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Chapter 7. Ground Handling Instructions

Table of Contents
7.1. Fuelling procedures
7.2. Passenger groups
7.3. Baggage and freight
7.4. Ground ice protection
7.5. Punctuality policy

7.1. Fuelling procedures

The fuel supplier is responsible for ensuring that all fuel quality checks are completed, that the bowser is properly earthed to the aircraft and that fuel caps are properly secured.

Whilst fuelling, the strobe lights must not be operated. There may also be local restrictions regarding starting the APU. If fuel vapour is detected inside the cabin or any other hazard arises, fuelling must be suspended immediately. In the unlikely event that it becomes necessary to uplift wide cut fuel - there are extra safety restrictions detailed in EOM-A

Refuelling may take place with passengers on board, but the following restrictions apply:

  • A clear evacuation route from the aircraft must be available via airbridge or steps. The fuel card should not be displayed until this condition is met.

  • Local restrictions must be checked.

  • A pilot must occupy CM2's seat and must establish and maintain visual contact or two-way communication with the fueller. If visual contact cannot be maintained (e.g. due to the presence of an Ambulift), the Commander may nominate either the dispatcher or PM to stand in a position such that they can relay visual signals between the fueller and the flight deck.

  • The “Refuelling in Progress” sign located on the back page of the QRH must be displayed.

  • A full cabin crew compliment is required. There must be at least one cabin crew member at each set of floor level exits.

  • Passengers must be informed that refuelling is taking place, instructed to have their seatbelts unfastened and told the toilets are out of use. Cabin crew should make a visual check that passenger seatbelts remain unfastened. The "No Smoking" sign should be on and the "Fasten Seatbelts" sign should be off.

  • Door 1L must be open with steps or airbridge attached. Door 2L should ideally also be open with steps attached, but it may remain closed provided the slide is serviceable. The ground area beneath exits and slide deployment areas must remain clear and the positioning of fuelling equipment must not impede evacuation.

Defuelling is not permitted with passengers on board.

The fuel card may be used to expedite the fuelling process. Display of the fuel card authorises the commencement of fuelling; if any passengers remain on board it must be delayed until all relevant restrictions have been met. The fuel card must be stowed once fuelling is complete.

The flight crew must monitor the fuel gauges during fuelling.

[EOM-A 8.2.1]

7.2. Passenger groups

7.2.1. Able Bodied Passengers

Able bodied passengers (ABP) are those adult passengers that are deemed fit and strong and thus likely to assist evacuation. Designated seats near emergency exits are for the use of ABPs only.


7.2.2. Persons of Reduced Mobility

A passenger is considered a Person of Reduced Mobility (PRM) when their physical, medical or mental condition would make them likely to impede an evacuation. The number of PRMs on board must not exceed the number of ABPs. PRMs should be pre-boarded and seated where they will not obstruct emergency exits or impede crew carrying out emergency procedures.

Certain conditions entirely preclude carriage. A list is presented in EOM-A


7.2.3. Infants and children

Infants (children under two years) may fly free of charge if they sit on the lap of the accompanying person. A maximum of two infants is allowed per accompanying person. The maximum total number of infants on laps is 10% of the number of seats on the aircraft. Infants under two weeks of age are not permitted to fly. Premature babies are not permitted to fly until six months post expected date.

A child is defined as a person aged between 2 years and 13 years inclusive. Children must be accompanied by a person aged 16 years or older at a maximum ratio of 10:1.

In exceptional circumstances the carriage of an unaccompanied minor may be authorised by the ALO. Under no circumstances may an unconnected passenger be allowed to accept responsibility for an unaccompanied minor.

The following restraints are acceptable:

Table 7.1. Acceptable restraints for infants and children
RestraintAge range
Infant extension seatbelt2 weeks to 2 years
Suitable car-type safety seat[a]No age restriction
Child restraint device (CARES)Approx 1 to 4 years[b]
Normal seatbelt2 years or more

[a] See CSPM for guidance on suitability

[b] Specifically the child must be between 10kg and 20kg and capable of sitting upright unaided.

[EOM-A, CSPM 2.4.12]

7.2.4. Expectant mothers

Expectant mothers can be accepted for travel up to their 35th week for single pregnancies or 32nd week for multiple pregnancies. Medical certification is not required.

[EOM-A, CSPM 6.21]

7.2.5. Escorted passengers

Prisoners will only be accepted for carriage on the authority of the Network Duty Manager. Normally a maximum of one prisoner will be allowed per flight.

They must be accompanied by either police, prison officers or members of a recognised and appointed Civilian Security Firm. Convicted prisoners will normally be accompanied by two prison officers, others may have a single escort. Escorts will travel in plain clothes and will carry restraints, but not firearms.

Prisoners and escorts should board first and disembark last. They should be seated at the rear of the aircraft with the prisoner in the window seat. Prisoners may be handcuffed at the discretion of their escort, but only to themselves and their hands must be in front of them.


7.2.6. Deportees

When immigration authorities refuse a passenger admission, an Order to remove the passenger may be served on easyJet, possibly through the relevant commander. The commander retains the right to refuse the Order on safety grounds. UK immigration authorities have the power to require that an unacceptable passenger be detained on board.

The Commander must be informed on all occasions when a deportee is carried, and the deportee must be identified to the Commander and SCCM

The passport and other travel documentation of the deportee, including any "Form of Authority", should be retained in flight by the SCCM and passed to the handling agent on arrival. The deportee must not be permitted to disembark at any point within the deporting territory unless escorted by a dispatcher or passenger handling staff. The deportee may disembark at a destination other than that in their ticket provided immigration authorities are contacted prior to arrival.

If the deportee is escorted, seating should be as per escorted passengers. Otherwise it should be as per PRMs.

In general a maximum of two unescorted deportees may be carried; in exceptional circumstances a higher number may be authorised by the Security Manager.


7.2.7. Inadmissable Passengers

An inadmissable passenger is a passenger who has been refused entry but has not commited an illegal act. The Commander and SCCM must be made aware of their carriage and the SCCM must retain any Authority documents, but otherwise they are treated as normal passengers.

If arriving in Italy, they are required to be met by police and should thus disembark last; if the police don't show up, they can be disembarked normally.

7.2.8. Stowaways

If a stowaway is discovered the police should be requested to meet the aircraft on arrival so that the stowaway may be detained. The company should be informed and an ASR filed.


7.2.9. Human remains

Only ashes are permitted. They must be be appropriately packaged, carried in hand baggage and accompanied by copies of the death and cremation certificates.


7.2.10. Live animals

The only permitted live animals are official Assistance and Guide Dogs. These may be carried on flights within and between Croatia, Switzerland and the EU nations. UK International flights are subject to the UK Pet Passport Scheme and dogs may therefore only be carried on flights originating from or arriving at LTN, STN, NCL, BRS and BFS.

Dogs must be accompanied by official documentation; the identity tag attached to the dog's official harness plus the owner's identity card will suffice. Larger dogs will be accommodated on the cabin floor; smaller dogs may be carried on the owner's lap. The owner must provide a suitable harness that attaches to their seatbelt and provides an effective level of restraint during take-off, landing and turbulence. It is acceptable for the dog to be subject to less restraint during cruise.

[CSPM 2.4.10]

7.3. Baggage and freight

7.3.1. Cabin baggage

Each passenger may bring one piece of hand baggage with maximum dimensions of 560mm x 450mm x 250mm. Cabin baggage may only be stowed in the overhead lockers or under the seats.

Underseat stowage should not be used in overwing exit rows, if the seat's restraint bar is insufficient to be effective given the size of the baggage or if the baggage would restrict egress from a seat row.

Placarded weight limitations on overhead stowages must be respected, and bulk should not prevent secure closing of the doors. Where there is emergency equipment stowed in the overhead lockers, it must not be impeded.

Carriage of personal medical oxygen bottles less than 500mm long and 250mm in diameter is permitted. Details of correct stowage may be found in CSPM

[EOM-A, CSPM 2.4.9]

7.3.2. Musical instruments

Small musical instruments (max 300mmx1170mmx380mm) may be stowed in overhead lockers. One extra small piece of hand baggage is allowed to be carried in this case.

Large musical instruments may be carried providing the passenger has purchased a seat for the instrument. A maximum of two instruments may be carried. An instrument must weigh less than 75kg and have a centre of mass less than 30cm above the seat cushion. It must be secured to a non-restricted window seat.


7.3.3. Aircraft spares

OCC may authorise carriage of spares for AOG easyJet aircraft except on routes to and from Switzerland. Spares must not be classified as dangerous goods. Individual items over 60kg require specific handling arrangements to be made. easyJet engineering are responsible for delivery, labelling, security screening and provision of a special load NOTOC. Engineering must oversee the offload of the spares on arrival.


7.3.4. FDM Data

FDM data cards/ disks may be carried in the flight deck. They are transported in blue padded zip sealed bags, and will already have been x-rayed before loading. They will be delivered and collected by engineering personnel.

If the zip seal is broken or missing, the bag may still be carried if it is thoroughly searched. The broken seal should be reported to the FDM department.


7.3.5. Human Organs for Transplantation

These will arrive at the aircraft in a box sealed with tamper-proof tags. They are exempt security screening, but the police will have verified the origin of the consignment before accepting the delivery. The box should be carried in the flight deck under the Captain's supervision.

[CSPM 2.4.11]

7.4. Ground ice protection

7.4.1. Types of fluid

ISO Type I fluid has a high glycol content and low viscosity. De-icing performance is good, but protection from freezing precipitation is poor. It is best used for removing frozen deposits as part of a two stage process or when precipitation has stopped. Type I fluids are usually clear or light orange.

ISO Type II fluid includes a pseudo plastic thickening agent. This allows it to remain on the surface after application to provide protection from freezing precipitation. Shearing of the fluid allows it to flow off the critical surfaces as airspeed increases. Type II fluids are usually straw coloured.

ISO Type IV fluid is similar in operation to Type II fluid, but uses more advanced thickening systems to give longer holdover times. Type IV fluids are usually green.

Heated water may be used as the first step of a two step process. All fluids may be diluted with water. Required Type I fluid concentration is a function of OAT only, as dilution has a negligible effect on holdover. Required Type II and Type IV concentrations are a factor of OAT and holdover requirements.


7.4.2. Holdover times

Guideline holdover time tables are presented on the EFB in the Winter Ops section. Definitions of precipitation type for use in the tables are presented at EOM-A For a two step process, the holdover time begins at the commencement of the second step. The lower time limit indicates holdover time for "moderate" precipitation, the higher for "light" precipitation. Holdover times will be shortened by high winds, jet blast or when the skin temperature is less than OAT.


7.4.3. Precautions

De-icing fluid should not be used where it could cause loss of vision while being shed during the take-off roll.

A walk-round inspection should be completed by a qualified person after de-icing is completed. Flying and control surfaces should be clear of deposits, intake and drain holes should be clear of obstructions and a check should be made that de-icing fluid that has been diluted by the removed deposits has not refrozen on other parts of the aircraft. Undercarriage components should be checked for cleanliness and microswitches and uplocks should be checked for normal operation. If possible, compressors should be rotated by hand to ensure they have not frozen.

The flight crew should also move the control surfaces over their full range to ensure that they are free of obstruction.


7.5. Punctuality policy

easyJet policy is to be be ready with doors closed at STD-3. To support this crew should aim to be at the aircraft at STD-35 and on the first wave be ready for green light boarding at STD-25. Ground staff will assume that the crew will be ready for green light boarding unless otherwise advised.

The aircraft may depart no earlier than STD-10 unless otherwise agreed with OCC.

In the event of ATC slot delays board passengers in the hope of improvements following transmission of a ready message. Where CTOT improvements would be disadvantageous OCC should be contacted to put a CTOT block on the flight.

Remote holding should be used to release stands and manipulate OTP figures. Crew should liaise with ground agents to determine whether it would be advantageous from a ground handling perspective to push at STD, and if not should push back no later than STD+14. Note that ground crew are not required for engine start after remote holding. Slot delays of up to 30 minutes should be absorbed taxiing or at the holding point when feasible.

No attempt should be made to recover the schedule by flying faster than planned on the OFP.

Whenever possible, delay codes should be agreed with the dispatcher.

[EOM-A 8.9]