affected crewmembers may lack insight into their own emotional condition. However, no crewmember involved in an aircraft accident or event requiring NTSB notification will continue a flight or originate any other flight without first receiving authority to do so from the President of USA Jet and Director of Operations or the Chief Pilot.

FLIGHT FOLLOWING MANUAL 60.5.7 EMERGENCIES Mar 2, 2015 GENERAL Irregularity Reports When reporting occurrences, incidents or accidents, Pilots or Flight Followers will employ the following notification system and complete the Accident/Incident/Occurrence Report Form. When reporting irregularities, Pilots, and/or Flight Followers will employ the following system and complete the Report of Irregularity Form. Refer to Chapter 55.15 in GOM for the reporting system. When Flight Following receives either an Accident/Incident occurrence report or an irregularity report form from the Pilot-In-Command, the Flight Follower shall convey that report to the Director of Operations.

Emergency Agency Phone List

Emergency Phone List FAA DTW FSDO 734-487-7222 FAA Civil Aviation Security 734-955-5331 FAA Lansing FSS 800-992-7433 734-480-9247 Willow Run Tower 734-482-5825 734-483-6700 Willow Run Airport Fire Department 734-485-6660 Willow Run Airport Ambulance 734-994-4111 Willow Run Airport Manager 734-485-6666 / 6675 Wayne County Sheriff / Dispatch 734-224-2222 Van Buren Police 734-699-8930 FBI (Ann Arbor Field Office) 734-995-1310 ChemTrec (HazMat Emergencies) 800-424-9300 Michigan State Police 734-482-1211

FLIGHT FOLLOWING MANUAL 60.5.8 EMERGENCIES GENERAL Mar 2, 2015 Emergency Use of U.S. Military Airports Military airfields are available to civil aircraft without restriction, in event of an emergency. Military airfields are generally better equipped with crash, rescue, and medical facilities than most civil fields. The pilot of an aircraft experiencing an emergency that makes an immediate landing desirable, or urgently necessary, may exercise complete freedom of choice in selecting a military airfield for such emergency landing.

Security Any issue pertaining to security procedures, or screening, shall be directed to the Director of Security, or his/her representative and referenced in the USA Jet Airlines, Inc. Security Manual maintained under a separate cover.

Overwater Emergency If the PIC determines that a ditching procedure is inevitable he/she must forward as much information to Flight Following as possible. This information should include, but is not limited to: • Position or estimated position • Course, speed and altitude • Nature of distress • Intention of PIC as to ditching • Kind of assistance required Further information regarding overwater emergencies is referenced in the GOM Chapter 55.

FLIGHT FOLLOWING MANUAL 60.5.9 EMERGENCIES Mar 2, 2015 GENERAL News Releases Executive Management is responsible for addressing all news media. All information regarding any operation whether it is normal or irregular is confidential information. Employees of USA Jet shall not discuss operational information with non-USA Jet individuals unless they have a need to know to ensure the safety of an aircraft and its crewmembers. All media calls should be directed to the Chief Executive Officer of Active Aero Group, or his/her representative.

Suspended Operations

FAR: 121.553, 135.69 When a USA Jet pilot in command knows of conditions, including airport and runway conditions, that are a hazard to safe operations, the certificate holder, or PIC, shall restrict or suspend operations until those conditions are corrected.

FLIGHT FOLLOWING MANUAL 60.5.10 EMERGENCIES GENERAL Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 65.0.1 HAZARDOUS MATERIALS Mar 2, 2015 TABLE OF CONTENTS 65. Hazardous Materials

General ...... 65.5.1 Introduction ...... 65.5.1 Definitions ...... 65.5.1

Cargo Acceptance ...... 65.10.1 Introduction ...... 65.10.1 Acceptance Procedures ...... 65.10.1 Shipping Documents & Certification ...... 65.10.2 Notification & Segregation ...... 65.10.3 Prior to Departure ...... 65.10.4 Specific Shipments ...... 65.10.5 Carbon Dioxide, Solid (Dry Ice) ...... 65.10.5 Aircraft Specific Limitations ...... 65.10.5 Magnetized Materials ...... 65.10.6 Dedicated Handling Devices (DHD) ...... 65.10.6 HAZMAT Documentation ...... 65.10.7

FLIGHT FOLLOWING MANUAL 65.0.2 HAZARDOUS MATERIALS TABLE OF CONTENTS Mar 2, 2015

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FLIGHT FOLLOWING MANUAL 65.5.1 HAZARDOUS MATERIALS Apr 7, 2014 GENERAL General

Introduction This chapter contains policy and procedure when transporting hazardous materials.

Definitions

Gross Weight The total weight of the package as presented for transportation.

Net Weight (Net Quantity) The weight or volume of the dangerous goods contained in a package excluding the weight or volume of the packaging material.

FLIGHT FOLLOWING MANUAL 65.5.2 HAZARDOUS MATERIALS GENERAL Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 65.10.1 HAZARDOUS MATERIALS Apr 7, 2014 CARGO ACCEPTANCE Cargo Acceptance

Operation Specification: A055 Manual Reference: GOM 90.10

Introduction Hazardous material if properly prepared, documented, and shipped according to applicable regulations can be safely transported by air. However, if these procedures are not followed these materials can present a great danger to all involved with their handling and movement. The cargo operation is considered a "will-carry" operation for hazardous materials. Hazardous material will be accepted for transportation aboard our cargo aircraft providing that they are handled in accordance with applicable regulations and our company policy. Flight Following should use the following information as well as information found in GOM Chapter 90, and all applicable regulations to ensure procedures are adhered to when conducting hazardous materials shipments.

Acceptance Procedures

Manual Reference: 49 CFR 171.11, GOM 90.10 Persons (shippers) offering DG/HM for air transportation are responsible for properly identifying, describing, classifying, packaging, marking, and labeling the materials as required by either 49 CFR or ICAO. They are also responsible for properly completing the communications and packaging requirements prior to offering the shipment for transportation. Qualified personnel performing hazardous material acceptance procedures may rely on the certification and information provided by the shipper to determine if the DG/HM shipment is authorized for air transportation. All employees, agents, and contract employees of this air carrier responsible for the acceptance of cargo or baggage shall be provided a trigger list of indicators of undeclared DG/HM (refer to GOM 90.10 "Hidden Shipment Indicators") Domestic shipments may be offered in compliance with either 49 CFR or ICAO requirements. The shipper chooses which regulations to use and the chosen regulations must be complied with. Shipments following ICAO must also comply with 49 CFR 171.11.

FLIGHT FOLLOWING MANUAL 65.10.2 HAZARDOUS MATERIALS CARGO ACCEPTANCE Apr 7, 2014 Acceptance Procedures (continued) If the shipment is offered in accordance with ICAO, the accepting employee, agent, or contract employee must also ensure that the shipper has complied with all applicable US Variations submitted to ICAO. Prior to loading any hazardous material (with the exception of magnetized material) aboard USA Jet Airlines company freight aircraft, USA Jet Airlines personnel will use an acceptance checklist (refer to GOM 90.10 “Acceptance Checklist”) to ensure that: • Any package containing DG/HM, which is damaged or leaking shall be refused without any further processing; • The material is properly described on the shipping papers; • The required certification is on the shipping papers; • The authorized package is marked and labeled as required; • The shipment is authorized to be transported by aircraft in the condition offered; and emergency response information accompanies the shipment. This acceptance procedure shall be performed by the flight crewmember in concert with the Flight Following department to ensure compliance with applicable regulations and company policy. Reference Chapter 75.5 for a copy of the Acceptance Checklist form.

Shipping Documents & Certification

Manual Reference: 49 CFR 172.200

All shipments containing regulated hazardous materials must be accompanied by shipping paperwork. This document shall describe the hazardous material, certify that it has been properly prepared according to the regulations, and be signed by the shipper. 49 CFR 172.200 outlines specific requirements for documenting hazardous material shipments. These requirements include proper shipping names, classification of material, mandatory sequence of information, description of packaging and quantity of material, etc. ICAO outlines the International requirements for shipping papers. These requirements can be found in Part 5, Chapter 4 of the ICAO Technical Instructions for the Transportation of Hazardous Materials by Air.

FLIGHT FOLLOWING MANUAL 65.10.3 HAZARDOUS MATERIALS Apr 7, 2014 CARGO ACCEPTANCE Shipping Document & Certification (continued) Employees shall refer to applicable regulations to ensure that shipping documentation requirements are followed when shipping, accepting, or transporting hazardous materials. Whether offered under 49 CFR or ICAO, two copies of the shipping papers must be provided with the shipment. One copy must accompany each shipment, and one copy must be maintained on file as follows: • Shipper - Two (2) years. • Carrier - One (1) year

Notification & Segregation Hazardous materials may not be loaded or transported aboard USA Jet Airlines, Inc. company aircraft unless the shipment has met all applicable acceptance requirements and the Pilot-In-Command notification has been completed. It is the policy of USA Jet Airlines, Inc. that no sub-contracted entity (i.e. ground handling agent, etc.) shall be authorized to perform the inspection, acceptance, or unsupervised loading/securing of hazardous material aboard our company aircraft. These duties shall be performed or supervised by authorized company personnel qualified to perform these functions. During loading operations, the Captain or other qualified crewmember shall be required to actively supervise the loading and securing of the hazardous material into the correct position in the aircraft. They will then be required to brief the other crewmembers of the presence of hazardous material aboard the flight. Packages, overpacks, and ULDs containing DG/HM must be inspected for damage or leakage after being unloaded from the aircraft. Any evidence of leakage or damage requires further inspection of aircraft where material was stored.

FLIGHT FOLLOWING MANUAL 65.10.4 HAZARDOUS MATERIALS CARGO ACCEPTANCE Apr 7, 2014 Prior to Departure Flight Following will review all paperwork before approving loading and/or departure of a USA Jet aircraft to its next destination. Review of paperwork shall include: • Shippers Declaration • Pilot Notification Form • Hazardous Materials Checklist All forms must be completed and signed prior to departure with copies forwarded to Flight Following. Flight Following will forward copies of the pilot notification forms to the final destination facilities, as well as any intermediate stop facilities as required. All forms must be completed and signed prior to departure with copies forwarded to Flight Following.” In the event that forwarding capabilities are not available the Pilot in Command (PIC) can verbally review the hazardous materials checklist and the pilot notification form prior to departure. Flight Following shall print the name of the PIC that was the qualified person loading the aircraft, and also the person the received the information. The Flight Follower will then fill out the Flight Following Use Only section, including printing their name, date and signature. Reference Chapter 75.5 for a copy of the Pilot Notification form.

FLIGHT FOLLOWING MANUAL 65.10.5 HAZARDOUS MATERIALS Mar 2, 2015 CARGO ACCEPTANCE Specific Shipments

Carbon Dioxide, Solid (Dry Ice) Manual Reference: 49 CFR 173.217, 49 CFR 175.10 Carbon dioxide, solid (dry ice), when offered for transportation or transported by aircraft, must be packed in packages designed and constructed to permit the release of carbon dioxide gas to prevent a build up of pressure that could rupture the packaging. Aircraft Specific Limitations • DC-9 (-10/-30) Series Main Deck Capacity: ...... 1,860 pounds Note: Must be loaded in the main deck compartment aft of the wing. • Falcon:...... 441 pounds • * B-727 Series Main Deck Capacity ...... 1,790 pounds • Forward Pit ...... 440 pounds • Aft Pit...... 50 pounds To avoid potentially hazardous accumulations of CO2 gas, when loading carbon dioxide solid (dry ice), the cargo doors should remain open for as long as possible prior to departure to ensure adequate ventilation of the compartment. This procedure shall also be followed while the aircraft is on the ground during fuel stops, etc. This is particularly applicable to a loaded cargo aircraft where the flight crew must pass through the main cabin to enter the cockpit. Live animals and carbon dioxide solid (dry ice) shall not be loaded into the same cargo compartment together. For additional information and specific handling/acceptance procedures, reference the IATA Manual and specifically Packing Instruction 954.

FLIGHT FOLLOWING MANUAL 65.10.6 HAZARDOUS MATERIALS CARGO ACCEPTANCE Apr 7, 2014 Magnetized Materials With this shipment, which can come in the form of speakers, rims, bumpers and so forth, if the gauze reading is below .00525 then the shipment is not considered hazardous. If the reading is .00525 or above the shipment will be forbidden and not permitted to be shipped by air. In all cases where there is concern the PIC can check the navigational gauges prior to loading (ensuring truck with shipment is not close to the aircraft or parked by the wings) and then check the gauges after loading. If the gauges are not affected, or show a 2 degree or less change, the shipment is permitted. For additional information and specific handling/acceptance procedures, reference the IATA Manual and specifically Packing Instruction 953.

Dedicated Handling Devices (DHD) Air bag inflators, air bag modules, and seat-belt pre-tensioners may be transported, unpackaged on cargo aircraft only if they are located in a Dedicated Handling Device. This is approved only when the items are transported from where they are manufactured to the vehicle assembly plants. The following conditions must be met for these shipments: • Shipment must meet the test criteria prescribed in Special Provision A115 listed in the Dangerous Goods Regulations. • The dedicated handling device must be enclosed. • The hazardous material (ie. air bag module) must be secured within the dedicated handling device to prevent movement during transport. • The gross weight of the dedicated handling device may not exceed 1000 kg/2204 lbs.

FLIGHT FOLLOWING MANUAL 65.10.7 HAZARDOUS MATERIALS Apr 7, 2014 CARGO ACCEPTANCE HAZMAT Documentation Upon notification of a hazardous materials shipment Flight Following shall request the shipper's declaration from customer service. Flight Following can begin an initial audit of the paperwork prior to receipt of the shipment in accordance to the checklist. Any findings should be communicated with customer service via trip notes and verbal communications, and then with the crew during the completion of the checklist. Checklist items pertaining to the visible inspection of a hazardous materials shipment should be reviewed once shipment has arrived and any findings communicated to customer service, via trip notes and verbal communications.

FLIGHT FOLLOWING MANUAL 65.10.8 HAZARDOUS MATERIALS CARGO ACCEPTANCE Apr 7, 2014

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FLIGHT FOLLOWING MANUAL 70.0.1 CHARTER PROCESS Jan 23, 2017 TABLE OF CONTENTS 70. Charter Process

General ...... 70.5.1 Introduction ...... 70.5.1 Trip Documentation ...... 70.5.2 Alert Crew ...... 70.5.3 Alert Maintenance ...... 70.5.3 Alert Ground Services ...... 70.5.4 General ...... 70.5.4 YIP ...... 70.5.4 Outstation ...... 70.5.4 MEL/CDL/NEF ...... 70.5.5 Airports ...... 70.5.5 Weather ...... 70.5.5 Routing ...... 70.5.6 Flight Plans ...... 70.5.6 Jumpseating Crewmembers from Other Airlines ...... 70.5.7 Trip Close Out Process ...... 70.5.8 Paperwork ...... 70.5.8 HAZMAT Paperwork ...... 70.5.10 Status Boards ...... 70.5.11

FLIGHT FOLLOWING MANUAL 70.0.2 CHARTER PROCESS TABLE OF CONTENTS Jan 23, 2017

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FLIGHT FOLLOWING MANUAL 70.5.1 CHARTER PROCESS Apr 7, 2014 GENERAL General

Introduction This chapter is to be utilized as a working guideline for the trip charter process that a flight follower would adhere to from trip initiation through the completion of the trip and the auditing process. For in-depth procedures for each section flight following should reference the FFM and GOM for specific procedures. Customer Service initiates charter bookings via phone. Flight Following shall utilize the Charter Information Sheet (reference Chapter 75 for example) to document the booking with the following information, including but not limited to: • Aircraft Type • Preferred tail number (coordinate with Mx Control) • Pick-up location • Weight of freight and container count if applicable • Drop off location • Need Time - Time is representative of the time needed at destination airport • Requested routing - Routing is officially determined based on weather, customs, etc • Timing information • “Go Now” or “In-Position” timing • Crewmember information will be added with crew show time Two copies of the Charter Information Sheet are printed. One is distributed to Maintenance control for trip notification. The second copy is given to the flight follower to utilize for accurate trip planning. These sheets can also be given to oncoming shifts to assist in facilitating turnovers and clarification of trips in progress, or for advanced bookings. Once a trip is officially booked with customer service, Flight Following shall enter an “Ops Booked” trip note in CMS detailing the booking and timing information.

FLIGHT FOLLOWING MANUAL 70.5.2 CHARTER PROCESS GENERAL Apr 7, 2014 Trip Documentation In addition to an Ops Booked note, accurate notes should be entered efficiently pertaining to various times throughout the duration of a trip. By completing this process Flight Following is able to keep our customer information as to the progress of their trip, and we are able to have a documented time line of events that occurred. Notes that should be entered include, but are not limited to: • Crew Notification • Crew Arrival • Crew Out to Aircraft • Engine Start •Taxied Out • Customs Issues including coordination names, times, and specifics • Estimated Out and Off times • POD (Proof of Delivery) including name of signature, time, and company that individual works for • Deice Notes (time started, completed, gallons, and cost per gallon) • Fuel Notes including coordination names, locations, and other specifics • Delay Notes including ATC holds, maintenance issues, fueling delays, crew delays, FBO delays

FLIGHT FOLLOWING MANUAL 70.5.3 CHARTER PROCESS Apr 7, 2014 GENERAL Alert Crew Flight Following shall select the crew for each trip using the following parameters: • Rotation • Training • Crew Pairing Legalities • Days Off • Economic Choice (when purchasing crews from days off) Note: Verify the entire trip will conclude within appropriate flight and duty limits for the crew. Compute flight plans, if required, to determine if an additional crewmember will be needed. “Heavy Crews” are not utilized in 135 operations. Reference Chapter 50 for additional information regarding proper crew alerting protocol. When a crew has been alerted and they have responded, Flight Following shall enter a “Crew Notification” trip note in CMS to document this communication. This information will help verify successful on-time launch procedures, and ensure overall customer satisfaction. Should there be a delay that could impact a timing deadline, Flight Following shall complete an Ops Delay/Irregularity Report (reference Chapter 75 for example). Update Status Boards, Hot Sheet, and Pilot Queue as applicable.

Alert Maintenance Flight Following shall provide Mx Control with a copy of the Charter Information Sheet. This sheet will serve as their official booking notification. In addition, Mx Control can utilize this information to track the overall progress of the launch.

FLIGHT FOLLOWING MANUAL 70.5.4 CHARTER PROCESS GENERAL Jan 23, 2017 Alerting for Ground Services

General When departing from YIP, and weather conditions dictate that de-icing shall be required, and timing allows, request that de-icing be completed prior to crew arrival (except for the B-727 where the crewmembers must perform specific duties prior to the aircraft being deiced). If the trip timing does not allow for early de-icing, request that a warmed-up de-ice truck stand by to expedite the departure. Should there be active precipitation on the field, advise ground services of possible de-ice request upon crew's arrival. Document this communication via trip note in CMS. Note: Flight Following shall advise customer service as soon as possible when de-ice is expected or needed. This notification shall be completed via “De-Ice” trip note in CMS and verbal communication. Reference Chapter 40 for additional Cold Weather Operations protocol. In addition to fueling and de-icing, ground services also supplies marshallers for departing and arriving aircraft. Communications should be initiated, via ground based radio, in a timely fashion to ensure expedited service.

YIP When departing out of YIP, determine initial fuel uplift and advise ground services of fuel request in pounds, crew estimated time of arrival, and planned time of departure. Document this communication via trip note in CMS. Note: Avoid fuel requests such as “top off” to avoid confusion.

Outstation When not departing out of YIP, determine initial fuel uplift and advise the FBO of required uplift in pounds or gallons (6.7 pounds to the gallon). Fueling, deicing, loading, and any other procedures may not be accomplished until the crew arrives but the specific services needed (fueling, deice, etc.) may be requested to be standing by. Note: When fueling a falcon specify that the aircraft is fueled over the wing, not single-point. Flight Following should verify, prior to arrival at an outstation, that all required services and ground support equipment is available at all stations. These services include de-ice, fuel, GPU, airstart, hangar space, etc., as applicable. Reference Chapter 25 of this manual for Fuel Planning FLIGHT FOLLOWING MANUAL 70.5.5 CHARTER PROCESS Jan 23, 2017 GENERAL Outstation (continued) procedures. When ground services have been coordinated Flight Following shall enter a trip note pertaining to the services requested.

MEL/CDL/NEF Flight Following shall ensure that any deferrable items on the aircraft will not impede or otherwise prohibit the intended operation. Reference Chapter 10.20 for further guidance.

Airports Verify all airports are suitable for the aircraft and the intended operation. Verification will include: • Performance Information such as: runway weight bearing capacity, airport elevation, runway length and slope, temperatures, overall runway analysis, and 121.117 review • NOTAMs applicability and adequate instrument approaches • Airport curfews, customs availability, prior permission requests (PPRs), and noise abatement limitations • AFD (Airport Facility Directory) shall be referenced for weight bearing capacity of runways, type of runway, and additional airport information • Weather availability shall be verified to ensure approved weather is provided, such as AWOS, Jeppesen Weather, ATIS, Tower, etc or can be obtained through EWINS, if required • Fixed Base Operators (FBOs) should be contacted regarding services availability (GPU, Airstart, Deice, Fuel, etc.) • Jeppesen Charts review to ensure approved approaches are available • Verify if airport qualifies as a Special Airport Reference Chapters 15.10 of this manual for procedures and additional guidance.

Weather Check weather at all airports, including alternates. Ensure that all applicable weather minimums and contingency fuel requirements are in compliance with company and regulatory requirements are met. FLIGHT FOLLOWING MANUAL 70.5.6 CHARTER PROCESS GENERAL Mar 2, 2015 Weather (continued) Flight Following shall communicate any possible or pending weather issues with customer service. This communication should be accomplished by phone and trip note. Reference Chapter 10 of this manual for further guidance.

Routing Verify that all routing navigational aids are operational. Routings should be based on safety and then on expeditiousness. Ensure that all Operation Specification and company restrictions are considered (i.e., Nogales). Ensure aircraft deferrals do not impact, or limit, the ability to effectively route the aircraft. In addition, where overwater routing is required, ensure all required equipment is available and operational and that all flight planning is done within regulatory compliance. Flight Following shall monitor each flight enroute to ensure that necessary routing changes are made due to weather issues, customer requests, airport changes, etc, in a timely fashion. Routing changes should be communicated to customer service via phone and trip notes, especially if they will impact the customer's delivery expectations. Reference Chapter 15 of this manual for further guidance.

Flight Plans Utilizing the current Jeppesen software, compute flight plans that meet all regulatory and company requirements. These requirements include, but are not limited to: • Payload restrictions • Fuel load requirements • Weather applicability at all airports and enroute • Flight time limitations • Duty time limitations • Structural limitations • Performance limitations Reference Chapters 15.10 of this manual for further guidance.

FLIGHT FOLLOWING MANUAL 70.5.7 CHARTER PROCESS Aug 31, 2016 GENERAL Flight Plans (continued) Prior to departure, crewmembers should have all pertinent paperwork for the flight including: • Flight Plans • Weight and Balances • Crew Brief Sheet • Freight Paperwork • Jumpseat/Courier Forms • Hazardous Materials Documentation • Customs Forms • Credit Cards (for Part 135 operations) Flight plans, weight and balances, and additional paperwork shall be maintained for three months, as required by the FARs. Refer to Chapter 75.5 for a sample forms.

Jumpseating Crewmembers from Other Airlines In the event that a crewmember of another airline wishes to jumpseat onboard one of our aircraft, USA Jet Flight Following must follow specific protocols to ensure regulatory compliance. The Jumpseat Authorization chart in FFM 75.5 lists the individual requirements for boarding these individuals. One of the required steps in this process is verifying the crewmember’s status in the online Cockpit Access Security System (CASS). • The crewmember requesting jumpseat access must present the USA Jet Airlines crew with “valid identification.” This consists of a company-issued, along with government-issued, photo ID • The USA Jet crewmember must visually verify that the identification presented is that of the individual requesting jumpseat access • The USA Jet crewmember must then take a picture of the presented airline ID, and the requester’s government-issued photo ID (for manifest purposes) and send it to Flight Following for CASS verification. The USA Jet crewmember must also provide Flight Following with the requester’s airline code and employee number (if not displayed on ID)

FLIGHT FOLLOWING MANUAL 70.5.8 CHARTER PROCESS GENERAL Aug 31, 2016 Jumpseating Crewmembers from Other Airline (continued) • The Flight Follower shall: - Log into APT. In an internet browser, go to http://login.activeaero.com/, then click on APT, and log in using his or her assigned credentials. The CASS option is located on the left side panel under “Operations” - Enter the airline code and employee number in the spaces provided. The information returned from the CASS request result MUST: • Contain a photo that matches the airline ID provided by the USA Jet crew • List “Approved” in the Cockpit Access Status field - Print the information by right-clicking the screen and clicking “Print” - Complete the USA Jet Jumpseat Form and run a passenger manifest in APT using the information provided - Send a copy of this CASS request result, along with the manifest and jumpseat form, to the USA Jet crew • USA Jet will maintain a copy of the CASS record with flight paperwork for 90 days Note: In the event that the CASS query is returned with a status of “Denied,” the Flight Follower shall immediately contact USA Jet Security, as this is a TSA reportable offense.

Trip Close Out Process

Paperwork Reference Chapter 75 for Trip Auditing Forms and Process. Upon receipt of trip paperwork from a crewmember, it is imperative to audit and distribute the paperwork in a timely manner. This paperwork is vital to the accounting process not only for pass-through and billing charges to customers but also for payroll. In addition, auditing for operational control issues is completed through this process.

FLIGHT FOLLOWING MANUAL 70.5.9 CHARTER PROCESS Aug 31, 2016 GENERAL Paperwork (continued) Log pages are distributed to Maintenance Control (MX Control), the crew- tracking folder, and each crewmember's file to ensure compliance with regulations and company policies. Specifically, the log page close out audit helps verify service checks/pre-flights, flight and duty limitations, 90 day landing currency, etc. Flight Following will utilize Trip Auditing Forms to ensure that proper paperwork distribution is achieved upon receipt of paperwork at the PBO. This includes, but is not limited to: • Aircraft Log Page • Flight Plans/Release and TSA required documentation • Load Manifest/Weight and Balance (all legs for Part 121 flights, revenue legs only for Part 135 flights) • Engine Monitoring Forms - MX Control • International Paperwork (General Declaration, CTA Approvals, International Flight Plan, etc.) • Trip Expense Forms - Accounting • Cargo Paperwork - Accounting (Bills of Lading, Packing Slips, Invoices) • Fuel and FBO Receipts - Accounting • Deice Receipts - Accounting - Ensure a trip note documenting deice amount, cost per gallon, and location has been completed • Pilot Notification Form - Red Envelope • Hazardous Materials Checklist - Red Envelope • Shipper's Declaration - Red Envelope • Proof of Delivery (POD) - Accounting When an aircraft terminates out of town, the crewmembers must relay the required log page information to Flight Following prior to starting their rest. This information may be relayed by any means necessary including: verbal, email, or fax. Minimum information required is listed on the sample M-16 form in Chapter 75 and listed below: •Date • Aircraft Type and "N" Number • Trip Number •PIC • Total Flight Time • Previous TAT

FLIGHT FOLLOWING MANUAL 70.5.10 CHARTER PROCESS GENERAL Aug 31, 2016 Paperwork (continued) •New TAT • Any Discrepancies Note: Should any discrepancies be found during the audit Flight Following will email the crewmember, Flight Following, and the Chief Pilot. The email should include Trip Number, Tail Number Date of Flight, and the nature of the discrepancy.

HAZMAT Paperwork Hazardous Materials shipments have unique paperwork distribution requirements. Upon review of the paperwork to ensure all is accounted for, and signed correctly, Flight Following shall separate the paperwork as follows: • Accounting paperwork in Accounting Bin as normal • Engine Monitoring Forms will go to MX Control • Red Envelope paperwork will include: - Pilot Notification Form - HAZMAT Checklist - Flight Plans - Weight and Balances (Load Manifests) - Shipper's Declaration - International Paperwork - Log Page The HAZMAT paperwork will remain in the red envelope until reaching the 3 month retention requirement. At that time, the HAZMAT paperwork will be separated from the flight paperwork and retained for the required amount of time based on shipper/carrier responsibility. All other flight paperwork will be disposed of. Note: Retention or paperwork shall be 1 year from a Carrier, and 2 years if USA Jet is acting as the Shipper.

FLIGHT FOLLOWING MANUAL 70.5.11 CHARTER PROCESS Aug 31, 2016 GENERAL Status Boards Upon the completion of a trip, Flight Following shall ensure crew and fleet status boards display aircraft location, aircraft status, and correct calculations for crew rest. Verify with MX Control on any new deferrals, as well as any specific information that needs to be annotated on the Fleet Status Board (i.e., service check times, RVSM status, significant deferrals). Update Hot Sheet as necessary. If the trip terminates at YIP, then remove crews from the fleet status board and place them on the crew rest board. Ensure correct calculations for crew rest, checking tags for 1/7 requirements, days off, etc. Verify with MX Control the status of the aircraft and annotate status on the Fleet Status Board and update Hot Sheet.

FLIGHT FOLLOWING MANUAL 70.5.12 CHARTER PROCESS GENERAL Aug 31, 2016

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FLIGHT FOLLOWING MANUAL 75.0.1 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 TABLE OF CONTENTS 75. Forms, Checklists, and Reports

General ...... 75.5.1 Introduction ...... 75.5.1 Charter Information Sheet ...... 75.5.1 Crew Brief Sheet ...... 75.5.2 FAA Flight Plan Form 7233-1 ...... 75.5.3 Loading Pay Form ...... 75.5.4 Compensation Award Process ...... 75.5.4 Air Cargo Manifest ...... 75.5.5 Dangerous Goods Checklists ...... 75.5.6 Radioactive Shipments ...... 75.5.6 Non-Radioactive Shipments ...... 75.5.7 Pilot Notification Form ...... 75.5.8 Proof of Delivery ...... 75.5.9 Log Page ...... 75.5.10 Trip Auditing Form ...... 75.5.11 Auditing Process ...... 75.5.11 Jumpseat Authorization Form ...... 75.5.14 Other Commercial Flying ...... 75.5.16 PreFlight Risk Assessment ...... 75.5.17 Reports ...... 75.5.18 Hot Sheet ...... 75.5.18 Operations Delay/Irregularity Report ...... 75.5.18 DOT T-100 Report ...... 75.5.19 Canadian ECATS Report ...... 75.5.19 Airport Landing Reports ...... 75.5.19

FLIGHT FOLLOWING MANUAL 75.0.2 FORMS, CHECKLISTS, & REPORTS TABLE OF CONTENTS Dec 29, 2014

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FLIGHT FOLLOWING MANUAL 75.5.1 FORMS, CHECKLISTS, & REPORTS Apr 7, 2014 GENERAL General

Introduction In addition to the forms presented in this chapter, a binder containing additional forms utilized by the operations department can be found in the office of the Director of Flight Following. Another source of current USA Jet forms is on the corporate network at “W:/Operations/Flight Following Forms”.

Charter Information Sheet This form is utilized to communicate trip bookings with Maintenance Control, as well as assisting in turnovers between shifts.

Reset Form CHARTER INFORMATION

Trip Number: Current Time: 5/7/13 10:01

A/C Type/Tail No: DC9-10/ DC9-30/ FA20/ MD80

Pickup Location(S): Containers/Wt: Drop off: Need Time:

Route: Timing Information: x Enter OPS Booked Note into CMS with Timing Information Captain: F/O: ACM(s):

Crew Show Time: * Enter Trip notes regarding Crew Notification and Arrival

Trip Process Guidelines:

1. FBO notification of ETA and services, as needed: a. Deice – Availability, Type of Fluid, Approved Vendor i. Send training if not approved vendor b. GPU/APU availability

2. Performance Data: a. Ensure takeoff and landing data for departure and landing within Mexico, Latin America, and South America b. Ensure Driftdowns are included as required

3. Special Airports Check: a. Verify Crewmembers recency into airport b. Provide briefing as required

4. Customs Coordination: a. Coordinate outbound/inbound US Customs i. Enter Trip Note with name/badge number b. Advise KRIServices for AMS/APIS/TSA coordination i. Enter Trip Note that APIS was completed ii. Ensure all crewmembers/jumpseaters are submitted c. Coordinate inbound/outbound Mexican Customs i. Email ICCS for permits and/or handling as required d. Coordinate inbound/outbound Canadian Customs/CTA i. CTA is advised with freight inbound (121 Only) ii. CANPASS is advised for inbound empty e. 5th Freedom Coordination is completed i. Permit to Proceed within US as needed ii. CTA advised (121 Only)

5. Overflight Permit (135 Only) a. Ensure Customs Overflight Permit is annotated in the ATC filing

6. Eligible On-Demand (135 Only) a. Ensure Alternate is provided b. Utilize local altimeter or altimeter indicated on approach chart

FLIGHT FOLLOWING MANUAL 75.5.2 FORMS, CHECKLISTS, & REPORTS GENERAL Apr 7, 2014 Crew Brief Sheet This form is utilized to communicate specific trip information to the crews including: • Trip number • Loading/Off Loading Facilities • Expected Freight Weight •Routing This form is included in the initial crew packet prior to departure.

Flight Crew Information for Trip # 854313 Aircraft ID: N327US Flown Route: KLRD-MMCU-KLRD Customer: FORD CHIHUAHUA ENGINE CODE RED Customer Service Rep: Don Jajuga Scheduled departure time: 08:00 Eastern

Aircrew Trip Mileage PIC: KOMO, NICHOLAS Dep Est Dep. Time Arr Est Arr. Time Nautical Miles SIC: ANTONIADES, JOHN KLRD 4/8/14 8:00 MMCU 4/8/14 9:00 351 MMCU 4/8/14 11:00 KLRD 4/8/14 12:00 351 Total Miles: 703 Loading/Unloading Facilities Information Airport Load/Unload Load / Unload Facility Tele phone Fax KLRD Load M & M AIR CARGO 956-723-0737 956-723-0761 ***MUST PARK ON M AND M RAMP, NOT AT AEROCENTER*** Detail Note:

MMCU Unload AERONAVES TSM - MMIO 800-270-2397 844-488-0265 TXY A BY APP END RWY 17 Detail Note:

Freight Information Consignee: FORD CHIHUAHUA ENGINE Shipment Need Time: 4/8/14 10:00

Supp Code Shipper Orig. Dest. Bill of Lading FWCDB HONEYWELL - CALEXICO KLRD MMCU 902816 Part #: BC3Q9QH38DL Pcs.: 252 Cont. 14 Weight 15,400 Dimensions (L x W x H): 48 x 45 x 48

Total: 252 Pcs. 14 Cont. 15,400 Lbs.

NOTE!!! Information current as of printing. Confirm with Operations before proceding on any leg.

FLIGHT FOLLOWING MANUAL 75.5.3 FORMS, CHECKLISTS, & REPORTS Apr 7, 2014 GENERAL FAA Flight Plan Form 7233-1 Prior to departure, a pilot must submit a complete flight plan and receive an ATC clearance. Flight Followers will process this filing under normal conditions. Should there be a filing issue/delay, the PIC can file the 7233- 1 with ATC for departure. This should be completed at least 30 minutes prior to the estimated time of departure to avoid possible or additional delays. (Refer to Chapter 15.30).

Form Approved: OMB No. 2120-0026 09/30/2006

U.S. DEPARTMENT OF TRANSPORTATION (FAA USE ONLY) TIME STARTED SPECIALIST FEDERAL AVIATION ADMINISTRATION PILOT BRIEFING VNR INITIALS FLIGHT PLAN STOPOVER

1. TYPE 2. AIRCRAFT 3. AIRCRAFT TYPE / 4. TRUE 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUISING IDENTIFICATION SPECIAL EQUIPMENT AIRSPEED ALTITUDE VFR PROPOSED (Z) ACTUAL (Z) IFR

DVFR KTS 8. ROUTE OF FLIGHT

9. DESTINATION (Name of airport 10. EST. TIME ENROUTE 11. REMARKS and city) HOURS MINUTES

12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 14. PILOT'S NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE 15. NUMBER ABOARD HOURS MINUTES

17. DESTINATION CONTACT/TELEPHONE (OPTIONAL)

16. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS. FAR Part 91 requires you file an IFR flight plan to operate under instrument flight rules in controlled airspace. Failure to file could result in a civil penalty not to exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958, as amended). Filing of a VFR flight plan is recommended as a good operating practice. See also Part 99 for requirements concerning DVFR flight plans.

FAA Form 7233-1 (8-82) Electronic Version (Adobe) CLOSE VFR FLIGHT PLAN WITH FSS ON ARRIVAL

MILITARY STOPOVER (FAA USE ONLY)

TYPE AIRCRAFT AIRCRAFT TYPE/SPECIAL REMARKS IDENTIFICATION EQUIPMENT IFR VFR

DEPARTURE POINT DESTINATION ETA

TAS DEP. PT ETD ALTITUDE ROUTE OF FLIGHT DESTINATION ETE REMARKS

KTS

KTS REMARKS INITIALS

FAA Form 7233-1 (8-82) Electronic Version (Adobe)

FLIGHT FOLLOWING MANUAL 75.5.4 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Loading Pay Form

Compensation Award Process The PIC will contact Flight Following to advise of insufficient ground handling support. Compensation is awarded under the following circumstances: • If the Ground Handler Support defined above has not been met • Loose loading that requires crewmember assistance • Crewmembers' assistance is required outside of the airplane to position cargo • Reconfiguration of the load • Other special non-routine loading situations When the Loading Compensation criteria has been meet, Flight Following will document loading compensation before the end of the flight follower's shift by: • Entering a trip note into CMS stating which crewmembers have been awarded Loading Compensation • Submit form to notify Chief Pilot of the crewmember's award of Loading Compensation Note: Submission of form will be made via email. The email should contain Trip Number, Crewmembers seeking compensation, Loading Location and Facility, Customer Service Representative name or initials, and amount of loading pay requested for each crewmember. The email should be sent to the Chief Pilot with carbon copies (cc) to applicable crewmembers and flight followers. Loading compensation will consist of $100 per crewmember per loading or unloading event. For additional Loading Compensation information reference the Pilot Policy Handbook.

FLIGHT FOLLOWING MANUAL 75.5.5 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL

Air Cargo Manifest This form is generated by customer service and should be included with any international shipment paperwork for the crewmembers. Flight Following may only change information located in section 11 of this form. In addition, AES statements and ITN numbers can be hand written on this form. (Refer to Chapter 70.5.) Exp. 03-31-2012 OF CBP Form 7509 (06/09) 17. NATURE OF GOODS 7. DATE 1. PAGE NO. 4. FLIGHT NO. Form approved. OMB No. 1651-0001 16. CONSIGNEE NAME AND ADDRESS 9. DE-CONSOLIDATOR 6. PORT OF UNLADING 3. MARKS OF NATIONALITY AND REGISTRATION AIR CARGO MANIFEST 15. SHIPPER NAME AND ADDRESS 19 CFR 122.35, 122.48, 122.52, 122.54, 122.73, 122.113, 122.118 14. NO. OF HAWBs 13. (Kg./Lb.) WEIGHT 12. NO. OF PIECES 8. CONSOLIDATOR 11. AIR WAYBILL NO. 2. OWNER/OPERATOR 5. PORT OF LADING See back of form for Paperwork Reduction Act Notice. ITEMS 8 AND 9 FOR CONSOLIDATION SHIPMENTS ONLY U.S. Customs and Border Protection 10. AIR WAYBILL TYPE (M=Master, H=House, S=Sub) DEPARTMENT OF HOMELAND SECURITY

FLIGHT FOLLOWING MANUAL 75.5.6 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Dangerous Goods Checklists

Radioactive Shipments The included documents are only samples. Flight Following shall utilize the most current form of this document for hazardous materials shipments. (Refer to Chapter 65.15.)

2013 DANGEROUS GOODS CHECKLIST FOR A RADIOACTIVE SHIPMENT The recommended checklist appearing on the following pages is intended to verify shipments at origin. Never accept or refuse a shipment before all items have been checked. Is the following information correct for each entry? SHIPPERS DECLARATION FOR DANGEROUS GOODS (DGD) YES NO* N/A 1. Two copies in English and in the IATA format including the air certification statement [10.8.1.2; 10.8.1.4, 8.1.1 and 10.8.3.12.2]...... ## 2. Full name and address of Shipper and Consignee [ [10.8.3.1, 10.8.3.2] ...... ## 3. If the Air Waybill number is not shown, enter it. [10.8.3.3] ...... # 4. The number of pages shown [10.8.3.4] ...... ## 5. The non-applicable Aircraft Type deleted [10.8.3.5] ...... ## 6. If full name of Airport or City of Departure or Destination is not shown, enter it. [10.8.3.6 and 10.8.3.7] Information is optional...... ## 7. The word “Non-Radioactive” deleted [10.8.3.8] ...... ## Identification 8. UN Number, preceded by prefix “UN” [10.8.3.9.1, Step 1] ...... ## 9. Proper Shipping Name [10.8.3.9.1, Step 2] ...... ## 10. Class 7 [10.8.3.9.1, Step 3] ...... ## 11. Subsidiary Risk, in parentheses, immediately following Class [10.8.3.9.1, Step 4] and Packing Group if required for Subsidiary Risk [10.8.3.9.1, Step 5] ...... ### Quantity and Type of Packing 12. Name or Symbol of Radionuclide(s) [10.8.3.9.2, Step 6 (a)] ...... ## 13. A description of the physical and chemical form if in other form [10.8.3.9.2, Step 6 (b)] ...... ### 14. “Special Form” (not required for UN 3332 or UN 3333) or low dispersible material [10.8.3.9.2, Step 6 (b)] ...... ### 15. The number and type of packages and the activity in becquerel or multiples thereof in each package. For Fissile Material the total weight in grams or kilograms of fissile material may be shown in place of activity [10.8.3.9.2, Step 7]...... ## 16. For different individual radionuclides, the activity of each radionuclide and the words “All packed in one” [10.8.3.9.2, Step 7] ...... ### 17. Activity within limits for Type A packages [Table 10.3.A], Type B, or Type C (see attached competent authority certificate)...... ### 18. Words “Overpack Used” shown on the DGD [10.8.3.9.2, Step 8] ...... ### Packing Instructions 19. Category of package(s) or overpack [10.8.3.9.3, Step 9 and Table 10.5.C] ...... ## 20. Transport Index and dimensions (Length x Width x Height) for Category II and Category III only [10.8.3.9.3, Step 9]...... ### 21. For Fissile Material the Criticality Safety Index or the words “Fissile Excepted” [10.8.3.9.3, Step 9] ...... ### Authorizations 22. Identification marks shown and a copy of the document in English attached to DGD for the following [10.8.3.9.4, Step 10; 10.5.7.2.2]: – Special Form approval certificate...... ### – Low dispersible material approval certificate ...... ### – Type B package design approval certificate ...... ### – Other approval certificates as required...... ### 23. Additional Handling Information [10.8.3.11] ...... ### 24. Name and Title (or Department) of Signatory, Place and Date indicated [10.8.3.13 and 10.8.3.14] and Signature of Shipper [10.8.3.15]...... ## 25. Amendment or alteration signed by Shipper [10.8.1.7] ...... ###

FLIGHT FOLLOWING MANUAL 75.5.7 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL Non-Radioactive Shipments

2013 DANGEROUS GOODS CHECKLIST FOR A NON-RADIOACTIVE SHIPMENT The recommended checklist appearing on the following pages is intended to verify shipments at origin. Never accept or refuse a shipment before all items have been checked. Is the following information correct for each entry? SHIPPERS DECLARATION FOR DANGEROUS GOODS (DGD) YES NO* N/A 1. Two copies in English and in the IATA format including the air certification statement [8.1.1, 8.1.2, 8.1.6.12] ...... ## 2. Full name and address of Shipper and Consignee [8.1.6.1, 8.1.6.2] ...... ## 3. If the Air Waybill number is not shown, enter it. [8.1.6.3] ...... # 4. The number of pages shown [8.1.6.4] ...... ## 5. The non-applicable Aircraft Type Deleted or not shown [8.1.6.5]...... ## 6. If full name of Airport or City of Departure or Destination is not shown, enter it. [8.1.6.6 and 8.1.6.7] Information is optional...... ## 7. The word “Radioactive” deleted or not shown [8.1.6.8] ...... ## Identification 8. UN or ID Number, preceded by prefix [8.1.6.9.1, Step 1]...... ## 9. Proper Shipping Name and the technical name in brackets for asterisked entries [8.1.6.9.1, Step 2] .... ## 10. Class or Division, and for Class 1, the Compatibility Group, [8.1.6.9.1, Step 3] ...... ## 11. Subsidiary Risk, in parentheses, immediately following Class or Division [8.1.6.9.1, Step 4]...... ### 12. Packing Group [8.1.6.9.1, Step 5]...... ### Quantity and Type of Packing 13. Number and Type of Packages [8.1.6.9.2, Step 6]...... ## 14. Quantity and unit of measure (net, or gross followed by “G”, as applicable) within per package limit [8.1.6.9.2, Step 6] ...... ## 15. When different dangerous goods are packed in one outer packaging, the following rules are complied with: – Compatible according to Table 9.3.A...... ### – UN packages containing Division 6.2 [5.0.2.11(c)] ...... ### – “All packed in one (type of packaging)” [8.1.6.9.2, Step 6(f)] ...... ### – Calculation of “Q” value must not exceed 1 [5.0.2.11 (g) & (h); 2.7.5.6; 8.1.6.9.2, Step 6(g)] ...... ### 16. Overpack – Compatible according to Table 9.3.A. [5.0.1.5.1 and 5.0.1.5.3]...... ### – Wording “Overpack Used” [8.1.6.9.2, Step 7]...... ### Packing Instructions 17. Packing Instruction Number [8.1.6.9.3, Step 8] ...... ## Authorizations 18. Check all verifiable special provisions. The Special Provision Number if A1, A2, A51, A81, A88, A99 or A130 [8.1.6.9.4, Step 9]...... ### 19. Indication that governmental authorization is attached, including a copy in English and additional approvals for other items under [8.1.6.9.4, Step 9]...... ### Additional Handling Information 20. The mandatory statement shown for self-reactive and related substances of Division 4.1 and organic peroxides of Division 5.2, or samples thereof, for PBE and for fireworks [8.1.6.11.1, 8.1.6.11.2, 8.1.6.11.3 and 8.1.6.11.5]...... ### 21. Name and Telephone Number of a responsible person for Division 6.2 Infectious Substance shipment [8.1.6.11.4] ...... ### 22. Name and Title (or Department) of Signatory, Place and Date indicated and Signature of Shipper [8.1.6.13, 8.1.6.14 and 8.1.6.15] ...... ## 23. Amendment or alteration signed by Shipper [8.1.2.6] ...... ###

FLIGHT FOLLOWING MANUAL 75.5.8 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Pilot Notification Form The included document is only a sample. Flight Following shall utilize the most current form of this document for hazardous materials shipments. (Refer to Chapter 65.15.) * : Number SP or EX of Page of Pages Page of Pages Aboard Aboard Aircraft Aircraft Location ) * 9 Only Only ( Cargo Aircraft DISTRIBUTION 1-800-233-5387 * Flight Destination Flight Destination Shipments Radioactive Radioactive Faxed to Flight Following Faxed to Flight Following withPlaced on flight deck PIC Left at departing station arrival Faxed to planned airport of 1) Category/Label 2) Transport Index 2) Transport additional copy of this completed document additional copy Contact information for entity in possession of for entity information Contact x x x x ______USA JET AIRLINES, INC. FLIGHT FOLLOWING I have received this information: received this information: I have _ (print) Pilot-in-Command _ Signature Date of Total Number Packages Flight Origin or of Net Quantity Net Quantity Gross Weight Gross Weight Each Package USA JET AIRLINES, INC. * Group Packing

A/C # * Risk Sub. group) Class/ Hazardous Material Notification of Pilot-In-Command requires Division (Class 1 also compatibility aircraft (print) Signature Signature aircraft (print) Flight # FLIGHT FOLLOWING USE ONLY USE FLIGHT FOLLOWING

Proper Shipping Name

Date ______UN/ID # Date:______(print) ______Completed by ______Signature: Comments: been inspected, identified, and loaded have goods dangerous that the above I certify policy. Airlines company and USA Jet applicable regulations to according for carriage been loaded aboard the aircraft. have or leaking packages No damaged _ the person loading Name of qualified Date:______* = If applicable

FLIGHT FOLLOWING MANUAL 75.5.9 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL Proof of Delivery This USA Jet Airlines Manifest form is used for cargo verification and documentation. This form is completed when the receiving carrier, whether FBO, truck, or another airline has signed for the shipment showing their acceptance of the freight. (Refer to Chapter 70.5).

FLIGHT FOLLOWING MANUAL 75.5.10 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Log Page Red boxed annotations represent required information needed for maintenance control before the crew is released from duty. (Refer to Chapter 75.5.)

FLIGHT FOLLOWING MANUAL 75.5.11 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL Trip Auditing Form

Auditing Process Auditing of paperwork is a vital part of compliance with the regulations. Auditing ensures and verifies that comprehensive paperwork policies and procedures set forth in various USA Jet Manuals are being adhered to. Flight Following shall use the Trip Auditing forms to ensure audits are done completely and accurately. In order to ensure the integrity of the audit process, it is essential that auditors are appropriately trained. This training will be conducted via indoctrination and/or recurrent training on a yearly basis. In addition, flex training shall be accomplished on a yearly basis. Auditors and facilitators of the process are the supervisors, or their designees. If there is no supervisor on shift then the senior flight follower shall be responsible to accept, or delegate, the auditing process. In the case of a single shift the flight follower on duty shall complete the auditing process. Current versions of the auditing forms are located in the w drive/ Operations/Flight Following Forms, and in the auditing trays in Flight Following. There are separate forms for both 135 and 121 aircraft. Refer to Chapter 70.5 for trip auditing process.

FLIGHT FOLLOWING MANUAL 75.5.12 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Trip Auditing Form (continued)

Audit Completed by:

Trip Auditing for DC-9/MD80 Cargo Flights

Log Page Attach Yellow Copy of Aircraft Flight Log with flight plans • Verify correct Z date, Aircraft Type, Tail Number, and Trip Number • Verify PIC/FO and additional crewmembers are listed and PIC signed log page • Verify Legs Info, Times, and Fuel/Cargo Information are entered • Verify Fuel Uplift and Deice information is added, if applicable • Verify TAT and Service Check/Preflight information is added • Ensure that maintenance has been advised of any discrepancies • Ensure Deicing information to include: Airport, Type of Fluid, and Gallons is documented in Remarks section.

Flight Plan/Release Ensure each release is signed, dated, and time by captain. • Amendment or diversion ensure copy is attached to original with date, time, and initials • Ensure required wx paperwork is attached and annotated on flight plan if required (JEPP TAF)

Ensure first leg Visual Screening is signed. All international legs all legs must be signed.

Ensure Cargo Inspection Information is filled out for uplift cargo location.

Weight and Balance Ensure Weight and Balance is attached to each flight plan. • Ensure current version of form is being utilized. • Ensure each weight and balance is signed by the PIC • Verify that the hazardous materials section is completed • Verify that all weight calculations have been filled in • Verify that all CG and Index information has been filled in • Verify that all flight information is filled in • Verify that all jumpseaters and/or additional crewmembers are listed

General Paperwork Ensure CTA Form, 5th Freedom and Gendec forms are attached, as applicable

Ensure Request for LEO to Board Aircraft with Accessible Weapon and/or Confirmation of Passenger’s Declaration of Weapons to Air Carrier is attached, is applicable

Ensure Hazmat paperwork is attached, if applicable. Need two copies of hazmat paperwork, Classification of Explosives, Pilot Notification, and Checklist. Place all contents in a red envelope prior to filing in drawer.

Ensure applicable Jumpseat, Courier (FAA 8430), and/or FAA Flight Deck Access Forms are attached.

W:/Operations/Flight Following Forms Rev 6 9-25-2013

FLIGHT FOLLOWING MANUAL 75.5.13 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL Trip Auditing Form (continued)

Close Out in CMS Verify Correct Tail Number and Trip Number

Correct Captain and First Officer in CMS

Verify Total Flight and Total Block on Log Page is Correct for each leg.

Verify Fuel on Board and Arrival Fuel.

Correct Duty Time Entry. Verify signed release time when putting in Duty Time Entries.

Crewmember landing information is entered.

Paperwork that goes to other Departments Engine Monitoring Data goes to Maintenance Control

Freight paperwork (Air Cargo Manifest, Bill of Lading) place in Accounting Bin.

FAA Access to Flight Deck forms are signed and returned to FAA

W:/Operations/Flight Following Forms Rev 6 9-25-2013

FLIGHT FOLLOWING MANUAL 75.5.14 FORMS, CHECKLISTS, & REPORTS GENERAL Jun 29, 2016 Jumpseat Authorization Form

FAR: 121.547(a)(3) Operation Specification: A048 Manual Reference: GOM 15.05 In addition to information found in the GOM, the following requirements must be met for jumpseat authorization: Yes Yes N/A N/A N/A N/A N/A N/A CASS CASS Executed Executed Requirements mpseat (APIS) Version 2.0 – 04/19/2016 Version 2.0 – 04/19/2016 Yes- Int. Yes- Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Crew Manifest Listed on Flight Flight Listed on otice otice Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Yes – Int. Listed on Required) Required) Hour N Master Crew List (MCL) (24 List (MCL) fact that the individualfact thatthe requesting ju 14 CFR 121.547 requirements.14 CFR 121.547 XX XX XX) XX) - No No No No No No Yes Yes * Yes * Approval Approval FAA Prior FAA Prior Form 8430- Form 8430-XX Form 8430-XX (Form 8430

duties require only their government-issued credentials. credentials. only their government-issued require duties deck jumpseat pursuant to No No No Yes Yes Yes Yes Yes Approval Approval USA Jet USA Director of of Director Operations Operations (Jumpseat Form) (Jumpseat ce chart, the term to the ce chart, the “qualified” refers duties require government-issued ID and NTSB Form 7000-X. 7000-X. NTSB Form ID and require government-issued duties duties require government-issued ID and FAA Form 8430-XX. FAA Form 8430-XX. ID and government-issued require duties No No No Yes Yes Yes Yes Yes NTSB FAA Property Property Screening Accessible Accessible Person and and Person Required of tted to travel in the flight in the to travel tted

No No No No No No Yes Yes Flight Flight Following Vetting By (Pax Manifest) in in access must also be permi s (not s (not * NTSB personnel performing official official performing personnel * NTSB official performing personnel * FAA Note: For the purposes of this quick referen * NTSB, DOD and FAA Inspectors performing official official performing Inspectors and FAA DOD * NTSB, CASS) CASS) Qualified Qualified Employee USA Jet Pilot Jet Pilot USA Another Airline Airline Another Crewmember of Jumpseat Access with Crew Badge Crew with Qualified USA Jet Jet USA Qualified USA Jet Mechanic USA Jet Mechanic USA Personnel (in CASS) CASS) Personnel (in Other Qualified USA USA Qualified Other Without Crew Badge Badge Crew Without Jet Employee Individual Requesting Requesting Individual Qualified Non-USA Jet Non-USA Qualified

FLIGHT FOLLOWING MANUAL 75.5.15 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL Jumpseat Authorization Form (continued)

Date______Aircraft Number______

Captain______Trip Number______

Person Requesting Jumpseat/Flight Deck Access

Full Name______Company Name______

Address______Address______

______

Signature______Phone______

Employee ID Number______Supervisor______

Photo ID, other than Company ID (ex. Driver’s License, Passport, Military ID)______

Pilot, Dispatcher, or Mechanic Certificate Number, if applicable______

Jumpseat/Flight Deck Access Authorization for USA Jet Airlines Aircraft

This letter is authorization for admission to the flight deck of USA Jet Airlines flights. For security reasons, you must board the aircraft with the crew. Federal Air Regulations Part 121 and 135 now require that no flight crewmember (including jumpseat occupants) may engage in any activity during a critical phase of flight which would distract and/or interfere in any way with the proper conduct of these duties. Activities such as eating meals or engaging in non-essential conversation within the cockpit crew area are not permitted during a critical phase of flight. Critical phases of flight include: all ground operations involving taxi, takeoff or landings, and all other flight operations conducted below 10,000 feet, except cruise flight.

Smoking is strictly prohibited during all operations in and around all USA Jet Airlines aircraft at all times. Seatbelts and shoulder harnesses shall be fastened at all times for taxi, takeoff, and landings. Once airborne, with the Captain’s permission, you may get up to stretch your legs or utilize the facility, if applicable.

This authorization is valid only for Trip Number______, and is subject to the Captain’s approval and can be revoked for any reason the Captain deems necessary.

Sincerely,

______Captain Signature______XXXXXXXXXXXXXXX Director of Operations Flight Follower Signature______USA JET AIRLINES, INC. 2068 E STREET BELLEVILLE, MI 734-547-8780 Rev 1 3-19-2014

FLIGHT FOLLOWING MANUAL 75.5.16 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Other Commercial Flying

Manual Reference: GOM 15.05 The form below is used by pilots to report additional commercial flying hours conducted outside of USA Jet operations. (Refer to Chapter 50.10.)

USA JET AIRLINES, INC. OTHER COMMERCIAL FLYING

THE FOLLOWING EMPLOYEE PERFORMED COMMERCIAL FLYING FOR OTHER THAN USA JET AIRLINES. As per FAR 121.517, this form must be completed and submitted to the Flight Following Supervisor prior to accepting a USA Jet duty assignment. All times should be entered in local Eastern Standard Time.

NAME: EMPLOYEE # (PRINT)

DATES TOTAL OTHER COMMERCIAL NAME OF AIRLINE/COMPANY HOURS FLOWN (ENTER IN HOURS START END AND TENTHS)

COMMENTS

FLIGHT FOLLOWING SUPERVISOR DATE

ENTERED BY DATE

NOTE: Other commercial flying may only be conducted on scheduled days off. No crewmember may conduct other commercial flying within 24 hours of coming on duty at USA Jet Airlines.

Form OP-017 04-08-08

FLIGHT FOLLOWING MANUAL 75.5.17 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL PreFlight Risk Assessment

Manual Reference: FFM 15.5 The form below is used to assess risks for each flight and then assist in mitigating those risks.

FLIGHT FOLLOWING MANUAL 75.5.18 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014 Reports

Hot Sheet The Hot Sheet, located within the Charter Management System (CMS), is updated by Flight Following as changes occur. The Hot Sheet is located in TOOLS tab under Ops Hot Sheet. The Hot Sheet serves as a written turnover between shifts, as well as interdepartmental communications between operations, maintenance control, and customer service. This turnover is used to accompany verbal turnovers between shifts to ensure accuracy of information is relayed and updated in a timely manner.This program generates a report that is sent to a variety of departments at 8 a.m., 4 p.m., and Midnight. The report encompasses crew counts, aircraft status, and trip information.

Operations Delay/Irregularity Report If an issue will cause a departure delay that will affect the trip delivery by more than 15 minutes, an ops delay report should be sent. These issues include, but are not limited to: • Crew delays - example crew was late for show, had to call a different crew, etc. • Freight issues - freight had to be inspected in accordance with TSA regulations thus delaying loading procedures • Handlers - loaders left during loading to load other aircraft, not enough showed, etc. • MX Issues - Any time a mechanical issue will delay a trip It is important to verify the need time with customer service when sending these emails. When a delayed trip has freight needed for start up, or to save a plant from shutdown, this email must be followed with a call to your supervisor and/or the Director of Operations. This report is a pre-formatted PDF form with information blocks to type in (date, trip number, etc.) as well as a larger space for a free-written narrative that should include events, times, and any other pertinent information to document and explain the delaying events. This form has an email button on the bottom which auto-generates an Outlook email to the Delay email group, with the delay form attached as a PDF. This email can be modified with added recipients, comments in the email body, etc.

FLIGHT FOLLOWING MANUAL 75.5.19 FORMS, CHECKLISTS, & REPORTS Dec 29, 2014 GENERAL DOT T-100 Report This monthly spreadsheet is required by the U.S. Department of Transportation to report the airline market and segment data for each airline. Each leg that involves at least one point in the United States must be documented. The report template is found at w drive/operations/t1000.

Canadian ECATS Report This monthly Electronic Collection of Air Transportation Statistics (ECATS) report is electronically filed at www.tc.gc.ca . The statistics from this report are used to improve the Canadian policies in regards to airlines and transportation as a whole. The report is found at w drive/operations/t1000.

Airport Landing Reports In addition to U.S. DOT and Canadian reporting individual airports may also request a monthly landing report from a carrier. These reports may be completed electronically or by email depending on the airport requesting the report. Additional information can be found in w drive/ operations/landing reports.

FLIGHT FOLLOWING MANUAL 75.5.20 FORMS, CHECKLISTS, & REPORTS GENERAL Dec 29, 2014

Intentionally Left Blank

FLIGHT FOLLOWING MANUAL A.0.1 STATEMENT OF COMPLIANCE Jan 23, 2017 FAR REFERENCE A. FAR Reference

FAR References 121.117...... 15.10.1, 20.10.1, 20.20.1 121.119...... 10.10.1, 10.15.7 121.119(a) ...... 10.10.3 121.119(b) ...... 10.10.3 121.121...... 15.15.1 121.122...... 15.15.1, 15.15.3, 15.15.4 121.125...... 15.15.3 121.125(a) ...... 5.05.1 121.127...... 5.05.2, 15.15.3 121.127(b) ...... 5.10.1, 5.10.2 121.135...... 40.5.1 121.153(b) ...... 30.5.1 121.161...... 15.5.12 121.173...... 20.10.1, 20.10.3, 20.20.1 121.189...... 20.20.3 121.191...... 20.25.1 121.192(a)(2) ...... 20.25.3 121.195...... 20.20.1, 20.20.3 121.197...... 20.20.3 121.303...... 10.20.1 121.339...... 15.5.12 121.351...... 15.5.12 121.383...... 15.5.6 121.383(d)(1) ...... 15.5.6 121.385...... 15.5.4 121.437...... 15.5.6 121.438...... 15.5.4, 15.5.5 121.439...... 15.5.8 121.443...... 15.15.1, 20.10.4, 20.20.1, 20.30.1 121.445...... 15.10.2, 15.15.1, 20.10.4 121.471(a) ...... 50.10.14 121.489...... 50.10.14 121.500...... 50.10.1

FLIGHT FOLLOWING MANUAL A.0.2 STATEMENT OF COMPLIANCE FAR REFERENCE Jan 23, 2017 121.503 ...... 50.10.13 121.503(a) ...... 50.10.1 121.503(b) ...... 50.10.1 121.503(c) ...... 50.10.1 121.503(d) ...... 50.10.2 121.503(e) ...... 50.10.2 121.505 ...... 15.5.4 121.505(a) ...... 50.10.2 121.505(b) ...... 50.10.2 121.507(a)(1)...... 50.10.2 121.507(a)(2)...... 50.10.2 121.507(b) ...... 50.10.2 121.509(a)(1)...... 50.10.4 121.509(a)(2)...... 50.10.4 121.509(b) ...... 50.10.4 121.513 ...... 50.10.3 121.517 ...... 50.10.14 121.519 ...... 50.10.4 121.521(a) ...... 50.10.3 121.521(b) ...... 50.10.3 121.521(c) ...... 50.10.3 121.537 ...... 5.05.3 121.537(a)(2)...... 5.10.1 121.539 ...... 5.05.4 121.547 ...... 20.10.1 121.547(a)(3)...... 75.5.14 121.553 ...... 60.5.9 121.559 ...... 60.5.2 121.561 ...... 15.15.4 121.565 ...... 60.5.5 121.591 ...... 20.10.1 121.597 ...... 20.10.1, 20.10.3 121.599 ...... 20.10.1, 20.10.3 121.603 ...... 15.15.1, 20.10.1 121.605 ...... 10.20.1, 20.10.1, 20.10.3 121.609 ...... 15.15.1, 15.15.4, 20.10.1, 20.10.3 121.611 ...... 10.10.8 FLIGHT FOLLOWING MANUAL A.0.3 STATEMENT OF COMPLIANCE Jan 23, 2017 FAR REFERENCE 121.613...... 10.10.8, 15.20.1, 20.10.1, 20.10.3 121.615...... 10.10.8, 20.10.1, 20.10.3 121.617...... 15.25.1, 20.10.1 121.623...... 15.25.1, 15.25.3, 20.10.1 121.623(b) ...... 25.5.1 121.625...... 15.25.1, 15.25.3, 20.10.1, 20.10.3 121.627...... 15.15.3 121.628...... 10.20.4, 20.10.1, 20.10.3 121.629...... 20.10.1, 20.10.3, 40.5.1 121.631...... 15.15.5, 20.10.1, 20.10.3 121.631(b) ...... 15.25.3 121.631(f) ...... 15.25.3 121.643...... 20.10.3 121.643(a)(1) ...... 25.10.7 121.643(a)(2) ...... 25.10.8 121.643(a)(3) ...... 25.10.7 121.645...... 20.10.3, 25.5.1 121.645(b)(2) ...... 25.10.7 121.646...... 25.5.2 121.647...... 20.10.3, 25.5.3, 25.10.8 121.651...... 20.10.3 121.652...... 15.5.5, 20.10.3 121.655...... 10.10.8, 20.10.3 121.665...... 30.5.1 121.667...... 20.10.1 121.683...... 15.5.6 121.689...... 20.10.1 121.693...... 30.5.1 121.697...... 20.10.4, 20.30.1 121.697(d) ...... 20.30.2 121.697(e)(1) ...... 20.30.1 135 ...... 20.10.5 135.163...... 15.15.4 135.19...... 60.5.2 135.213...... 10.10.8 135.217...... 15.25.1 135.219...... 15.20.1 FLIGHT FOLLOWING MANUAL A.0.4 STATEMENT OF COMPLIANCE FAR REFERENCE Jan 23, 2017 135.221 ...... 15.25.2, 15.25.3 135.223(a) ...... 15.25.2, 25.5.4 135.223(b) ...... 15.25.2, 15.25.3, 25.5.4 135.225 ...... 15.20.3, 15.25.1 135.225(a) ...... 15.5.10 135.225(b) ...... 15.5.10 135.225(e) ...... 15.5.5 135.227 ...... 40.5.1 135.229 ...... 15.10.1 135.247 ...... 15.5.9 135.261 ...... 50.10.6 135.263(a) ...... 50.10.6 135.263(b) ...... 50.10.6 135.263(c) ...... 50.10.6 135.263(d) ...... 50.10.6 135.267(a) ...... 50.10.7 135.267(b) ...... 50.10.7 135.267(c) ...... 50.10.7 135.267(d) ...... 50.10.7 135.267(e) ...... 50.10.8 135.267(f) ...... 50.10.8 135.293 ...... 15.5.9 135.297 ...... 15.5.9 135.299 ...... 15.5.9 135.4 ...... 15.5.6, 15.25.2 135.63(d) ...... 20.10.5, 20.30.1 135.67 ...... 15.15.4 135.69 ...... 5.05.5 135.77 ...... 5.05.3, 5.10.1 91.123 ...... 60.5.2 91.3 ...... 60.5.2 P Part 91 Subpart H ...... 45.5.4

FLIGHT FOLLOWING MANUAL B.0.1 STATEMENT OF COMPLIANCE Jan 23, 2017 OPERATIONS SPECIFICATIONS B. Operations Specifications A A008 ...... 5.05.1, 15.15.3, 15.15.4 A009 ...... 15.5.1, 20.20.1 A010 ...... 10.10.3, 10.15.1, 15.25.1 A023 ...... 40.5.1 A048 ...... 75.5.14 A055 ...... 65.10.1 A057 ...... 10.10.8, 15.5.10 B B045 ...... 15.5.12, 15.15.4 B046 ...... 15.15.7 C C054 ...... 15.5.5 C055 ...... 15.25.1, 15.25.3 C056 ...... 15.10.4 C057 ...... 15.10.4 C064 ...... 15.5.11 C067 ...... 25.5.1 C075 ...... 15.20.2 C078 ...... 15.10.5, 45.5.4 C079 ...... 45.5.4 Canada FAOC 85 ...... 15.10.5, 45.5.4 D D095 ...... 10.20.1 E E096 ...... 30.5.1

FLIGHT FOLLOWING MANUAL B.0.2 STATEMENT OF COMPLIANCE OPERATIONS SPECIFICATIONS Jan 23, 2017

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FLIGHT FOLLOWING MANUAL C.0.1 STATEMENT OF COMPLIANCE Jan 23, 2017 MANUAL REFERENCE C. Manual Reference

49 CFR 171.11 ...... 65.10.1 49 CFR 172.200 ...... 65.10.2 49 CFR 173.217 ...... 65.10.5 49 CFR 175.10 ...... 65.10.5 727 AOM VOL ...... 10.5.9 727 AOM VOL I ...... 10.5.9, 25.10.9 727 AOM VOL II ...... 10.5.4 727 QRH...... 40.5.6 727-AOM VOL II, ...... 10.5.3 8900.1 Vol 3, Ch 26, Sec 3...... 10.10.7 8900.1, Vol 3, Ch 26, Sec 1, Para 3-2049 ...... 10.10.9 8900.1, Vol 3, Ch 26, Sec 4 ...... 10.15.7 A AC 120-27 ...... 30.5.1 AC 120-60B ...... 40.5.1 AC 120-88 ...... 10.10.7 AC 135-16 ...... 40.5.1 ADM 10.10 ...... 1.20.3 D DA20 AOM ...... 10.5.4, 10.5.9, 40.5.6 DA20 AOM Ch 1...... 10.5.9 DC-9 AOM Chapter 17 ...... 40.5.4 DC9 AOM VOL II ...... 10.5.4, 10.5.9, 40.5.6 DC9 COM...... 10.5.9 DC9 COM 1.05I,...... 10.5.9 DC9-AOM VOL I...... 10.5.3 DC9-AOM VOL I, ...... 10.5.3 F FFM 15.10 ...... 20.10.4 FFM 15.15 ...... 20.10.4 FFM 20.10 ...... 15.10.2 FFM 50.10 ...... 15.5.8, 15.5.9 FFM 55.15 ...... 15.5.8, 15.5.9 FFM 70.05 ...... 15.10.1 FLIGHT FOLLOWING MANUAL C.0.2 STATEMENT OF COMPLIANCE MANUAL REFERENCE Jan 23, 2017 FOTM 25.5 ...... 1.25.1 G GOM ...... 10.20.6 GOM 15.05 ...... 75.5.14, 75.5.16 GOM 20.10 ...... 15.5.7, 25.5.1 GOM 25.05 ...... 15.5.4, 15.5.5, 15.5.8, 15.5.9 GOM 30.10 ...... 50.10.13 GOM 35.05 ...... 15.5.10, 15.10.3, 15.10.4 GOM 35.10 ...... 15.10.5 GOM 60.10 ...... 15.25.1 GOM 60.15 ...... 20.25.1 GOM 60.5 ...... 60.5.5 GOM 70.10 ...... 25.5.3 GOM 75.05 ...... 10.20.6 GOM 75.10 ...... 10.20.1 GOM 90.10 ...... 65.10.1 GSM Vol 3 Ch 45 ...... 30.5.7 GSM Vol. II 5.05 ...... 40.5.5 M MD80 AOM VOL I...... 10.5.4, 10.5.9 MD80 COM...... 10.5.9, 40.5.6 MD80 COM 1.05, ...... 10.5.9 MD-80-AOM VOL I ...... 10.5.3 P PPH 2.10 ...... 55.15.3 PPH Appendix A ...... 50.10.21 W WBM 1.10 ...... 20.10.1 WBM 20.05 ...... 10.5.2 WBM 20.20 ...... 10.5.2 WBM 20.30 ...... 10.5.2 WBM 25.05 ...... 10.5.2 WBM 30.05 ...... 10.5.2 WBM 35.05 ...... 10.5.2 WBM 40.05 ...... 10.5.2 Weight & Balance Manual...... 30.5.1

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