require segregation (see Table 9.3.A),but see also Section 5.5. The sameconditions apply to an overpack,which is used to combine packagingsfor convenience, like shrinkwrap(Sect 5.0.1.5 and Appendix A).Depending on the danger, goods canalso be classified into Packing Groups:Group DangerI GreatII MediumIII MinorThere is an alphabetical list ofDangerous Goods (the IATA book,section 4.2), where goods have theirClass and Packing Groupdetermined for you, with maximumquantities, type of label, etc. Packinginstructions are in Sect 5. Be awarethat you might need specificcontainers for certain items. Wheremore than one hazard is involved, alabel must be used for each one.Packaging must be of good qualityand constructed and closed toprevent leakage under normalconditions. Materials used must notreact with the goods they aresupposed to protect. Enough spacemust be left in liquid containers toallow for expansion, and thereshould be absorbent materials totake up leaks (see Table 5.0.B).Guidance for Acceptance,Handling and StowageIn practice a ground handling agentmay sort it all out for you, and it’sthe shipper’s responsibility to ensurethat all is correct (the carrier isresponsible for care in transit). Somecompanies have a checklist ofdangerous goods that are commonlycarried. Before any goods areaccepted, though, an acceptance checkensures that packages, overpacks andcontainers are not damaged orleaking, are correctly marked andlabelled, and documents are correct,according to the TechnicalInstructions (there should be anexample in the Ops Manual). Unlessyou loaded it yourself, you must beinformed of any dangerous goods onyour flight with a form (Shipper'sDeclaration) that includes:·
the Air Waybill number·
the proper shipping name andUN number (when assigned,such as Acetone UN1090).·
the class or division, anyidentified subsidiary risks and,for explosives, CompatibilityGroup·
packing group (when assigned)Dangerous Goods and Weapons 159·
number of packages, netquantity or gross mass perpackage·
loading location; and·
confirmation of no evidence ofdamaged or leaking packages.One copy must stay with theshipment to the final destination.Typewritten signatures are notacceptable. Appropriate labels mustbe used, that is, the hazard andhandling labels, including “This WayUp” if combination packaging isused for liquids.Air waybills must show Dangerousand non-Dangerous Goods
separately, in that order, except fordry ice being used as a refrigerant.They must include one or more ofthe following statements in theHandling Information box:·
Dangerous Goods as per attachedShippers Declaration·
Dangerous Goods – shippersdeclaration not required·
Cargo Aircraft OnlyDangerous goods must not becarried in the cabin, except asprovided for in the TechnicalInstructions, including those suitableonly for cargo aircraft. In thiscontext ‘passenger’ excludes a crewmember, an operator’s employee(see below), an authorisedrepresentative of an Authority andanyone with duties in respect of aparticular shipment of dangerousgoods or other cargo on board.Neither must Dangerous Goods,especially toxics, be loaded, stowedor secured anywhere near foodstuffs,people or live animals (including thecrew). Those that react with eachother should be separated asrequired by the TechnicalInstructions. This includessegregating incompatible packages,securing them the right way up andensuring they are accessible in flightin a cargo aircraft.Explosives and detonators must bein their original packaging, andseparate from each other. Damagedgoods must not be carried at all.Flight paths should be as far awayfrom public areas as possible.How to use the IATA BookAlthough the ICAO TechnicalInstructions are referenced in theTDGR, the IATA Dangerous GoodsRegulations, which contain the ICAOinstructions, are also mentioned as aworking document. However, theIATA ones are more restrictive, andyou will see which provisions areconcerned when you see a pointinghand symbol, like this:FThe book itself is divided into tensections, and subsections areindicated with decimal points, soSection 4.2 is subsection 2 of Section4. Paragraphs are also numbered, aswith 4.2.3. All of them are listed inthe Table of Contents. There is alsoan index and an Index of Tables atthe back, together with appendices,but it isn't wonderful.Here is a brief description of thesections:·
Section 1 – Applicability. Who andwhat the regulations apply to,with exemptions, such as160 Operational Flyingmedical, animals, etc., plusresponsibilities of shippers andtraining, which are supersededby the TDGR.·
Section 2 – Limitations. Goodswhich are totally forbiddenunder any circumstances, andthose which may be carried withapproval. Hidden Hazards, andstuff that can be carried bycrews, are the property of thecarrier and which are exempt
separately, in that order, except fordry ice being used as a refrigerant.They must include one or more ofthe following statements in theHandling Information box:·
Dangerous Goods as per attachedShippers Declaration·
Dangerous Goods – shippersdeclaration not required·
Cargo Aircraft OnlyDangerous goods must not becarried in the cabin, except asprovided for in the TechnicalInstructions, including those suitableonly for cargo aircraft. In thiscontext ‘passenger’ excludes a crewmember, an operator’s employee(see below), an authorisedrepresentative of an Authority andanyone with duties in respect of aparticular shipment of dangerousgoods or other cargo on board.Neither must Dangerous Goods,especially toxics, be loaded, stowedor secured anywhere near foodstuffs,people or live animals (including thecrew). Those that react with eachother should be separated asrequired by the TechnicalInstructions. This includessegregating incompatible packages,securing them the right way up andensuring they are accessible in flightin a cargo aircraft.Explosives and detonators must bein their original packaging, andseparate from each other. Damagedgoods must not be carried at all.Flight paths should be as far awayfrom public areas as possible.How to use the IATA BookAlthough the ICAO TechnicalInstructions are referenced in theTDGR, the IATA Dangerous GoodsRegulations, which contain the ICAOinstructions, are also mentioned as aworking document. However, theIATA ones are more restrictive, andyou will see which provisions areconcerned when you see a pointinghand symbol, like this:FThe book itself is divided into tensections, and subsections areindicated with decimal points, soSection 4.2 is subsection 2 of Section4. Paragraphs are also numbered, aswith 4.2.3. All of them are listed inthe Table of Contents. There is alsoan index and an Index of Tables atthe back, together with appendices,but it isn't wonderful.Here is a brief description of thesections:·
Section 1 – Applicability. Who andwhat the regulations apply to,with exemptions, such as160 Operational Flyingmedical, animals, etc., plusresponsibilities of shippers andtraining, which are supersededby the TDGR.·
Section 2 – Limitations. Goodswhich are totally forbiddenunder any circumstances, andthose which may be carried withapproval. Hidden Hazards, andstuff that can be carried bycrews, are the property of thecarrier and which are exempt
anyway. Special provisionsgranted to States and operators.·
Section 3 – Classification. What isin each class and what thepacking groups indicate.·
Section 4 – Identification. Officialshipping names(DangerousGoods in the blue pages).·
Section 5 – Packing. Yellow pages,with details of containers, etc.and packing instructions. Nosubstitutes!·
Section 6 – Packaging Specificationsand Performance Tests. Mainly forpacking manufacturers to makesure their materials do the job.·
Section 7 – Marking and Labelling.Hazard and handling Labels.·
Section 8 – Documentation.Waybills, Shipper'sDeclarations, etc., with exampleforms.·
Section 9 – Handling.·
Section 10 – Radioactive Material.·
Appendix A – Glossary.·
Appendix B – Nomenclature. Unitsof Measurement, etc.·
Appendix C – Organic Peroxides.·
Appendix D – IATA MemberList.·
Appendix E – CompetentAuthorities. By country.·
Appendix F – PackagingManufacturers, etc.First, you need to know what youare dealing with. Section 4 has someblue pages that contain shippingnames of just about everything youcan think of, together with an IDnumber, its classification, what labelis required, whether it can go inpassenger or cargo aircraft, etc. Takeparticular note of any symbolsnearby, and check for their meaningsin Appendix B. In particular, †means look also in Appendix A.There is a numerical cross-referencein Sect 4.3. A * symbol requires atechnical name in brackets after ageneric name.If the material you are dealing withdoes not appear in the blue pages,check in Section 3 to see if itsproperties match the classesdescribed there, assuming it isn'tforbidden under Sect 2.1 in the firstplace. Use Table 3.10A to determinethe primary hazard if necessary. If itisn't in Section 3 either, it is notsubject to the regulations.Radioactive material is coveredseparately in Section 7.Next, determine whether it is to besent on passenger or cargo aircraft.Columns G-L of the blue pages willtell you whether it's forbidden ornot, and what quantities can be takenin what packaging. If it is allowed,find the Packing Instruction number(columns G and I), any quantitylimitations in one package (H and J),Dangerous Goods and Weapons 161and any variations imposed by Statesor operators in Section 2.9.2 orSection 2.9.4, respectively. Forexample, Fedex will not acceptNitric Acid over 40% concentration.You can ship goods in LimitedQuantities with ordinary packagingprovided it is of good quality. The
letter G refers to Gross Weight.Then check the packagingrequirements under Section 5. At thetop of each yellow page in there, youwill find variations by State andOperator. Select the packaging fromthe choices available, stick the labelson, prepare the waybill and sign theDeclaration. A Y designation meansLimited Quantity packaging thatrequires special marking. Nonessential labels must be removed.For example, ID 1863, Fuel, aviation,turbine engine, needs a flammableliquid label and may only be carriedin limited quantity packaging, 10litres at a time in Grp III packagingon passenger aircraft (instructionsare in Sect 5, Y309). Otherwise, ifthe aircraft is cargo only, thepackages can contain up to 220L.Responding to EmergenciesYou must inform the appropriateAir Traffic Services Unit of anydangerous goods on board,especially the proper shipping name,class/division and identifiedsubsidiary risks, the compatibilitygroup for explosives, the quantityand the location on board.More information is in the EmergencyResponse Guidance for Aircraft IncidentsInvolving Dangerous Goods, which ispublished by ICAO.Duties of PersonnelThe routine is generally to:·
Fill out a Shipper's Declaration·
Notify the PIC·
Inspect for leakage andcondition before loading (seeAcceptance Checklist)·
Keep a copy of the paperwork.·
Supervise loading andsegregation as required.Otherwise, everyone must ensurethat:·
dangerous goods are correctlyidentified, with approvals·
inspection, acceptance andloading procedures are carriedout as per the TechnicalInstructions, especially withregard to passengers.·
action is taken if packages ofdangerous goods are founddamaged or leaking duringprocessing for transport·
if there is an aircraft incident oraccident, information is passedto the State where the incidentor accident occurred, as perTechnical Instructions·
if there is a dangerous goodsincident or accident, a report ismade to the AuthoritiesCarriage of EmployeesWhen carrying dangerous goodswhich can only be carried on a cargoaircraft, company employees can alsobe carried in an official capacity, thatis, having duties concerned with thepreparation or undertaking of a162 Operational Flyingflight or on the ground once theaircraft has landed.Weapons, Munitions of Warand Sporting WeaponsThese need an approval from allStates concerned before a flight.They must normally be inaccessibleand unloaded, but you can get
approval otherwise, for policemen,etc., or you can prove it isimpractical. Sporting weapons andammunition may be carried withoutapproval, if they are inaccessible topassengers and unloaded.If you ever need it, permission tocarry munitions of war is providedthrough the usual channels, whichbasically commence with anapplication to your Inspector a longway before the permission isrequired. If you are also goingabroad, others will also becomeinterested, making diplomaticmoves, etc. on your behalf. Actually,the whole process has the potentialfor being rather messy and is bestleft alone anyway.Carriage of LivestockYou can carry guide dogs or policedogs on special operations only ifthey're restrained with a leash, but bevery careful with wet ones; not onlywill the extra moisture mist up thewindscreen, but the first thing theywill want to do is shake themselvesdry once inside the cabin, and soakeveryone in sight!Otherwise, carriage of animals isforbidden unless in a suitablecarrying case (try that with a horse!)and are accompanied by aresponsible person, preferably theirowners. IATA have Live AnimalsRegulations which should tell you allyou need to know about labelling,hygiene, feeding, etc.You may also need to carry animalfirst aid and emergency kits, withdrugs and humane killers being keptunder lock and key by you, theCommander. Any attendants mustalso have been trained in their use.Horses are somewhat of a specialcase, perhaps needing a groom tostand by them on take-off andlanding, a special exemption,together with a large aircraft and lotsof sugar cubes. They like apples, too.Don't forget there are stringentregulations regarding the carriage ofanimals across Internationalboundaries.SecurityYou must be aware of the NationalSecurity Program, for which you willeither get trained in-house or packedoff to an airline for a course.Otherwise general advice andguidance can be obtained from:Transport Security InspectorateHampton HouseAlbert EmbankmentLondon SE1 7TJ0207 228 5214The Company Security Officer hasoverall responsibility for securitymatters, reporting directly to theOps Manager.The Senior Operations Officer onduty should keep people informed ofall security related matters.TrainingTraining will help you prevent actsof unlawful interference (e.g.sabotage or hijack) or to minimisetheir consequences (see below).Search ProceduresExpect to use a checklist whensearching for concealed weapons,explosives or other dangerous items.
Flight Crew SecurityLockable flight deck doors should beclosed and locked.Carriage of AuthorisedPersonsIn addition to those listed in theANO, an Authorised Person (as faras the Company is concerned) isnormally a fare paying passenger ona properly arranged trip or a nonfare-paying passenger flying with thepermission of Management orOperations—however, when goingforeign, nobody is authorised untilthey have passed through Customs(see below).Under the ANO, you can refuse tocarry anyone who seems unfit forany reason (see also Fitness to Fly).All Flight Ops Inspectors areAuthorised Persons and willoccasionally wish to fly in Companyaircraft to check on operationalprocedures, unless you think thesafety of the flight will becompromised. Arrangements willnormally be made in advance, butthe right is reserved for them to turn164 Operational Flyingup without prior notice. Inspectorscarry authority/identity cards whichwill be produced on request.Carriage of UnauthorisedPersonsNo person is authorised on a foreigntrip without first passing throughCustoms, depending on localarrangements. For flights withinEurope, for example, UK customsjust need notification so they canturn out if they want to (say, 4hours), assuming everyone is anEEC passport holder. Aside frompeople mentioned below, there arecertain types of passenger who areexcluded from flying anyway,including those under the influenceof drugs or alcohol, infected with acontagious disease, of unsound mindand a danger to the aircraft ingeneral. They should only be carriedwith special safeguards and priorarrangements.Unlawful InterferenceTerrorists apparently belong to threecategories. The first is ideologicallymotivated, believing that the highercause represented is superior toanything else and is morally correct,even if it does mean killing. The onlyfear he will have is of failure and heis likely to belong to a well organisedgroup, with others somewhere in thepipeline. A loner, on the other hand,may either be craving attention orstriking back at the organisation thatowns the aircraft; in other words, themotivation will be more personal.Such a person will be unpredictableas well as dangerous, but will alsohave no specific plan. Perhaps justpandering to his ego will help you.Lastly, there's the psychopath who isactually sick and doesn't understandwhat's going on anyway (no, not partof the Management!). In addition tothe previous characteristics, he willalso be very volatile. Of course, ifyour luck's anything like mine, youwill get a combination of all three.However, the point is that each onemust be treated individually—you
can't cater for them all. Having saidthat, you must stay calm—you'll beno good to anybody otherwise;resistance will almost certainly causetrouble. If you can, make yourself asinconspicuous as possible.It may be difficult to grasp, but youmust realise that (temporarily atleast) you are no longer in control.Pilots by nature tend to have largerthan average egos, but if there is aclash, you would be wise to subdueyours and wait for your turn later. Ifpossible, tell ATC every small detailwhich could be helpful to someonestorming the plane later, should itbecome necessary. You must alsotell the truth and not try any funnystories. Terrorists have no sense ofhumour. If it comes to that, neitherdo security guards.If you have a weapon, it's time, likethe equivalent of "working to rule"and abandoning the short cuts thatnormally make the wheels ofaviation run smoothly (!?). Anyexcuse will do; you need more maps,fuel, staff, servicing, oxygen orwhatever. The idea is to keep theaircraft on the ground, as onceyou're flying rescue becomes moreunlikely. Make them do a bit ofwork—it will help as a distraction.Also, don't make eye contact—nervous people become more so ifyou do. Don't resist; and don'tSecurity 165volunteer, either. Try to remaininvisible.Company policy is normally thatpilots should not attempt to frustratethe hijackers’ plans, particularly ifthere is any risk to passengers. Youshould try to appease the personsinvolved and carry out anyreasonable orders or demands,simply doing your best to ensure thesafety of your passengers. And you,of course.ReportingYou must report unlawfulinterference to the local authority,company Security Officer and:Director and Co-ordinator ofTransport SecurityRoom 58/142 Marsham StreetLondon SW1P 3EBBomb ThreatsEssentially, don’t take off if youreceive one, and, if you are flyingalready, land as soon as you can,then evacuate the aircraft in aremote, yet accessible place.Security of InformationThe nature of General Aviationfrequently involves you being partyto confidential information whichshouldn't be discussed or relayed tothird parties. When passengers freelydiscuss business, it's tactful to makeuse of the intercom cutoff switch.Documents, maps or writteninstructions should also be regardedas confidential.166 Operational FlyingNotesAccidents &OccurrencesA reportable one occurs when:·
anyone is killed or injured from
contact with the aircraft (or anybits falling off), including jetblast or rotor downwash·
the aircraft sustains damage orstructural failure·
The aircraft is missing orinaccessiblebetween the time any person boards itwith the intention of flight, and allpersons have disembarked (ICAOdefinition). This does not includeinjuries from natural causes, whichare self-inflicted or inflicted by otherpeople, or stowaways hiding onplaces not normally accessible topassengers and crew.Significant or Substantial Damage in thiscontext essentially means anythingthat may involve an insurance claim,but officially is damage or failureaffecting structure or performance,normally meaning major repairs.Under ICAO, a fatal injury is one thatinvolves death within 30 days. Aserious injury involves:·
more than 48 hours in hospitalwithin 7 days.·
more than simple fractures offingers, toes and nose.·
lacerations causing nerve ormuscle damage or severehaemorrhage.·
injury to any internal organ.·
2nd or 3rd degree burns or anyover 5% of the body.·
exposure to infectioussubstances or radiation.The Accident Investigation Branchinvestigates aircraft accidents, andhas teams of investigators on 24-hour standby to go worldwide. Itsfunction is not to apportion blame,but to ensure that accidents don'thappen again.168 Operational FlyingAn accident must be reported to theAAIB and the local police as soon aspossible.The PIC is responsible for notifyingthe nearest appropriate authority bythe quickest available means of anyaccident involving the aeroplaneresulting in serious injury or death ofany person or substantial damage tothe aeroplane or property.Post Accident ProceduresThe pilot or senior survivor,Company or aerodrome authority (inthat order, if practical) should take asmuch as possible of the followingaction after evacuating passengers toeither a sheltered location upwind ofthe aircraft, or into the liferaft:·
Prevent tampering with thewreckage by ANYBODYexcept to save life, avoid dangerto other persons or preventdamage by fire, for which turnthe fuel and battery OFF—disconnect it if there is no riskof a spark, but the TSB won'tlike you to touch too much, soremove only emergencyequipment, like first aid kits orsurvival packs, noting whereyou got them from. Account forall people on board. Attend theinjured and cover bodies.·
Activate the distress beacon andmaybe use aircraft radio
equipment. Preparepyrotechnics, select, and preparea helicopter landing site or layout search and rescue signals.·
If people or communicationsare close, send for assistance.·
If rescue is likely to be delayedbecause of distance or failingdaylight, prepare suitableshelters, distribute necessaryrations of food and water. Ifnecessary, find fresh water.·
Inform the Company (Ops Mgr,Chief Pilot) by the quickest andmost private means of:·
Aircraft and Reg No·
Time, position of accident·
Details of survivors·
Nature of occurrence orother details·
Notify Police, Fire, Ambulance,ATC, Gas/Electricity·
Note weather details.·
Make sketches, take photos.Preserve and protect documentsand any flight data recorders.·
Refer the media to theCompany.Aircraft Accident ReportingAll phone calls and actions takenshould be recorded by the personreceiving the initial notification –continuous watch should be kept forat least 48 hours or the duration ofthe process, whichever is longer.Callers should be identified, toensure it is not a false alarm and toensure it is indeed a companyaircraft. No information should bereleased without Company authority,mainly for liability reasons.The Company Accident Report formshould be completed, in addition tocomplying with the laws andregulations of the country ofregistration and the country in whichthe accident or incident occurred. Ifthere is any doubt, the occurrenceAccidents & Occurences 169should be reported as an Accident; itcan be reclassified later.The Company should form anAccident Board, consisting of peoplewith varying qualifications asdeemed necessary. This won’t bedone on the spot, there should be apermanent list somewhere. Onlyallow 1 photographer and reporteron the scene (let them fight it outamongst themselves).The accident investigation kit shouldinclude a cellphone/satphone,camera, tape recorder, GPS, largescale map, magnifying glass,compass, tape measure/ruler, plentyof pens and paper (for witnessstatements and diagrams) first aid kit(to include tweezers), ruler, a packeteach of latex and leather gloves, dustmasks, tie tags, surveyor flags andtape, labels, torches, fluid samplebottles, and anything else for thecircumstances (duct tape, restrictedaccess signs, etc).If you get there before the TSB, takenotes, keep detached and don’tdisturb anything, unless it’s going toblow up or catch fire, which woulddestroy any evidence, includingdocumentation, needing to bepreserved. When taking
