MIDEX AIRLINES

AIRBUS INDUSTRIE
A300B4

FLIGHT DISPATCH
MANUAL
MIDEX AIRLINES
FLIGHT DISPATCH MANUAL
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TABLE OF CONTENTS

1.0 INTRODUCTION.................................................. ..2

1.1 ABBREVIATIONS.............................................. ...3
1.2 DEFINITIONS ..................................................... ...8
1.3 UNITS CONVERSION TABLE.......................... .24
2.0 SYSTEM OF AMENDMENT AND REVISION ,.26
2.1 NORMAL REVISIONS....................................... .28
2.2 LIST OF EFFECTIVE PAGES............................ . 31
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1.0 INTRODUCTION

This Flight Dispatch Manual is issued under the authority of the Chief Executive Officer of Midex
Airlines.

It is established in accordance with the Civil Air Regulations of UAE General Civil Aviation Authority.

The procedures and instructions contained in the Flight Dispatch Manual are based on the latest
technical data and operational experience. They have been established to plan and execute commercial air
transport flights in accordance with the company's policy, procedures and regulations.
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1.1 ABBREVIATIONS

AAL Above Aerodrome Level CCGI Cabin Crew Grooming Instructor

ABM Abeam CCOM Cabin Crew Operating Manual
AC Advisory Circular CDL Configuration Deviation List
A/C Aircraft CEO Chief Executive Officer
ACARS ARINC Communication Addressing CFDS Centralised Fault Display System
and Reporting System CFP Computerised Flight Plan
ACN Aircraft Classification Number CO Centre of Gravity
AD Airworthiness Directive C/L Check List
ADF Automatic Direction Finder CP Chief Pilot
ADIRS Air Data Inertial Reference System CRPO Crew Records and Planning
AEA Association of European Airlines Officer
AFM Aeroplane Flight Manual CRT Cathode Ray Tube
AGL Above Ground Level CRZ Cruise
AH Alert Height CSS Cockpit System Simulator
ALT Altitude CTA Control Area
ALTN Alternate CVR Cockpit Voice Recorder
AMM Aircraft Maintenance Manual
AMSL Above Mean Sea Level DA Decision altitude
AOC Air Operator Certificate DEST Destination
AOT All Operators Telex DFDR Digital Flight Data Recorder
A/P Auto-Pilot DGAC Direction Generale de 1* Aviation
APQ Airline Prequalification Civile
APU Auxiliary Power Unit DH Decision Height
ASAP As Soon As Possible DME Distance Measuring Equipment
ASDA Accelerate-Stop Distance Available DO Director of Operations
ASI Air Speed Indicator
ASR Airport Surveillance Radar ECAM Electronic Centralised Aircraft
ATC Air Traffic Control Monitoring
ATHR Autothrust EFIS Electronic Flight Instrument
ATIS Automatic Terminal Information System
Service EIS Electronic Instrument System
ATPL Airline Transport Pilot Licence ELT Entry Level Training
ATS Air Traffic Service EMER Emergency
ATS Auto Thrust System ENG Engine
AWO All Weather Operations ETA Estimated Time of Arrival ETOPS
AWY Airway Extended Twin Engine
Operations
BAT Battery ETP Equi-Time Point

C Celsius, Centigrade F Fahrenheit

CAPT Captain FAA Federal Aviation Administration
CAT Clear Air Turbulence FADEC Full Authority Digital Engine
CAT I Landing Category I Control
C/B Circuit Breaker FAF Final Approach Fix
CBT Computer Based Training FAR Federal Aviation Regulations
CC Cabin Crew FBS Fixed Base Simulator
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F/C Flight Crew IAS Indicated Air Speed

FCL Flight Crew Licensing IATA International Air Transport
FCOM Flight Crew Operating Manual or Association
applicable Flight Manual ICAO International Civil Aviation
FCTM Flight Crew Training Manual Organisation
FD Flight Director IDG Integrated Drive Generator
FDO Flight Dispatch Officer IFR Instrument Flight Rules
FF Fuel Flow IFSD In-Flight Shut Down
FFS Full Flight Simulator IFSO In-Flight Services Officer
FIR Flight Information Region IFTB In-Flight Turn Back
FL Flight Level ILS Instrument Landing System
FLT Flight IMC Instrumental Meteorological
FM Flight Manual Conditions
FMA Flight Mode Annunciator FNOP Inoperative
FMGS Flight Management Guidance System IOE Initial Operating Experience
FMS Flight Management System IRS Inertial Reference System
FNPT Flight Navigation Procedures ISA International Standard Atmosphere
Trainer ISO International Standard
F/O First Officer Organisation
FOB Fuel On Board
FOT Flight Operations Telex JAA Joint Aviation Authorities
F-PLN Flight Plan
FSS Flight Service Supervisor JAR Joint Aviation Requirements
FQI Fuel Quantity Indication
ft Foot (Feet)
FU Fuel Used
FWD Forward

GA Go Around
GEN Generator
GMT Greenwich Mean Time
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Ground Speed
G/S Glide Slope

H Hour
HDG Heading
HF High Frequency {3 to 30 MHz)
Hg Mercury
HI High (altitude or intensity)
HIALS High Intensity Approach Light System
HIL Holding Items List
HIRL High Intensity Runway Lights
HP High Pressure
hPa hecto Pascal
HUD Head Up Display
Hz Hertz (cycles per second)
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Kg kilogram MSA Minimum Safe (or Sector)
kHz kilohertz Altitude
km kilometre MSQA Manager Safety & Quality
kt knot Assurance
MSL Mean Sea Level
Ib pounds (weight) MTOW Maximum Take Off
LCN Load Classification Number MZFW Maximum Zero Fuel Weight
LDA Landing Distance Available
LDG Landing NA Not Applicable
L/G Landing Gear NAI Nacelle Anti Ice
LH Left Hand NAT North Atlantic
LLZ Localiser NAV Navigation
LOG Localiser NM Nautical Miles
LOFT Line Oriented Flight Training NDB Non Directional Beacon
NOTAM Notice To Airmen

M Mach NTC Notice to Crew

m meter NTO No Technical Objection
MAC Mean Aerodynamic Chord
MABH Minimum Approach Break off Height OAT Outside Air Temperature
MAPT Missed Approach Point OCA/H Obstacle Clearance Altitude /
MAX Maximum Height
mb Millibar OCO Operations Control Officer
MBOH Minimum Break Off Height OEB Operations Engineering Bulletin
MCC Manager Cabin Crew OEW Operating Empty Weight
MCDU Multifunction Control and Display OIT Operator Information Telex
Unit OM Outer Marker
MDA/H Minimum Descent Altitude/Height OM A Operations Manual Part A
MEL Minimum Equipment List OM B Operations Manual Part B
MES Manager Engineering Services OPS Operations
MFO Manager Flight Operations OPT Optimum
MGO Manager Ground Operations OTS Oceanic Track System
MHz Megahertz
MID Middle Runway Portion PA Passenger Address
MIALS Medium Intensity Approach Light PANS Procedures for Air Navigation
System Services
MIN Minimum PAPI Precision Approach Path Indicator
MIRL Medium Intensity Runway Light PAR Precision Approach Radar
MLS Microwave Landing System PAX Passenger
MLW Maximum Landing weight PCN Pavement Classification Number
MMEL Master Minimum Equipment List PERF Performance
MMO Maximum Operating Mach PF Pilot Flying
MNPS Min. Nav. Performance Specification PFD Primary Flight Display
MOCA Minimum Obstruction Clearance PIREP Pilot Report
Altitude PIC Pilot In Command
MOR Mandatory Occurence Reporting PNR Point of No Return
Scheme PNF Pilot Non Flying
MORA Minimum Off-Route Altitude PPR Prior Permission Required
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PSI Pounds per Square Inch TACAN Tactical Air Navigation
PVI Paravisual Indicator TAF Terminal Aerodrome Forecast
TAS True Air Speed
QA Quality Assurance TAT Total Air Temperature
QAR Quick Access Recorder TBA To be announced
QDM Magnetic bearing to facility TBD To be determined
QDR Magnetic bearing from facility TBC To be confirmed
QFE Actual atmosphere pressure at airport TCAS Traffic Collision Alert System
elevation. TDZ Touch Down Zone
QFU Magnetic orientation of runway TEMP Temperature
QGH Procedure or facility to be used TFU Technical Follow-Up
QNE Sea level standard atmosphere (1013 T/O Take-Off
hPa or 29.92" Hg) TOC Top Of Climb
QNH Actual atmospheric pressure at sea TOD Top Of Descent
level based on local station pressure. TODA Take-Off Distance Available
QRH Quick Reference Handbook TOGA Take-Off/Go-Around
Take-Off Gross Weight
TOGW
Take-off Run Available
RA Radio Altitude/Radio Altimeter TORA
Take-Off Weight
RAS Repair Approval Sheet TOW
Type Rating Examiner
REF Reference TRE Tower
RH Right Hand TWR Taxiway
RPL Repetitive flight plan TWY Ultra High Frequency (300-
RPM Revolutions Per Minute 3000MHz)
RQRD Required UHF Unserviceable Coordinated
RTO Rejected Take Off U/S
Universal Time
RVR Runway Visual Range UTC
RWY Runway

SAE Society of Automotive Engineers

SB Service Bulletin
SEP Safety and Emergency Procedures
SID Standard Instrument Departure
SIGMET Information concerning en-route
weather phenomena, which may affect
the safety of aircraft operations.
SIL Service Information Letter
SPECI Aviation selected special weather
report
SPD Speed
SQAO Safety and Quality Assurance Officer
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of
precision approach radar system
STAR Standard Terminal Arrival Route
STD Standard
SYS System

t ton, tonne
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VI Critical engine failure speed

V2 T/O safety speed
VDF Very high frequency direction-finding
station
VASI Visual Approach Slope Indicator
VFE Maximum Velocity Flaps/slats
Extended
VFR Visual Flight Rules
VFTO Velocity Final T/O
VHF Very High Frequency
(30 - 300 MHz)
VMIN Minimum Operating Speed
VMO Maximum Operating Speed
VOR VHF Omnidirectional Range
VR Rotation speed
VREF Landing reference speed
VS Stall speed
V/S Vertical Speed
VSI Vertical Speed Indicator

WAI Wing Anti Ice

WBM Weight and Balance Manual
WGD Windshield Guidance Display
WPT Waypoint
WX Weather
WXR Weather Radar

Z Zulu time (UTC)

ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight
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2.0 DEFINITIONS

Where necessary, specific terms are defined at the beginning of the sections to which they are
appropriate.

The terms 'accelerate-stop distance', 'take-off distance', 'take-off run', 'net take-off flight path',
'one-engine inoperative en-route net flight path', and 'two-engines inoperative en-route net flight
path' as relating to the aeroplane have their meanings defined in the airworthiness requirements
under which the aeroplane was certificated, or as specified by the Authority if it finds that
definition inadequate for showing compliance with the performance operating limitations.

Accelerate-Stop Distance The length of the take-off run available plus the length
of Available (ASDA) the stopway, if such stopway is declared available by the
appropriate Authority and is capable of bearing the mass
of the aeroplane under the prevailing operating
conditions.

Acceptance Checklist A document used to assist in carrying out a check on the

external appearance of packages of dangerous goods
and their associated documents to determine that all
appropriate requirements have been met.

Accountable Manager The person acceptable to the Authority who has corporate
authority for ensuring that all operations and
maintenance activities can be financed and carried out to
the standard required by the Authority and any additional
requirements defined by the operator.

Aerodrome A defined area on land or water (including any buildings,

installations and equipment) intended to be used
either wholly or in part for the arrival, departure and
surface movement of aircraft.

Aerodrome elevation The elevation of the highest point of the landing area.
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Aeronautical Information A publication issued by or with the authority of a

Publication State and containing aeronautical information of a
lasting character essential to air navigation.

Aircraft Identification A group of letters, figures or a combination thereof

which is either identical to, or the coded equivalent
of, the aircraft call sign to be used in air-ground
communications, and which is used to identify the
aircraft in ground-ground air traffic services
communications.
Air Traffic AH aircraft in flight or operating on the
manoeuvring area of an aerodrome.

Air Traffic Control Clearance Authorisation for an aircraft to proceed under

conditions specified by an air traffic control unit.

Air Traffic Control Instruction Directives issued by Air Traffic Control for the
purpose of requiring a pilot to take a specific
action.

Air Traffic Control Service A service provided for the purpose of

- preventing collisions between aircraft, and
on the manoeuvring area between aircraft and
obstructions
- expediting and maintaining an orderly flow of air
traffic

Air Traffic Service A generic term meaning variously, flight

information service, alerting service, air traffic
advisory service, air traffic control service (area
control service, approach control service or
aerodrome control service).

Airway A control area or portion thereof established in the

form of a corridor equipped with radio navigation
aids.

Airworthiness Authorities The relevant authority of the State of Registry.

Alerting Service A service provided to notify appropriate

organisations regarding aircraft in need of search
and rescue aid, and assist such organisations as
required.
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F/C Flight Crew IAS Indicated Air Speed
FCL Flight Crew Licensing IATA Internationa! Air Transport
FCOM Flight Crew Operating Manual or Association
applicable Flight Manual ICAO International Civil Aviation
FCTM Flight Crew Training Manual Organisation
FD Flight Director IDG Integrated Drive Generator
FDO Flight Dispatch Officer IFR Instrument Flight Rules
FF Fuel Flow IFSD In-Flight Shut Down
FFS Full Flight Simulator IFSO In-Flight Services Officer
FIR Flight Information Region IFTB In-Flight Turn Back
FL Flight Level ILS Instrument Landing System
FLT Flight IMC Instrumental Meteorological
FM Flight Manual Conditions
FMA Flight Mode Annunciator FNOP Inoperative
FMGS Flight Management Guidance System IOE Initial Operating Experience
FMS Flight Management System IRS Inertial Reference System
FNPT Flight Navigation Procedures ISA International Standard Atmosphere
Trainer ISO International Standard
F/O First Officer Organisation
FOB Fuel On Board
FOT Flight Operations Telex JAA Joint Aviation Authorities
F-PLN Flight Plan JAR Joint Aviation Requirements
FSS Flight Service Supervisor
FQI Fuel Quantity Indication
ft Foot (Feet)
FU Fuel Used
FWD Forward

GA Go Around
GEN Generator
GMT Greenwich Mean Time
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Ground Speed
G/S Glide Slope

H Hour
HDG Heading
HF High Frequency {3 to 30 MHz)
Hg Mercury
HI High (altitude or intensity)
HlALS High Intensity Approach Light System
HlL Holding Items List
HIRL High Intensity Runway Lights
HP High Pressure
hPa hecto Pascal
HUD Head Up Display
Hz Hertz (cycles per second)
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ATS route A specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services. Note: The term
"ATS route" is used to mean variously, airway, advisory route,
controlled or uncontrolled route, arrival or departure route, etc.

The competent body responsible for the safety of civil

aviation; (UAE GCAA)
Authority
Flight training required by Airworthiness Authorities to obtain
the aircraft type rating.
Base training Any aircraft which is carrying goods or property but not
passengers. In this context the following are not considered to be
passengers
Cargo aircraft - a crewmember
- an employee of the Operator permitted by, and carried in
accordance with, the instructions contained in the Operations
Manual;
- an authorised representative of the Authority or
-a person with duties in respect of a particular shipment on board.

The visual phase of an instrument approach to bring an aircraft

into position for landing on a runway which is not suitably
located for a straight-in approach.

The pilot responsible for the operation and safety of the aircraft
Circling during flight time.

A runway is considered to be contaminated when more than 25%

of the runway surface area (whether in isolated areas or not)
Commander within the required length and width being used is covered by the
following:
- Surface water more than 3 mm (0.125 in) deep, or by slush, or
Contaminated runway loose snow, equivalent to more than 3 mm (0.125 inch) of water;
- Snow which has been compressed into a solid mass which
resists further compression and will hold together or break into
lumps if picked up (compacted snow) or ice, including wet ice.
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Cruising level A level maintained during a significant portion of a flight

Damp runway A runway is considered damp when the surface is not dry,
but when the moisture on it does not give it a shiny
appearance.

Dangerous Goods Accident An occurrence associated with and related to the transport
of dangerous goods which results in fatal or serious injury
to a person or major property damage.

Dangerous Goods Incident An occurrence, other than a dangerous goods accident,

associated with and related the transport of dangerous goods,
not necessarily occurring on board an aircraft, which results
in injury to a person, property damage, fire, breakage,
spillage, leakage of fluid or radiation or other evidence that
the integrity of the packaging has not been maintained. Any
occurrence relating to the transport of dangerous goods
which seriously jeopardizes the aircraft or its occupants is
also deemed to constitute a dangerous goods incident.

A document which is specified by the Technical Instructions.

It is completed by the person who offers dangerous goods for
Dangerous Goods Transport air transport and contains information about those dangerous
Document goods. The document bears a signed declaration indicating
that the dangerous goods are fully and accurately described
by their proper shipping names and UN numbers (if
assigned) and that they are correctly classified, packed,
marked, labeled and in a proper condition for transport.

A specified altitude or height (A/H) in the precision approach

at which a missed approach must be initiated if the required
Decision Altitude/Height (DA/H) visual reference to continue the approach has not been
established.
Note 1: "Decision altitude (DA)" is referenced to mean sea
level (MSL) and "decision height (DH)" is referenced to the
threshold elevation.
Note 2: The "required visual reference" means that section of
the visual aids or of the approach area which should have
been in view for sufficient time for the pilot to have made an
assessment of the aircraft position and rate of change of
position, in relation to the desired flight path.
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Dry lease Is when the aeroplane is operated under the AOC of the
lessee.

Dry runway A dry runway is one which is neither wet nor contaminated,
and includes those paved runways which have been specially
prepared with grooves or porous pavement and maintained to
retain 'effectively' dry braking action when moisture is
present.

Elevation The vertical distance of a point or a level, on or affixed to the

surface of the earth, measured from mean sea level.

Fail-Operational flight control A flight control system is fail-operational if, in the event of a
system failure below alert height, the approach, flare and landing,
can be completed automatically. In the event of a failure, the
automatic landing system will operate as a fail-passive
system.

Fail-Operational hybrid control A system which consists of a primary fail-passive automatic

system landing system and a secondary independent guidance system
enabling the pilot to complete a landing manually after failure
of the primary system. Note: A typical secondary independent
guidance system consists of a monitored head-up display
providing guidance which normally takes the form of
command information but it may alternatively be situation (or
deviation) information.

A flight control system is fail-passive if, in the event of a

failure, there is no significant out-of-trim condition or
Fail-Passive flight control system deviation of flight path or attitude but the landing is not
completed automatically. For a fail-passive automatic flight
control system the pilot assumes control of the aeroplane
after a failure.

The flight plan as filed with an ATS unit by the pilot or his
designated representative, without any subsequent changes.
Filed Flight Plan Note: When the word "message" is used as a suffix to this
term, it denotes the content and format of the filed flight plan
data as transmitted.
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Flight Control System A system which includes an automatic landing system

and/or a hybrid landing system.

Flight Crew Member A licenced crew member charged with duties essential to the
operation of an aircraft during flight time.

Flight Level A surface of constant atmospheric pressure which is related

to a specific pressure datum, 1013.2 hectopascals (hPa), and is
separated from other such surfaces by specific pressure
intervals.

Note 1: A pressure type altimeter calibrated in accordance

with the Standard Atmosphere
- when set to QNH altimeter setting, will indicate altitude
- when set to QFE altimeter setting, will indicate height
above the QFE reference datum
- when set to a pressure of 1 013.2 hectopascals
(hPa) may be used to indicate flight levels.

Note 2: The terms "height" and "altitude", used in Note I

above, indicate altimetric rather than geometric heights and
altitudes.

Flight Plan Specified information provided to air traffic services units,

Flow Control relative to an intended flight or portion of a flight of an
Freight Container aircraft.

Measures designed to adjust the flow of traffic into a given

airspace, along a given route, or bound for a given aerodrome,
so as to ensure the most effective utilisation of the airspace.

A freight container is an article of transport equipment for

radioactive materials, designed to facilitate the transport of
such materials, either packaged or unpackaged, by one or
more modes of transport.
See Unit Load Device where the dangerous goods are not
radioactive materials.

A descent profile determined for vertical guidance during a

Glide Path
final approach.
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Ground Visibility The visibility at an aerodrome, as reported by an

accredited observer.

Gulf Area The term Gulf Area as used herein refers to an area
enclosed by rhumblines joining successively the
following points

30°OON047°OOE 20°OON061°30E
28°OON047°OOE 20°OON070°OOE
24°OON049°OOE 25°OON070°OOE
20°OON055°OOE 30°OON052°OOE
19°OON052°OOE 30°OON047°OOE
16°OON053°10E
16°30N058°OOE

Handling Agent An agency which performs on behalf of the operator

some or all of the latter's functions including
receiving, loading, unloading, transferring or other
processing of passengers or cargo.

Heading The direction in which the longitudinal axis of an

aircraft is pointed, usually expressed in degrees from
North (true, magnetic, compass or grid).

Height The vertical distance of a level, a point or an object

considered as a point, measured from a specified
datum.

Initial Operating Experience Operational support given to pilots newly type rated.
(IOE) The objective of IOE is to improve the efficiency of
pilots in revenue operation, route and airport
qualification using only airline approved documents
FCOM, MEL, OEBs
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Instrument Approach Procedure A series of predetermined maneuvers by reference to

flight instruments with specified protection from
obstacles from the initial approach fix or, where
applicable, from the beginning of defined arrival route,
to a point from which a landing can be completed and
thereafter, if a landing is not completed, to a position at
which holding or en-route obstacle clearance criteria
apply.
Instrument Meteorological Meteorological conditions expressed in terms of
Conditions visibility, distance from cloud, and ceiling, less than the
minima specified for visual meteorological conditions.

JAA Operator An operator certificated under JAR-OPS Part 1 by one

of the JAA Member States.

Landing Distance Available (LDA) The length of the runway which is declared available by
appropriate Authority and suitable for the ground run of
an aeroplane for landing.
Overpack An enclosure used by a single shipper to contain one or
more packages and to form one handling unit for
convenience of handling and stowage. A Unit Load
Device is not included in this definition.

Maximum Approved Passenger The maximum passenger seating capacity of an

Seating Configuration individual aeroplane, excluding pilot seats or flight deck
seats and cabin crew seats as applicable, used by the
operator, approved by the Authority and specified in the
Operations Manual.

The procedure to be followed if the approach cannot be

Missed Approach Procedure continued.
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Net Flight Path It is a flight path determined for engine(s) failure case.
It is established in such a manner that it represents the
actual climb performance diminished by a gradient of
climb of:
take-off (one.engine failure)
0.8 % for two-engine aircraft
0.9 % for three-engine aircraft
1.0 % for four-engine aircraft
en-route (one engine failure!
1.1 % for two-engine aircraft
1.3 % for three-engine aircraft
1.4 % for four-engine aircraft en-
route (two engine failure)
0.3 % for three-engine aircraft
0.5 % for four-engine aircraft

NOTAM A notice containing information concerning the

establishment, condition or charge in any aeronautical
facility, service, procedure or hazard, the timely
knowledge of which is essential to personnel concerned
with flight operations.
Class I distribution: Distribution by means of
telecommunication
Class II distribution: Distribution by means other than
telecommunication

Obstacle Clearance The lowest altitude (OCA), or alternatively the lowest

Altitude/height (OCA/H) height above the elevation of the relevant runway
threshold or above the aerodrome elevation as applicable
(OCH), used in establishing compliance with the
appropriate obstacle clearance criteria.

A person, organisation or enterprise engaged in or

Operator offering to engage in an aircraft operation

Package The complete product the packaging operation

consisting of the packaging and its contents prepared for
transport.
Packaging Receptacles and any other components or materials
necessary for the receptacle to perform its containment
function and to ensure compliance with the packing
requirements.
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Pilot responsible for the operation and safety of an

aircraft during flight time.
Pilot-In-Command
The inspection carried out before flight to ensure that
Preflight Inspection the aeroplane is fit for the intended flight, it does not
include defect rectification.

Pressure-Altitude An atmospheric pressure expressed in terms of altitude

which corresponds to that pressure in the Standard
Atmosphere.

Proper Shipping Name The name to be used to describe a particular article or

substance in all shipping documents and notifications
and,where appropriate, on packagings.

Quality The totality of features and characteristics of a product

or service that bear on its ability to satisfy stated or
implied needs.

Quality Assurance All those planned and systematic actions necessary to

provide adequate confidence that a product or service will
satisfy given requirements for quality.

Quality Audit A systematic and independent examination to determine

whether quality activities and related results comply
with planned arrangements and whether these
arrangements are implemented effectively and are
suitable to achieve objectives.
Quality Control The operational techniques and activities that are used
to fulfill requirements for qualify.
Quality Inspection
An inspection is the act of observing a particular event
or action to ensure that correct procedures and
requirements are followed during the accomplishment
of that event.

Quality Management The management responsible for the overall function and
for implementing quality policy.

Quality Manager The manager responsible for the monitoring function and
for requesting remedial actions
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Quality Manual The document containing the relevant information

pertaining to the operator's quality system and quality
assurance programme.

Quality Plan A document setting out the specific practices, resources and
sequence of activities relevant to a particular product,
service, contract or project.

The overall quality intentions and direction of a company as

Quality Policy
regards quality, as formally expressed by the accountable
manager.
Quality System The organisational structure, responsibilities, procedures and
resources for implementing quality management.

Repetitive Flight Plan (RPL) A flight plan related to a series of frequently recurring,
regularly operated individual flights with identical basic
features, submitted by an operator for retention and
repetitive use by ATS units.

Reporting Point A specified geographical location in relation to which the

position of an aircraft can be reported.

Runway A defined rectangular area on a land aerodrome prepared for

the landing and take-off of aircraft.

The range over which the pilot of an aircraft on the centre

Runway Visual Range line of a runway can see the runway surface markings or the
lights delineating the runway or identifying its centre line,

Serious Injury An injury which is sustained by a person in an accident and

which
- Requires hospitalization for more than 48 hours,
commencing within seven days from the date the injury
was received or
- Results in a fracture of any bone (except simple fractures
of fingers, toes, or nose) or
- Involves lacerations which cause severe
hemorrhage, nerve, muscle or tendon damage; or
- Involves injury to any internal organ; or
- Involves second or third degree burns, or any burns
affecting more than 5% of the body surface; or
- Involves verified exposure to infectious substances or
injurious radiation.
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Information issued by a meteorological watch office

SIGMET information concerning the occurrence or expected occurrence of
specified en-route weather phenomena which may affect
the safety of aircraft operations.

Slush Water-saturated snow which with a heel-and-toe slap-

down motion against the ground will be displaced with a
splatter ; specific gravity 0.5 up to 0.8

Snow (on the ground) Snow which can be blown if loose or, if compacted by
hand, will fall apart upon release specific gravity up to
but not including 0.35
Wet snow: Snow which, if compacted by hand, will stick
together and tend to or form a snowball specific gravity
0.35 up to but not including 0.5.
Compacted snow: Snow which has been compressed into
a solid mass that resists further compression and will hold
together or break up into chunks if picked up specific
gravity 0.5 and over.

State of Origin The Authority in whose territory the passengers, cargo,

property and/ or dangerous goods were first loaded on an
aircraft.

The length of the take-off run available plus the length of

Take-off Distance Available the clearway available.
(TODA)
The take-off mass of the aeroplane shall be taken to be its
Take-off Mass mass, including everything and everyone carried at the
commencement of the take-off run.

Take-off Run Available (TORA) The length of runway which is declared available by the
appropriate Authority and suitable for the ground run of
an aeroplane taking off.

Movement of an aircraft on the surface of an aerodrome

Taxiing under its own power, excluding take-off and landing.
Taxiway A defined path on a land aerodrome established for the
taxiing of aircraft and intended to provide a link between
one part of the aerodrome and another.
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Technical Instructions The latest effective edition of the Technical Instructions

for the Safe Transport of Dangerous Goods by Air (Doc
9284-AN/005), including the Supplement and any
Addendum, approved and published by decision of the
Council of the International Civil Aviation Organization.

Threshold The beginning of that portion of the runway usable for

landing.

Track The projection on the earth's surface of the path of an

aircraft, the direction of which path at any point is
usually expressed in degrees from North (true, magnetic
or grid).
Transition Altitude The altitude at or below which the vertical position of an
aircraft is controlled by reference to altitudes.

Transition Level The lowest flight level available for use above the
transition altitude.

UN Number The four-digit number assigned by the United Nations

Committee of Experts on the Transport of Dangerous
Goods to identify a substance or a particular group of
substances.

Any type of aircraft container, aircraft pallet with a net,

Unit Load Device or aircraft pallet with a net over an igloo.

An overpack is not included in this definition. For a

container containing radioactive materials see the
definition for freight container.

Visibility The ability, as determined by atmospheric conditions and

expressed in units of distance, to see and identify
prominent unlighted objects by day and prominent
lighted objects by night.

An approach when either part or all of an instrument

Visual Approach approach procedure is not completed and the approach is
executed with visual reference to the terrain.
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Visual Meteorological Conditions Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling, equal to
or better than specified minima.

Way-Point A specified geographical location used to define an

area navigation route or the flight path of an aircraft
employing area navigation.

Wet Lease Is when the aeroplane is operated under the

AOC of the lessor.
Wet Runway A runway is considered wet when the runway surface
is covered with water, or equivalent, less than
specified in the definition of contaminated runway or
when there is sufficient moisture on the runway
surface to cause it to appear reflective, but without
significant areas of standing water.
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3,0 UNITS CONVERSION TABLE

METRIC -US US- METRIC

LENGTH 1 mm = 0.0394 in 1 in = 25.4 mm

lm = 3.281 ft 1 ft = 0.3048 m
1 m = 1 .094 yd 1 yd = 0.914m
1 km = 0.540 NM 1NM = 1.852 km
1 km = 0.6215 statute mile 1 statute mile = 1.609 km

SPEED lm/s=3.281ft/s=1.944kt 1 ft/s = 0.3048 m/s

1 km/h = 0.54 kt 1 kt = 1.852 km/h = 0.514 m/s

WEIGHT 1 g = 0.353 oz loz = 28.35 g

1 kg = 2.2046 Ib l l b = 0.4536 kg
1 ton = 2 204.6 Ib 1 Ib = 0.0004536 1

FORCE 1 N - 0.2248 Ib 1 lb = 4.448 N

1 daN = 2.248 Ib 1 lb = 0.4448 daN

PRESSURE 1 bar = 14.505 PSI 1 PSI = 6892 Pa = 0.0689 bar

lmbar=lhPa = 0.0145 PSI 1 PSI = 68.92 hPa - 68.92 mbar
1 mbar = 1 hPa = 0.02953 in Hg 1 in Hg = 33.864 hPa = 33.864 mbar

VOLUME 1 L = 0.2642 US Gallons I US Gallon = 3.7851

1 m3 = 264.2 US Gallons 1 US Gallon = 0.003785 m3
1 L=1.0567 US Quart 1 US Quart =0.946351

MOMENTUM 1 m.daN = 88.5 Ib.in 1 lb.in=0.0113m.daN

TEMPERATUR E ºc = 5/9(ºF-32) ºF = (ºC x 1.8) + 32

ºC -5/9 (ºF + 40) -40 ºF = 9/5 (ºC + 40) -40
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2.0 SYSTEM OF AMENDMENT AND REVISION

A revision service is provided for each manual. The Director of Operations is

responsible for the issuance of amendments and revisions to this Operations Manual.

Amendments to the Operations Manual are normally promulgated by means of normal

revisions issued whenever necessary to cover corrections and to add new data. They are
accompanied by filing instructions and an updated List of Effective Pages (LEP).

A normal Revision Record Sheet mentioning the issue date is provided in this Chapter.

A brief outline of the purpose and me nature of each change is included in the transmittal sheet
attached to each amendment

Any change in the text is indicated by an "R" or a vertical bar in front of the line.

Each holder to whom an Operations Manual is issued is responsible for the security and
safeguarding of that manual, for insertion of amendments and revisions and for maintaining
the manual in a current status.

After each normal or temporary revision is entered, a notation should be made on the
normal or temporary revision record sheet.

Handwritten amendments and revisions are not permitted except in situations requiring
immediate amendment or revisions in the interest of safety.

The header of each page contains the:

• Name of the manual: Flight Dispatch Manual

• Section title and Sub-section title
• Section number
• Page number (within section)
• Revision number.

Date of Issue: 01 May 2007

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Manual

2.1 NORMAL REVISIONS

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2.2 LIST OF EFFECTIVE PAGES

SECTION PAGES REV SECTION PAGES REV

Initial Initial
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TABLE OF CONTENTS

2 OPERATIONAL CONTROL………………………………………………………. 1

A. MOVEMENT CONTROL SUBSECTION………………………………….... 1

B. CREW CONTROL SUBSECTION………………………………………….. 2
C. FLIGHT DISPATCH SUBSECTION…………………………………………. 3
D. OPERATING PLANNING SUBSECTION…………………………………... 4
E. CREW PLANNING SUBSECTION………………………………………….. 4

3 OVERALL OUTLINE OF THE TRAINING PROGRAMME………………… 7

4 BASIC INDOCTRINATION 8
TRAINING………………………………………...

5 INITIAL TRAINING……………………………………………………………… 9

5.1.1 GENERAL SUBJECTS……………………………………………………. 8

5.1.2 TRAINING OF EACH MIDEX AIRLINES AIRCRAFT TYPE………….. 9

6 TRANSITION TRAINING…………………………………………………………. 10

7 REFRESHER/RECURRENT TRAINING…………………………………………. 10

8 DIFFERENCES TRAINING……………………………………………………...

9 COMPETENCY CHECK FOR FLIGHT DISPATCHER……………………... 11

10 FLIGHT DISPATCHER INSTRUCTOR…………………………………………... 11

11 DUTIES AND RESPONSIBILITIES OF FLIGHT DISPATCHER……………….. 11

13 LIGHT DISPATCH BY APPROVED AGENCIES……………………………... 12

14 GENERAL REQUIREMENTS…………………………………………………….. 13

ANNEXURE-A……………………………………………………………….. 14

A. INITIAL TRAINING…………………………………………………………. 14
B. TRANSITION AND /ORCONVERSION TRAINING………………………. 24
C. RECURRENT/REFRESHER TRAINING…………………………………… 25
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2. OPERATIONAL CONTROL

The Operations Control Section provides 24-hour operational control, supervision, flight
tracking, and communications facilities from Al Ain, UAE, to ensure that:

a) Where any subject, within the control of the Operations Control Section, is limited by the
UAE GCAA legislation, foreign government requirements or Company policy that systems
are available to ensure such limits / restrictions are not violated and that, where necessary,
documentary proof thereof is maintained.

b) The agreed commercial programme of flights is carried out to the best economic
advantage of the Company in regard to the production and implementation of the necessary
flight crew and line cabin establishments, rotations and rosters, consistent with current
legislation and flight safety considerations.

c) Any on-line modifications to the agreed commercial programme are integrated within
the aircraft rotations, including flight and cabin crew establishments, rotations and
rosters, without detriment to overall efficiency.

d) Such commercial programme, as amended, is least affected by any disruption factor

which may arise, with or without notice, and that wherever possible, the carriage of
revenue loads is achieved to destination with due promulgation of the necessary decisions.

The Operations Control Section comprises five (5) subsections:

A. Movement Control
B. Crew Control
C. Flight Dispatch
D. Operations Planning
E. Crew Planning

A. Movement Control Subsection

The function of the Movement Control Subsection is to act primarily as a focal

point whose responsibilities include:

1) Coordination of all aspects of Movement Control, liaising with Engineering,

Catering, Ramp Engineering, Ground Services, Handling Agents and Outstations in
order to process information concerning delays, etc from all sources and decide upon the
action to be taken to ensure die least effect on revenue loads.
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2) Recovering Midex Airlines schedules when disruptive situations occur by the. quickest and
most efficient means.

3) Applying known commercial principles to establish service priorities in particular situations.

4) Maximising utilisation of aircraft and crews.

5) Re-routing / diverting Midex Airlines flights.

6) Ensuring all affected Midex Airlines stations are kept advised of any disruptive Situation in
order to brief crew, handling agents etc.

7) Maintaining the Daily Movement Control Report recording arrivals and departures and
ensuring that an accurate and detailed log is maintained.

8) Making use of all communications facilities available in order to resolve disruptions to

services.

9) Ensuring that all necessary over flight and landing clearances are obtained for standard
schedules, extra schedules and charter flights.

10) Arranging transport as required for crew.

B. Crew Control Subsection

The function of the Crew Control Subsection is to implement roster plans published by the Crew
Planning Subsection and to control, on a day-to-day basis, all related crew matters. This
Subsection is responsible for:

1) Ensuring an adequate crew complement on all Company services.

2) Maintaining constant liaison with Movement Control to advise best crewing options
available in disruptive situations

3) Ensuring that amendments to crew rosters remain within the prescriptions of Chapter 7:
Flight Time Limitations.

4) Ensuring that illness amongst Flight Crew members is properly recorded and that appropriate
replacement action is taken.

5) Ensuring that flight crew members who qualify for Company Transport are collected from
their nominated addresses prior to duty and are returned after duty.

6) Providing day-to-day administration of all Civil Aviation Authority, UAE, aircrew licensing
matters.

7) Liaising with MFO with regard to discrepancies in crewing matters.

8) Notifying Al Ain [AAN] crew contacts (families, etc) of all off-schedule arrivals of crew
members at Base.
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C. Flight Dispatch Subsection

The function of the Flight Dispatch Subsection is to release and dispatch all Company aircraft,
including the production of required data and documents related to flight planning, aircraft
performance, and the route(s) to be flown.

The Flight Dispatch Subsection is responsible for:

1) Production, amendment, and issue of all flight documentation required for the safe and efficient
operation of Company aircraft.

2) Where applicable: maintenance, amendment, and insertion into aircraft computers of all FMS
Data Banks and maintaining historical records of all changes that have been made.

3) provision of computer flight plans and other computerised dispatch data ensuring
compliance with International procedures, relevant AIPs and NOTAMS.

4 )Maintenance of the Operations Library (comprising legal references, AIPs, etc)

5) Issue of all manuals and amendments to flight crew members and other holders.
6) Providing advice on all dispatch and related matters as may be required.

7) Fuel control including:

• Procurement (through the Finance Department)
• Defining uplift requirements at each station.
• Pricing information and its dissemination (through the Finance Department).
• Fuel conservation matters.
• Fuel carnets control, issue, and renewal.
8) Issue, renewal, and inclusion of documents to be carried on Company aircraft of current
Insurance certificates as may be required by legislation, the Company, or by various States
through which the Company operates.

9) Maintaining a continuous watch at the aircrew briefing counter.

10) Handing to, and receiving from, all flight crew Aircraft Flight Logs, Flight Plans, Voyage
Reports, Computer Plans, and all other documents required for the Flight Operation.

11) Ensuring that current meteorological and ATIS information is available for all departing flight
crews.

12) Filing ATC Flight Plans for including Repetitive Flight Plans (RPL) and those for extra flights,
charters and re routed aircraft.
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D. Operations Planning Subsection

The purpose of the Operations Planning Subsection is to make forward plans in order to meet the
commercial objectives of the Company. The responsibilities of the Operations Planning Subsection
include:

1) The provision and maintenance of budgets in order to secure strict control over
expenditure and manpower.

2) Manpower planning with particular reference to crew planning.

3) Liaison with aircraft simulator owners / operators on short and long-term programme
requirements.

E. Crew Planning Subsection

The function of the Crew Planning Subsection is to produce flight and cabin crew rosters within
prescribed limitations and in such a manner as to ensure a fair distribution of work amongst crew
members. The Crew Planning Subsection is responsible for:

1) Control of all type conversion training in close cooperation with the DO & T, CP.

2) Control of all continuation training, including completion before the necessary dates, as
prescribed in applicable and approved documentation and legislation.

3) Production of flight-crew pairings which maximise crew utilisation in satisfying the demands of the
commercial programme.

4) Liaison with relevant Departments for hotel accommodation, ground transportation,

deadheading, reservations and ticket issue based on standard flight crew pairings and ad-
hoc amendments.

5) Exercising strict control over crew allocation by:

* ensuring that training lost through disruption is replaced at the earliest opportunity and
• ensuring that day-to-day changes resulting from illness or other disruptive causes are
recovered.

6) Providing data in the form of predicted and achieved flight times for the construction and
amendment of schedules.

7) Maintaining a crew record system to ensure that all duty hours, flying times, rest
requirements and mandatory checks do not exceed limits prescribed in Chapter 7, Flight
Time Limitations.

8) Maintenance of a data bank capable of providing information on achieved performance in

Fuel Consumption, Flight and Block Times etc together with any other required
Departmental Statistics.
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 OPERATIONAL CONTROL

Flight Dispatch

AIRLINES
MIDEX
Manual
Weather NOTAMS Air Traffic Minimum
Control Equipment List Maintenance
Items

Computer System

Operational Control and Supervision Operational

A/C
Dispatcher
Performance
Interface AD’S

Computer DISPATCH
Flight Planning RELEASE
SYSTEM

Control
DISPATCHER DISPATCH PILOT - IN – Captain Crew
RELEASE COMMAND First Officer Scheduling
Flight Engineer

Load Master Load Manifest

A/C Fuelers Weight & Balance
Pilot & Inflight
Training

Flight Departure
Flight Following

01 May 2007
Initial Issue
Page 2 - 6
Flight En-route Manuals
Monitor Weather, Policy & Procedures
NOTAMS, ATC
Delays, Etc.

FLIGHT
ARRIVAL
DESTINATION CAR’S
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3. OVERALL OUTLINE OF THE TRAINING PROGRAMME:

3.1 The training programme for Flight Dispatchers shall comprise of-

(a) Basic indoctrination training

(b) Initial training.
(c) Transition training.
(d) Refresher/Recurrent training.
(e) Differences training.

3.2 Each training programme shall include practical demonstration as applicable.

3.3 Each training programme shall cover the differences between aircraft of the same type
operated by the airline/operator to ensure that the Flight Dispatchers are adequately trained to
perform their assigned duties on different aircraft being operated.

3.4 Upgrade training programme shall be conducted as required from time to time.

3.5 In addition to initial, transition, upgrade, recurrent and differences training, each training
programme must also provide specific training, instruction and practice as necessary to ensure
that each Flight Dispatcher -

(i) Remains adequately trained, current and proficient with respect to each aircraft and
type of operation;

(ii) Qualifies in new equipment, facilities, procedures and techniques including change in
operational procedures as applicable to Flight Dispatcher.
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4. BASIC INDOCTRINATION TRAINING :

The basic indoctrination training for newly appointed Flight Dispatchers shall include a
minimum of 7 days of instructions in at least the following areas -

(i) Duties and responsibilities of Flight Dispatchers.

(ii) Joint Dispatcher - Pilot responsibilities.
(iii) Appropriate portion of UAE Civil Aviation Requirements, Aircraft Rules and
AICs.
(iv) Contents of Midex Airlines certificate / permit and limitations, if any.
(v) Appropriate portion of Midex Airlines Manual.

5. INITIAL TRAINING:

5.1 The Initial training for Flight Dispatchers shall include instructions in at least
the following areas:

5.1.1 General Subjects:

(i) Use of communication systems and the appropriate normal and emergency
procedures.

(ii) Meteorology, including various types of meteorological information and forecasts,

interpretation of weather data (including forecasting of enroute and terminal
weather conditions), frontal systems, wind condition, and use of actual and
prognostic weather charts for various altitudes.

(iii) Prevailing weather phenomena and the available sources of weather information,
making an accurate and operationally acceptable weather analysis from a series of
daily weather maps and of weather condition prevailing in general neighborhoods
of a specific air route and to forecast weather trends pertinent to air transportation
with particular reference to designated terminals.

(iv) Use of Aeronautical Documentation such as AIP, NOT AM, aeronautical codes and
abbreviations.

(v) Navigational aids, publications, principles of air navigation with particular

reference to Instrument Flight Operations.

(vi) Characteristics of appropriate airports.

(vii) Air traffic control, instrument approach procedures relevant to the duties of a flight
dispatcher and determining optimal flight path.

(viii) Rules and regulations relevant to air transportation.

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(x) Techniques for maintaining a flight watch.

(xi) Procedures for communicating with aircraft and relevant ground stations.

(xii) Providing operating supervision and all other assistance to flight in adverse
conditions appropriate to the duties of the flight.

(xiii) Basic principles of computer based flight planning.

(xiv) Operational procedures for the carriage of freight and dangerous goods.

(xv) Procedure relating to unlawful interference and Sabotage / Hijacks of aircraft.

(xvi) Knowledge and skills in Human Performance of Flight Dispatcher.

5. 1 .2 Training for each MIDEX AIRLINES Aircraft Type:

(i) A general description of the aircraft emphasizing operating and performance
characteristics, navigation equipment, instrument approach and communication equipment,
emergency equipment and procedures, and other subjects having a bearing on flight
dispatcher's duties and responsibilities.

(ii) Flight operation procedures including procedures for avoiding severe weather
situations and for operating in or near thunderstorm (including best penetrating altitudes),
turbulent air (including clear air turbulence), icing, hail, and other potentially hazardous
meteorological conditions.

(iii) Weight and Balance computations.

(iv) Flight Dispatch requirements and procedures.

(v) ATC flight planning and operational flight planning including track selection, flight
time analysis, fuel consumption, endurance, choice of alternate airports, and

(vi) Emergency procedures.

5.2 Emergency procedures must be emphasized including alerting of proper governmental,

company and private agencies during emergencies to give maximum help to an aircraft
in distress.

5.3 The duration of initial training for flight dispatchers as specified in para 5. 1 shall not be
less than the following:
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(1) Group 1 Aircraft:

(i) Reciprocating engine powered - 3 weeks,

(ii) Turbo propeller engine powered - 4 weeks.

(2) Group II Aircraft (Jet engine powered) - 4 weeks. 6.

6. TRANSITION TRAINING:
6.1 A Flight Dispatcher performing regular duty on one type of aircraft cannot perform
duties on any other type of aircraft until he / she has successfully undergone an
approved course of transition training.

6.2 The transition training shall include instructions on given subjects in para 5.1.2. The
duration of this training shall not be less than 2 weeks.

7. REFRESHER / RECURRENT TRAINING: (Emirates Aviation College)

7.1 Recurrent training must ensure that each Flight Dispatcher is adequately trained and
currently proficient with respect to the specific aircraft (including differences
training if applicable).

7.2 Each flight dispatcher shall undergo refresher training at least once every years. The
course shall mainly consist of emergency and safety aspects, familiarization with
UAE OCA A circulars, NOTAMS, AICs, CARs and review of accidents/incidents
during the last two years.

7.3 The flight dispatcher instructor under whom the Flight Dispatcher has undergone
refresher training shall issue a certificate of successful completion of training.

8. DIFFERENCES TRAINING:

8.1 The duration of differences training shall depend upon degree of differences between
the different variants of aircraft of the same type used by MIDEX AIRLINES.

8.2 Differences training for all variations of a particular type of aircraft may be included
in initial, transition, and recurrent training for the aircraft.
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9. COMPETENCY CHECK FOR FLIGHT DISPATCHERS:

To demonstrate his competency, a Flight Dispatcher should undergo tests /

examinations with approved UAE GCAA Flight Dispatcher Examiner.

9.1 Recency Check:

9.2 Flight Dispatchers not performing duties continuously for 6 months or more shall
undergo recency check with the Flight Dispatcher Instructor on the type before
being rostered for flight dispatch duties.

9.3 Flight Dispatcher not performing duties continuously for 12 months or more shall
undergo an extended refresher training course with the operator as stipulated in
para 5.1.2. The operator shall also assess his knowledge and skills on human
performance before permitting him to perform the duties of Flight Dispatcher.
A certificate on compliance of above shall be submitted to the GCAA by the
operator.

10. Flight Dispatcher Instructor:

The instructor detailed to impart training to the Flight Dispatcher must possess
sufficient aviation experience in the field and knowledge of Air Safety Circulars,
AICs, CAR, Aircraft Rules, accepted by UAE GCAA.

11. DUTIES AND RESPONSIBILITIES OF FLIGHT DISPATCHER

The Flight Operations Officer / Flight Dispatchers) on duty shall, one hour before
the scheduled departure of a flight:

i) Collect the latest meteorological data from the concerned agencies and
thoroughly analyse the possible effects of the weather on the route to be
flown in the light of meteorological reports and forecasts for the destination
and alternate aerodromes; recent weather reports and forecasts for the route
and areas adjacent to it; and current weather maps.

ii) Collect the latest available data on standard instrument departures, en-route
facilities, noise abatement operational procedures, navigation aids,
aerodrome facilities, ATC and communication procedures, NOT AM,
runway conditions, search and rescue facilities and other information and
regulations likely to affect the flight and brief the flight crew as required.

iii) Prepare an operational flight plan consistent with standard instrument

departures, noise abatement operational procedures, ATC regulations and
the regulations of all the States to be overflown for the consideration of the
Pilot-in-Command.
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iv) If empowered to do so by the operator, to delay or cancel the flight or otherwise decide
on a possible route or alternative routes which may be flown safely and in accordance
with company procedures and standards, taking into account likely weather conditions
at the destination and alternate aerodromes; en-route weather; and the maximum fuel
load possible.

v) Provide the meteorological briefing to the flight crew.

vi) Brief the crew on the route analysis and the operational flight plan bringing to their
notice the factors that have influenced the choice of route.

vii) Furnish the Pilot-in-Command with all latest available information on the route to be
flown.

viii) Obtain the Pilot-in-Command's signed concurrence with the operational flight plan.

ix) Prepare and file the ATC flight plan.

x) Any other functions deemed necessary for the safe operation of the flight.

xi) Other duties enlisted in die Company's Operation Manual.

A Flight Dispatcher shall avoid taking any action that would conflict with
the procedures established by:

a) Air Traffic Control.

b) The Meteorological Service or

c) The Communications Service.

13. FLIGHT DISPATCH BY APPROVED AGENCIES

13.1 Midex Airlines may engage the services of approved agencies/organizations / airlines
outside or inside UAE provided such agencies / organizations / airlines have the
approval from UAE Civil Aviation Authority. The Flight Dispatchers engaged by those
agencies shall meet the qualification and experience requirements as contained in ICAO
Annex 1. The Director of Operations of Midex Airlines shall ensure that the services
provided by these agencies are fully satisfactory for Midex Airlines operations.
13.2 GCCA may inspect such flight dispatch facility to confirm that they have and continue
to maintain the operational capability and manpower to provide Flight Dispatch
Services.
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Initial Issue

14. GENERAL REQUIREMENTS:

14.1 No person may serve as a flight dispatcher unless that person has been approved by the
GCAA to act as Flight Dispatcher for the type of aircraft being operated.

14.2 MIDEX AIRLINES should ensure that all flight dispatchers undergo periodic refresher
and other training courses as stipulated in the UAE CARs.

14.3 GCAA may monitor the training programme and the performance of the Flight
Dispatchers from time to time.

14.4 The detailed syllabus for Flight Dispatchers' Course given at Annexure 'A' to the
CAR should be followed for training of Flight Dispatchers.

14.5 Notwithstanding the above, GCCA may specify any additional requirements or waive off any
requirement if considered necessary.
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Flight Dispatch
Manual
Page 2- 14
Initial Issue

ANNEXURE- A

SYLLABUS FOR FLIGHT DISPATCHERS COURSE

LEVEL OF KNOWLEDGE

A. INITIAL TRAINING

1. NAVIGATION GENERAL
1.1 Shape of the Earth
Axis and Poles 3
Small circle, Great circle and Rhumb line
Equator and Parallels of Latitudes Prime
Meridian and Meridians
Position in terms of Latitude and Longitude
Position in terms of bearing and distance
Motions of the Earth and their effects

1.2 Measurement of Direction 3

Variation and Deviation True,
Magnetic and Compass direction
Conversion from one to other

1.3 Measurement of Distance 3

Nautical Mile, Statute Mile and Kilometer
Conversion from one to other

1.4 Measurement of Speed 3

Indicated Air Speed, Calibrated Air Speed,
Equivalent Air Speed, True Air Speed Mach
Number Conversion from one to other

1.5 Triangle of Velocities 3

Heading and True Air Speed
Track and Ground Speed
Wind direction and speed
Drift and track error

1.6 Measurement of Time

3
Local, Zone and Standard Time
Universal Coordinated Time (UTC)
Relationship between Time and Longitude
International Date Line
Conversion from one to other
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1.7 Sun Rise, Sun Set and Twilight calculations 2

1.8 Projections
Ideal Requirements 2
Relief
Scale, Scale error
Appearance, Properties, Uses and Limitations of
Mercators, Lamberts and Polar Stereographic
projections

2. FLIGHT PLANNING
4
2.1 Circular Slide Rules
Conversions :
Nautical Mile/Statute Mile/Kilometer
Calibrated Air Speed/True Air Speed/Mach Number
Pressure Altitude/Density Altitude
Feet/Meter
Gallons/Liters, Lbs/Kgs
Computations :
Time/Distance/Speed/Fuel Consumption
Solution of Triangle of Velocities

2.2 Object and Methods of flight planning Detailed format of a 3

flight plan

2.3 Flight Planning exercises using 4

Performance Data, Tables, Range Tables & Graphs

2.4 Concept and calculations of'Critical Point' and "Point of No 4

Return'

2.5 Route Flight Planning Requirements Step Climb 4

Speed constraints Minimum Time Track/Path Fixed
Time flight plans

2.6 Computerised Flight Planning Advantages and Procedures Forward 3

and Backward Pass Flight Planning
 MIDEX 01 May 2007
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Manual Initial Issue

3. RADIO AIDS AND INSTRUMENTS

3.1 Properties of Electromagnetic Waves 2

Frequency and Wave length
Frequency Spectrum
Types of Radio Transmission
Ionosphere and its effect on propagation of Radio Waves

3.2 General Principles, use and limitations of: 2

Automatic Direction Finding (ADF) VHF
Omnidirectional Range (VOR) Distance-
Measuring equipment (DME) Global
Positioning System (GPS) Instrument
Landing System (ILS) Radio Altimeter
3.3 Principles of Operation of Radar 2
Use and Limitations of:
Weather Radar
Airport surveillance Radar (ASR)
Precision - Approach Radar (PAR)

3.4 General Principles, use and limitations of: Inertial 2

Navigation System (INS) Flight Management
System (FMS) Transponders Traffic Collision
Avoidance System (TCAS)

3.5 General principles, use and errors of: 2

Pressure Altimeter Vertical Speed
Indicator (VSI) Air Speed Indicator
(ASI) Machmeter QFE, QNH, QNE

3.6 Properties and application of

Gyroscope in Flight Instruments 2

3.7 Basic Principles and error of

2
Direct and Remote Indicating Compass
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4.1 Atmosphere 3

4.1.1 Description of Atmosphere, Troposphere, Tropopause and 4

Stratosphere
4
4.1.2 Weather elements, Pressure, Temperature, Humidity,
Visibility, Wind and Clouds , isobars, isotherms,
isotachs,contours.

4.1.3 International Standard Atmosphere Standard 4

Pressure Levels

4.1.4 Causes of Weather phenomena Lapse Rate 3

Environmental Lapse Rate (ELR) Dry Adiabatic Lapse Rate
(DALR) Saturated Adiabatic Lapse Rate (SALR) Stability
and Instability Criteria

4.2 Weather 3

4.2.1 Pressure Systems: 3

Low, High, Trough, Ridge Variation of
Pressure

4.2.2 Surface Winds 3

Pressure gradients
Coriolis force
Geostraphic & Cyclostrophic Winds
Gradient Winds
Thermal Winds
Buys Ballots Law
Land and Sea Breezes
Katabatic/Anabatic Wind
Fohn wind
Gust, squall and gale
Mountain waves
Convergence, Divergence & Subsidence

4.2.3 Clouds: 3
Types by appearance and level
Process of formation
TCU and CB development and hazard

4.2.4 Precipitation - drizzle, rain, snow and hail 3

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4.2.5 Obscurity 3
Mist, Fog, Smog and Haze
Types of Fog
Favourable conditions and impact of Radiation,
Advection and Frontal Fog

4.2.6 Turbulence: 2
Types & occurrence, Clear Air Turbulence (CAT)
Recognition and Avoidance Wind Shear, Micro-Burst

4.2.7 Jet Streams :

Types, occurrence and seasonal variations Impact on 3
route planning

4.3 Synoptic Meteorology 3

4.3.1 Air Mass and its types, sources and movements of each
Frontal system, types, occurrence, movements, and associated 2
weather

4.3.2 Inter Tropical Convergence Zone Occurrence, associated 2

weather and seasonal variations

4.3.3 Western Disturbance

Occurrence, movements and associated weather 3

4.3.4 Tropical revolving storms, cyclones, Typhoons Origin

development and tracks 3

Associated weather hazards

4
4.4 Climatology

4.4.1 World climatology, climatological zone 3

Route climatology of major air routes of the world

4.4.2 Indian Climatology 4

Monsoon, Various seasons, months associated weather
conditions
Upper air wind, temperature of each seasons Air Route
climatology of major routes over Indian and
neighbouring countries.
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4.5 Meteorological Services 2

4.5.1 Met organizations and their functions 2

India Meteorological Department (IMD)
World Meteorological Organization (WMO)
Aeronautical Met Services
Legal aspects of Aviation Met. Services
Exchange of Met Data

4.5.2 Met Observations 2

Surface weather observations
Upper air observations, Balloon and radio sonde
Weather Radar
Meteorological Satellite and Satellite cloud imageries
Synoptic charts, legends, symbology in use
Analysis and interpretation

4.5.3 Format, abbreviations and interpretation of each 4

METAR, SPECI, SPECIAL REPORT, SIGMET
VOLMET, AIREP

4.5.4 Forecasting Product, Format abbreviations and 4

interpretation of Terminal Area Forecast (TAP)
Route Forecast (ROFOR) and Met Folder
Forecast upper wind and temperature for
Aviation (WINTEM)
Short, Medium and Long range forecast

5. GENERAL PERFORMANCE

5.1 Theory of Flight and General Performance 2

5.1.1 Elementary Principles of aerodynamics 2

Angle of incidence and Angle of Attack
Center of gravity and Center of Pressure
Lift/Drag ratio

5.1.2 Basic parts of an airplane and their 2

contribution
Flaps and Slats
Spoilers and Speed brakes
Aileron, elevators and rudder
Trim Tabs
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5.1.3 Power Plants 2

Turbo-prop - Basic elements Shaft Horse Power
(SHP) Water Methanol

5.1.4 Power plants 3

Jet engines
Basic elements and concept of RAM Jets, Turbo
jets
Fan jets
Efficiency and limitations of jet engines
Thrust measurements

5.1.5 Understanding of mandatory, recommendatory and 2

operational performance requirements.

5.1.6 Gross and Net Performance 2

5.1.7 Definitions: 3
Take-off Run - Available/Required Take-off Distance -
Available/Required Acceleration Stop distance - Available/Required
Landing Distance - Available/Required Balanced Field Length Effect
of Slope and Wind

5.1.8 Definition and understanding of speeds: Vmca, Vmcg

V1,VR, V2, V3, green dot, Vref, VAPP 4

5.1.9 Take Off flight Path segments 3

5.1.10 Take-off and landing Weight Limits : Structural, Field, 4

Climb, brake energy, Tyre Speed and Obstacle Limits

5.1.11 Aircraft Weight Terminology : 4

Tare, Basic. OWE, ZFW, Max ZFW, BRW, Payload

5.1.12 Concept of optimum altitude Max range 3

'G'Limit altitude Wing altitude Trade Max
endurance speeds Step climbs Cost Index
cruise speeds
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6. SPECIFIC AIRCRAFT PERFORMANCE :

6.1 Dimensions and Configuration 4

6.2 Certified Wt. Limitations 4

6.3 General understanding of aircraft systems 1

6.4 Navigation and emergency equipment 2

6.5 Flight Planning 4

Climb, Cruise and descent speed schedules and
data
Fuel Requirements
Payload calculations

6.6 Take-off Performance 4

Normal and Special operations

6.7 Enroute Performance

One Engine Inoperative data to restrict Max Take 4
off weight due to obstacle enroute

6.8 Landing Performance:

4
LDR in Dry and Wet runway conditions
Contaminated runways Anti-skid in-operative
operations Calculations of Max Landing
Weight

6.9 Practical use of performance graphs, 4

Tables and manuals

6.10 Minimum Equipment List 3

Configuration Deviation List and DDPG
implications for dispatch
Dispatch Deviation and procedure Guide
4
6.11 Extended range operations (ETOPS)
requirements and performance considerations

7. REGULATIONS
5
7.1 Duties & responsibilities of Flight Dispatchers
4
7.2 A.I.P.
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Manual Initial Issue

7.3 Indian Aircraft Rules ,study and application 3

relevant to dispatch

7.4 Civil Aviation Requirements (CAR) 3

Study of applicable regulations with
emphasis on safety, fuel and oil requirements

7.5 Responsibility and authority of Pilot-in- 3

Command (PIC)

7.6 Regulations and procedures in event of 4

accident / incident

7.7 Air Traffic Control 3

Terminology and procedures, general rules of
the air, IFR, VFR requirements, airspace
classification, separation standards

7.8 ICAO Flight Plan 4

Contents, filing, validity

7.9 NOTAMS 4
Distribution, classes, compilation and
maintenance

7.10 Crew 3
Licence Requirements, Competency Regulations,
Flight and Duty Time regulations, Rostering.

8. AERONAUTICAL INFORMATION/ROUTE MANUAL

8.1 Detailed study of 4

Enroute Charts, Terminal Charts, SID, STARS,
Airport Directory, LCN/PCN tables, chart NOTAMS

8.2 Organisation of manuals 4

Sections, page numbering, tailoring

8.3 Revision Procedures 4

Checklist

9. AERODROME OPERATING MINIMA

9.1 Elements, Units and Interpretation 4

9.2 Take off Minima, Landing Minima, ETOPS Minima 4

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Manual Initial Issue

9.3 Un-serviceability of Ground facilities and its effect on Wx. 4

Minima.

10. CREW BRIEFING TECHNIQUES

4
10.1 Pre flight documentation

10.2 Counter dispatch

Preparation, presentation, sequence, emphasis on 4
special items, use of NOTAM Bulletins, weather
bulletins. Selection of alternate Airport due
Forecast weather and Minima Requirements.

10.3 Through Dispatch

Preparation, dropping flight plans, sending 4
flight plan release message

10.4 Remote Dispatch 4

Preparation, dropping flight plans, sending
flight release message.

11. ADVISORY INFORMATION TO AIRCRAFT IN FLIGHT

11.1 Changes in the availability of Airport 3

facilities, Approach Aids and weather etc.

11.2 Supplementary information from MEL 3

regarding System malfunction/failures

11.3 Company policy on Flight Watch, use of light 4

status system for monitoring flights,
movement messages
11.4 Accident / Incident reporting procedures 4

12. COMMUNICATIONS

12.1 Ground to Ground 3

AFTN, SITA, ARINC Systems, Priority codes,
Formats, Limitations
3
12.2 In-House Communication System

12.3 Ground-Air-Ground
Use of VHP, HF in ATC and 3
Company Communication, Limitations
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Manual Initial Issue

12.4 Future Systems 2

SATCOM, AIRCOM, ACARS, ADS

13. CREW ADMINISTRATION

13.1 Company requirements for minimum complement of crew 3

13.2 Company rules for crew FDTL and crew rest 3

13.3 Crew Scheduling considerations 3

14. HANDS ON TRAINING

4
14.1 Demonstration of Flight Dispatch activities in real
time

14.2 Test

14.3 Review

15. HUMAN PERFORMANCE TRAINING CURRICULUM

15.1 Introduction to Human Factors in Aviation and the Human 3

Element (Aviation Physiology)

15.2 Interpersonal Relations 3

Factors influencing verbal and non-verbal
communication between & with,
- Flight Crew
- Maintenance Personnel
- Company Management/Flight Operations Control
- Air Traffic Services

R TRANSITION AND / OR CONVERSION TRAINING

1. for each additional type of aircraft,

4
The syllabus mentioned in paras 6.1 to 6.2 Shall be
applicable
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Manual Initial Issue

C. RECURRENT / REFRESHER TRAINING

1. Workshop on communications systems, MET 4

& NOT AM access procedures, Jeppesen Manuals,
Computerised Flight Planning

2. Review of accident/incident reporting procedures weather 3

minima interpretation

3. Exercises on take off performance, one for each type / version 4

of aircraft

4. Exercises in flight planning, using simplified Graphs, FCOM

tables, range tables 3
5. Test

5. Review of test

Note: Level of Knowledge

1 - Elementary Knowledge

2 - Basic Knowledge

3 - Adequate Knowledge

4 - Substantial Knowledge

5 - Comprehensive Knowledge
 MIDEX 01 May 2007
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Manual Initial Issue

TABLE OF CONTENTS

3.1 QUALITY POLICY......................................................................,........................... 2

3.2 QUALITY ASSURANCE SYSTEM ........................................................................ 3

3.3 QUALITY MANAGERS ......................................................................................... 4

3.4 QUALITY CONTROL SYSTEM............................................................................ 5

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Manual Initial Issue

3.1 QUALITY POLICY

Midex Airlines is committed to the goal of conducting its Operations to the highest level of safety
and quality in order to assure the welfare of its passengers and personnel. In addition Midex
Airlines is committed to providing the best possible and consistent service to meet the needs and
expectations of its customers, and to satisfy the aspirations of its employees.

These aims can only be achieved by fully understanding our customer's needs and forming
partnerships with our contracted suppliers to enable them to assist us in achieving those needs. We
will rely on highly skilled, well qualified, appropriately trained and adequately motivated
employees, who will be the backbone of our organization and on whom our success will be
predicated.

Every employee exerts a direct or indirect influence on the safety and quality of the service
provided to our customers. Therefore, it is essential that each employee is committed to achieving
the objectives of the Quality System and to ensure that, at all times, Midex Airlines operations
remain in compliance with ail regulatory and company requirements while striving for continuous
improvement in every area of endeavour.

Midex Airlines commitment to quality is to achieve the highest degree of safety, efficiency,
compliance with regulatory requirements, and enhancement of services through a continuous
product improvement process.
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3.1 QUALITY ASSURANCE SYSTEM

Purpose
The purpose of the Quality System is to ensure compliance with UAE GCAA regulations, the
Operations Manual and any other standards specified by Midex Airlines or the Authority, to
ensure safe operations and airworthy aircraft.

Structure
The Midex Airlines Quality System functions as one Quality Management Unit under the
authority of the Accountable Manager (CEO). The Quality manager is responsible for quality
assurance within the Operations Division and the Technical Division.

Feedback
Quality Assurance activities include a feedback system to the Accountable Manager to ensure
that corrective actions are both identified and promptly addressed. The feedback system
specifies those responsible for the rectification of discrepancies and non-compliance in each
particular case and the procedure to be followed if corrective action is not completed within
an appropriate timescale. Please refer to Midex Airlines organisation structure.
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Manual Initial Issue

3.2 QUALITY MANAGERS

General

The function of the Quality Manager is to monitor compliance with, and the adequacy of,
procedures required to ensure safe operational practices and airworthy aircraft. As specified by the
UAE GCAA, this function may be carried out by more than one person by means of different, but
complementary, Quality Assurance Programmes.

The primary role of the Quality Manager is to verify, by monitoring activity in the fields of
flight operations, maintenance, crew training and ground operations, that the standards
required by the Authority, and any additional requirements defined by the operator, are being
carried out under the supervision of the relevant Nominated Post Holder.

The Quality Managers are responsible for ensuring that the Quality Assurance Programs are
properly established, implemented and maintained.

The Quality Managers shall:

a) Have direct access to the Accountable Manager.

b) Not be one of the nominated post holders.
c) Have access to all parts Midex Airlines and its sub-contractors organisations.

Safety and Quality Assurance Officer (SQQA)

The Safety and Quality Assurance Officer (SOQA) reports to MSQA, and is responsible for
oversight of flight and ground operations activities under the purview of the Post Holders.
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3.3 QUALITY CONTROL SYSTEM

Description

The Midex Airlines Quality System is a management model which is based upon, but not fully
compliant with, the generic quality management model specified in ISO 9001:2000. The quality
management model is in wide use in businesses the world over.

Quality is defined by ISO as "the totality of features and characteristics of a product or service that
bear on its ability to satisfy stated or implied needs". Since the purpose of the Midex Airlines
Quality System is to ensure compliance with regulations and standards, the "ability to satisfy stated
or implied needs" may be interpreted as the "ability to satisfy regulatory and company
requirements".

Quality objectives are achieved through the following sequence of actions:

1. Planning and defining all processes that make up the work activity.
2. Documenting each of these processes into procedures that need to be followed during their
execution.
3. Exercising quality control on the activities completed, i.e. checking that the work has been
accomplished in accordance with the procedure laid down.
4. Based upon the check, acting to correct any deficiencies that may have been detected
5. Adjust the procedures, if needed, to prevent recurrence of deficiencies.

This process is known as the quality cycle. Refer to figure 1.

All Managers are responsible for Quality Objectives within their departments, and for the issue, amendment
and documenting of all departmental procedures, They are also expected to continuously monitor and self-
audit their activities and procedures to ensure that these are effective, up to date and in compliance with the
regulatory and company requirements. Furthermore, the Managers are expected to encourage open
communication with all departmental personnel, recognise and reward excellence and foster a team spirit both
within and across departments.
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Manual Initial Issue

Scope

As a minimum, the Quality System addresses the following:

a) The provisions of UAE GCAA regulations.

b) The operator's additional standards and operating procedures.
c) The operator's Quality Policy.
d) The operator's organisational structure.
e) Responsibility for the development, establishment and management of the Quality System.
f) Documentation, including manuals, reports and records.
g) Quality Procedures.
h) Quality Assurance Programme.
i) The required financial, material, and human resources; and
j) Training requirements.

Documentation

Quality System documentation contains the specifications and procedures that define quality
requirements. Internally, quality documentation includes:

a) Operations Manual

The Operations Manual is published in accordance with the requirements of, and approved
by, UAE GCAA

b) Operations Procedures Manual

The Operations Procedures Manual contains low-level quality procedures that are not
appropriate for inclusion in the Operations Manual. The respective Manager is responsible
for the content of quality procedures under his/her area of accountability. It may be stored
electronically and does not require to be in Hard Copy format.

c) All documents incorporated by reference in the Operations Manual or the Operations

Procedures Manual form part of the Quality System Documentation.
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INTENTIONALLY LEFT BLANK

 MIDEX Preflight Procedure 01 May 2007
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Manual

4.0 INTRODUCTION...................................................................................1
4.1 FLIGHT DISPATCHER QUALIFICATION.............................................2
4.2 FLIGHT CONTROL CENTER (SECTION 2)...........................................4
4.3 FLIGHT DISPATCHER REPORTING FORDUTY..................................4
4.4 FLIGHT SCHEDULES..............................................................................5
4.5 LOGBOOK.................................................................................................5
4.6 COMMUNICATION RECORD................................................................5
4.7 FLIGHT SUMMARY................................................................................5
4.8 FLIGHT FOLLOWING BOARD…………………………………….….5
4.9 COMMUNICATIONS FACILITIES.........................................................6
4.10 ENROUTE NAVIGATION FACILITIES.................................................6
4.11 AIRPORT CERTIFICATION....................................................................6.
4.12 SPECIAL AIRPORTS.......................................-........................................7
4.13 AREAS OR ROUTES REQUIRING SPECIAL NAVIGATION
QULAFICATION…………..........................................................7
4.14 EQUIRED DOCUMENTS.........................................................................7
4.15 ROUTE CERTIFICATION........................................................................9
4.16 EMERGENCY AUTHORITY................................................................... 9
4.17 RESPONSIBILITY FOR OPERATIONAL CONTROL.........................10
4.18 FLIGHT RELEASE AUTHORITY..........................................................10
4.19 FLIGHT RELEASE FORM.......................................................................11
4.20 ORIGINAL FLIGHT RELEASE, RE-RELEASE OR AMENDMENT OF
FLIGHT RELEASE.......................................................................11
4.21 AIRWORTHINESS RELEASE REQUIRED............................................12
4.22 VALID AIRWORTHINESS RELEASE…………………………….............12
4.23 EFFECTIVE VALIDITY PERIOD...........................................................12
4.24 FLIGHT RELEASE FROM INTERMEDIATE STOPS...........................12
4.25 WEATHER REPORTING FACILITIES................................................. .13
4.26 FAMILIARITY WITH WEATHER CONDITIONS..........................................13
4.27 FAMILIARITY WITH FACILITIES AND SERVICE................................................... 13
4.28 FLIGHT RELEASE OVER WATER........................................................................…...13
4.29 DISPATCH WEATHER FOR INTERMEDIATE, DESTINATION AND
ALTERNATE AIRPORT...............................................................14
4.30 OPERATION IN ICING CONDITION……………………………………..14
4.31 APPLICABILITY OF REPORTED WEATHER MINIMUM…………………...15
4.32 COMPARABLE VALUES OF RVR AND GROUND VISIBILITY……......15
4.33 BASIC CONCEPT OF CEILING………………………………………...16
4.24 IFRTAKEOFFMINIMUMS-ALL AIRPORTS………………………......16
4.25 IFR TAKEOFF AND LANDING WEATHER MINIMUMS - ALL
CERTIFCATE……………………………………………………………… .....16
4.26 IFR TAKEOFF, APPROACH OR LANDING AT FOREIGN AIRPORTS... 16
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4.27 RULES APPLICABLE TO OPERATION IN FOREIGN COUNTRY............17

4.28 ALTERNATE AIRPORT FOR DEPARTURE..........................................17
4.29 ALTERNATE AIRPORT FORDESTINATION........................................17
4.30 ALTERNATE WEATHER MINIMUM.....................................................17
4.31 TURBOJET AIRPLANE TAKEOFF OPERATIONS IN TAILWIND
CONDITIONS................................................................................18
4.32 LOAD PLANNING AND WEIGHT AND BALANCE............................18
4.33 DEPARTURE FROM STATIONS OTHER THAN MAIN BASE.................18
4.34 FLIGHT PALNS-GENERAL.....................................................................18
4.35 COMPUTERIZED FLIGHT PLANS.........................................................18
4.36 INTERNATIONAL PLANNED RE-RELEASE........................................19
4.37 FLIGHT EXPLANATION AND SAMPLE................................................20
4.38 FACTORS FOR COMPUTING FUEL REQUIRED..................................26
4.39 MINIMUM FUEL REQUIREMENTS - DOMESTIC FLIGHT....................26
4.40 MINIMUM FUEL REQUIREMENT - INTERNATIONAL FLIGHTS...........26
4.41 MINIMUM FUEL REQUIREMENTS - INTERNATIONAL FLIGHTS
-NO AVAILABLE ALTERNATES................................................26
4.42 TAXIFUEL.................................................................................................-28
4.43 MINIMUM EQUIPMENT LIST...................................................-.............28
4.44 MELINTERPRETATION............................................................................28
4.45 FLIGHT CREW USE OF MEL....................................................................28
4.46 ENROUTE LIMITATIONS - ONE ENGINE INOPERATIVE......................29
4.47 LANDING LIMITATIONS-DESTINATION AIRPORTS..........................29

4.1 EN-ROUTE PROCEDURE......................................................................30

4.1.1 FLIGHT WATCH..,.....................................................................................30
4.1.2 DEVIATION FROM FLIGHT PLAN..................................... ...................30
4.1.3 INFORMATION OF THE PILOT-IN-COMMAND..................................30
4.1.4. AIRCRAFT DEPARTURE MESSAGES...................................................31
4.1.5 CONTINUING FLIGHT IN UNSAFE CONDITIONS.................................31
4.1.6 RESTRICTION OR SUSPENSION OF OPERATION...............................32
4.1.7 PROCEDURES FOR RESTRICTION OR SUSPENSION OF
OPERATIONS.................................................................................32

4.1 ARRIVAL PROCEDURE...................................................................................33

4.2.1 COMPANY ARRIVAL POLICY..............................................................-.33
4.2.2 DISPOSITION OF REQUIRED DOCUMENTS........................................33
4.2.3 AIRCARFT ARRIVAL MESSAGE............................................................33
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Initial Issue

4.0 INTRODUCTION
The Company Flight Control Center, located in Al Ain, UAE is designated as the Main Center for
control and monitoring of all flights operated by the Company.
The center is staffed on a twenty-four (24) hours (if reqrd) basis by a fully qualified Flight Dispatcher.
The Company Flight Dispatchers maintain the highest standards of proficiency to ensure the release of
each flight is accomplished with strict compliance to UAE CARs, Operations Specifications and the
Company's Flight Dispatch Manual. Every consideration will be directed to the safe and efficient
conduct of all flights. If no flights are scheduled, the Flight Control Center may be closed until flights
resume.
The Director of Flight Operations will be responsible for the conduct and performance of all
Flight Dispatcher.
Every effort will be made to operate all flights on time and as scheduled. When marginal weather is a
factor in the operation of a flight, it will be the policy of the Company to make every effort to operate
the flight to the scheduled destination. When weather is below landing minimums at time of arrival, it
will be the policy of the Company to hold at the intended destination prior to diverting to the assigned
alternate. Prior to departure, every effort will be made by the Flight Dispatcher to brief the Pilot-in-
Command on the latest weather information at the departure, destination and alternate airports, as well
as the weather conditions enroute.
Updated weather information and/or selection of new alternates will be transmitted to flights by the
most expeditious means, including the use of a phone patch. The selection of new alternates will be
based on Company preference, taking into consideration airports, fueling facilities, customs
availability (if required) and facilities to reposition crews. The Pilot-in- Command will contact the
Flight Control Center as soon as possible if a diversion is necessary.
The Pilot-in-Command and the Flight Dispatcher will verify that all required trip documents are
completed, and properly signed by them.
When Company flights are planned or scheduled into an international area of operations, it will be the
assigned functions of the Flight Control Center to obtain all of the necessary travel requirements, i.e.,
overfly rights, landing rights, customs, fuel allocations, public health and/or other foreign
governmental requirements.
The Company shall use only airports that are properly equipped and adequate for the proposed
operations, taking into consideration such items as runway length and width, surface, obstructions,
facilities, public protection, lighting, navigational and communication aids and ATC facilities. To
ensure this policy, Flight Control personnel, before releasing a flight, shall utilize the information
contained in the following publications:
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1. Aeronautical Information Manual

2. Notices to Airmen (Domestic/International)
3. Jeppesen Airways Manuals
4. Midex Airlines Special Airport Qualification Manual
5. Runway Analysis Manual
6. Domestic and International NOT AM Services
If after consulting the above information, doubt still exists about the suitability of a particular
airport, the domestic or international controlling authority for that airport shall be contacted to
obtain the correct required information.
4.1 FLIGHT DISPATCHER QUALIFICATIONS
The Company shall not use a Flight Dispatcher as such, unless the Company has determined that he is:
Holding UAE flight dispatcher license

Familiar with all Company and UAE CARs operating procedures.

4.2 FLIGHT CONTROL CENTER (SECTION 2)

4.3 FLIGHT DISPATCHER REPORTING FOR DUTY

The Flight Dispatcher shall become thoroughly familiar with the actual and forecasted weather
conditions enroute and at involved airports, check NOTAMS, check aircraft maintenance and MEL
status check runway analysis and verify the setup sheet for instructions before accepting a shift of
responsibility. This information will be assembled by the Flight Dispatcher going off duty so that it is
readily available to the Flight dispatcher going on shift (time permitting). The Flight Dispatcher will
not accept the operational briefing for the shift of responsibility until the above instructions have been
accomplished
An operational briefing will be given by the Flight Dispatcher going off shift to the Flight Dispatcher
going on shift. The form of the briefing may vary but at a minimum the following items should be
covered:
1. The status of each flight that has been released.
2. Flights that are scheduled to be released.
3. Any unusual items that may affect the above two (2) items.
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4.4 FLIGHT SCHEDULES

The Company shall allow enough time for the loading and unloading of cargo and for the completion
of all required aircraft servicing when establishing flight schedules. Prevailing winds enroute and
aircraft cruise speed will also be considered when constructing flight schedules. Every effort will be
made to prepare realistic schedules.
4.5 LOGBOOK
The Flight Dispatcher on duty will maintain a running log of activities during his shift It will contain
the starting and ending times of his shift along with the Flight Dispatcher's name. The log will contain
such information as delays, maintenance, cancellations, re-routing, diversions, ground handling,
amendments, flight watch, amount of money under his custody, as well as other relevant Information
having a bearing over his shift. This log shall be kept at all times at the Flight Control Center.
Instructions on Company procedures to maintain the log will be shown to Flight Dispatcher during
their training in MIDEX AIRLINES
4.6 COMMUNICATIONS RECORD
The Flight Control Center will keep a "Communications Log" where each radio contact between the
Center and Company aircraft will be recorded. This log will be kept on file at the Flight Control
Center for at least thirty (30) days. Instructions on Company procedures to maintain the log will be
shown to Flight Dispatcher during their training in MIDEX AIRLINES.
4.7 FLIGHT SUMMARY
The Flight Summary will show for each leg of a flight, crew names, flight number, origin, destination,
aircraft registration, scheduled departure times, cargo load, actual departure and arrival times, amount
of delay, if any, reason for delay, fiiel uplifted, ramp fuel, fuel remaining, duty time and remarks. This
record is not required to be used as a Company administrative daily record of flight operations.
Instructions on Company procedures to maintain the log will be shown to Flight Dispatcher during
their training in MIDEX AIRLINES.
4.8 FLIGHT FOLLOWING BOARD
A Flight Following Board, which shows all active and projected flights, is maintained at the Flight
Control Center. The board will depict the following information for each flight. Times and dates are
express in Universal Time (UTC).
1. Proposed departure and arrival times at every station.
2. Actual departure and arrival time.
3. Origin, destination and intermediate stops identified by IATA three-letter identifiers.
4. Aircraft registration number assigned to the flight
5. Flight number and crewmembers assigned to the flight.
6. Any other relevant information, such as route segments requiring tanker fuel, curfew times, runway
limitations, etc.
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As Departure Messages, Position Reports, Arrival Messages or any other pertinent information
governing a flight are received at the Flight Control Center, they shall be transcribed to the Flight
Following Board as required. The messages will be recorded and filed in the active flight folder.
A color code will be used on the Following Board for a better understanding of the information
depicted:
1. Black: Proposed
2. Blue: Actual on-time" departures and arrivals. On-time is within thirty (30)
minutes of schedule.
3. Red: Actual 'late" departures and arrivals.
4. Green: Re-scheduled flights.
Flight Control personnel will monitor all flights, to determine from the available information, that the
flights are being conducted in accordance with the flight dispatch manual and flight Operations
Manual, the Operations Specifications, as well as any Special Directives issued by the center to control
the flight.
4.9 COMMUNICATIONS FACILITIES
Company aircraft are equipped with dual VHF/HF transceivers to maintain adequate two-way
air/ground communications, either direct or via approved point-to-point circuits, between each
airplane and the Flight Control Center or the appropriate ARTCC.
The Company has contractual agreements with STOCKHOLM RADIO to provide two-way
air/ground communication services.
The Flight Control Center also has access to local, long distance and overseas telephone lines.
Direct point-to-point telephonic communication is available throughout all areas of operations.
Some communications facilities are obtained by means of e-mail, SIT A, Telex, Fax, Telephone, etc.
4.10 ENROUTE NAVIGATIONAL FACILITIES
All Company flights are flown between points connected by approved routes. Company aircraft are
equipped with approved dual VOR DME ADF and GPS Systems for both over water and overland
route segments. All destination and alternate airports must have approved radio navigational facilities
such as VOR and NDB systems at suitable locations to allow navigation to each airport within the
degree of accuracy necessary for the operation involved.
If because of technical reasons, or other reasons beyond the control of the Company, the
navigational facilities indicated above are not available over a route or a route segment
outside the UAE, the Company may release an airplane over that route segment if the Flight
Dispatcher finds that communication and navigational facilities equal to those required are
available and are in satisfactory operating conditions.
4.11 AIRPORT CERTIFICATION
All destination airports that are located in the UAE, must be certified in accordance with UAE
CARs.
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4.12 SPECIAL AIRPORTS

MIDEX AIRLINES may not use any person, nor may any person serve as Pilot-in-Command to an
airport requiring special airport qualifications unless within the preceding 12 calendar months:
The Pilot-in-Command or second-in-command has made a takeoff and landing at that airport while
serving as a pilot flight crewmember.
4.13 AREAS OR ROUTES REQUIRING SPECIAL NAVIGATION QUALIFICATION
Certain areas or routes have been determined by the CAA to require special navigation qualifications.
Routes requiring Class II Navigation, ETOPS, MNPS, NAT Tracks and operations in RVSM airspace
all require special navigation qualifications. The Company tracks PIC qualifications to operate on
these routes and areas via a Crew Status Report. The Director of Flight Control updates the report
each 6 month based on updates provided by the Manager of Training. All PIC qualification for these
areas and routes is done in accordance with the Company's approved Training Program.
4.14 REQUIRED DOCUMENTS
MIDEX AIRLINES requires that the Pilot-in-Command of each Company flight carry on board the
airplane to its destination the original or signed copy of the documents listed below to comply with
the regulation:
1. Load Manifest/Weight and Balance
2. Flight Release
3. Airworthiness Release — (Aircraft Log Page)
4. Pilot Route Certification
5. Flight Plan — (Computerized Flight Plan)

After each of the above items are reviewed and signed by the Pilot-in-Command, the flight
Dispatcher will ensure all the items are complete and place them in a trip envelope,
This envelope will be utilized to carry the items from point of departure until the crew arrives back at
Al Ain Flight Control Center.
If a flight originates at the Company's principal base of operations, the required documents
should be handled as follows:
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Copy of the Weight and Balance Form and Loading Instruction Sheet (or its approved computer
substitute) will be left in the Flight Control Department after they have been carefully reviewed and
signed as indicated on the respective forms. The station copy of the computerized flight plan should be
signed by the Pilot-in- Command and left in the Flight Control Department. This meets the
requirements of leaving a copy of the Flight Release, a Pilot Route Certification and a Flight Plan.
The yellow copy of the previous flight's Aircraft Log Book page is signed by the appropriate
maintenance personnel and removed to meet the requirement of leaving a copy of the Airworthiness
Release.
If a flight originates at a location other than the Company's principal base of operations, the above
procedure is modified as follows: all documents should be carried in the trip envelope until the crew
arrives back to Al Ain.
The Hazardous Material Regulations require the following documents to be carried on board the
aircraft when hazardous materials are being transported. These documents must be returned to the
main base and retained as required by uae CARs.
1. Notice to Captain (NOTOC)
2. Shippers Declaration for Dangerous Goods 3
Dangerous Goods Checklist
In addition to the documents listed above, the Company requires the following documents to be
included in the trip envelope for distribution to appropriate departments.
1. Computer Flight Plan Analysis (CFPA)
2. Weather Folder (with NOTAMS)
3. Engine Condition Monitoring Form
4. Fuel and other Servicing Slips
5. Captain's Report
6. Detailed Load Inspection, Weighing and Loading Checklist (if required)
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4.15 ROUTE CERTIFICATION

The Captain shall attest by his signature on the Company flight release that he has complied with the
UAE Aviation Regulations pertaining to the Pilot-in-Command Route Certification and Airport
Qualifications requirements. By signing the Flight Release, the Pilot-in-Command is certifying that he
has studied and knows the subjects listed below in regard to the route and airports into which he
intends to operate.
1. Weather characteristics appropriate to the seasons.
2. Navigational facilities.
3. Communication procedures.
4. Types of terrain and obstruction hazards.
5. Minimum safe flight levels.
6. Pertinent air traffic control procedures, including terminal area, arrival, departure, holding, and all
applicable instrument approach procedures.
7. Congested areas, obstructions, and physical layout of each airport into the terminal area in
which the pilot is to operate.
8. Notices to Airmen.
4.16 EMERGENCY AUTHORITY
In an emergency situation that requires an immediate decision and action, the Pilot-in- Command may
take any action that he considers necessary under the circumstances. In such a case, he may deviate
from prescribed operations procedures and methods, weather minimums to the extent required in the
interest of safety.
In an emergency situation arising during flight that requires an immediate decision and action by
appropriate management personnel and which is known to them, those personnel shall advise the
Pilot-in-Command of the emergency, shall ascertain his decision and have the decision recorded. If
they cannot communicate with the pilot, they shall declare an emergency and take the action that
they consider necessary under the circumstances. The Flight Dispatcher on duty normally is the
person assuming the responsibility for declaring an emergency.
Whenever emergency authority is exercised, the Pilot-in-Command or the appropriate management
personnel will keep the appropriate ground radio station fully informed of the progress of the flight.
The person declaring the emergency will send a written report of any deviation, through the
Company's Director of Flight Operations to the GCAA within (3) days after the flight is completed or,
in the case of operations outside the United States, upon return to its home base.
When an emergency is declared by the Flight Dispatcher on duty, the Director of Flight Operations (or
the Director of Training) shall be notified immediately. All details relating to the emergency I should
be recorded by the Flight Dispatcher in the Flight Control log book. When an emergency is declared
by the Captain, the "Captain's Report" Form (included in the forms section) should be completed and
placed in the trip envelope. The Director of Flight Operations will use this information to complete
any reports relating to the emergency that may be required by GCAA.
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4.17 RESPONSIBILITY FOR OPERATIONAL CONTROL

Operational Control, with respect to a flight, means the exercise of authority over initiating, conducting
or terminating a flight. The Director of Flight Operations, as a representative of the Company, is
responsible for the Operational Control of every flight conducted under the Supplemental Air Carrier
Authority.
The Flight Dispatcher and the Pilot-in-Command are jointly responsible for the initiation, continuation,
diversion and termination of a flight in compliance with the UAE Civil Aviation Regulations and the
Operations Specifications.
The Flight Dispatcher is responsible for canceling, diverting or delaying a flight, if in his opinion or
the opinion of the Pilot-in-Command, the flight cannot operate or continue to operate safely as planned
or released. The Flight Dispatcher is responsible for assuring that each flight is monitored with respect
to at least the following:
1) Departure of the flight from place of origin and arrival at place of destination, including
intermediate stops and any diversions there from.
2) Mechanical delays encountered at places of origin, destination and intermediate stops.
3) Any known condition that may adversely affect the safety of the flight.
Each Pilot-in-Command is, during flight time, in command of the aircraft and crew and is responsible
for the safety of the couriers, crew members, cargo and aircraft. The Pilot-in-Command has full
control and authority in the operation of the airplane, without limitation, over other erewmembers and
their duties during flight time, whether or not he holds valid certificates authorizing him to perform the
duties of those crewmembers. No Pilot-in-Command may operate an aircraft in a careless or reckless
manner, so as to endanger life or property.
4.18 FLIGHT RELEASE AUTHORITY
The Flight Dispatcher is the ONLY ONE authorized to exercise Operational Control over the flight,
and to issue the appropriate flight release setting forth the conditions under which the flight will be
conducted.
A Flight Release will be issued for all flights in compliance with UAE CARs, the Operations
Specifications, the flight Operations Manual and the Dispatch Manual.
Before issuing a Flight Release, the Flight Dispatcher will provide the Pilot-in-Command all available
current reports or information on airport conditions and irregularities of navigational facilities that may
affect the safety of that flight.
The Flight Dispatcher will provide the Pilot-in-Command with all available weather reports and
forecasts of weather phenomena that may affect the safety of a flight, including adverse weather
phenomena, such as clear air turbulence, thunderstorms and low altitude windshear, for each route to
be flown and each airport to be used.
The Pilot-in-Cotnmand may sign the Flight Release only when he and the Flight Dispatcher
believe that the flight can be made safely. By signing the release, the Pilot-in-Command is
agreeing to conduct the flight as documented.
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During a flight, the Flight Dispatcher will provide the Pilot-in-Command any additional
information of meteorological conditions, including adverse weather phenomena and
irregularities of facilities and services that may affect the safety of the flight.

NOTE: The signature of the Captain and Flight Dispatcher (the Flight Dispatcher's name typed on the
flight plan is acceptable) certify that they have found all factors, which are involved in the flight to be
in accordance with UAE GCAA and Company regulations, in their best judgment and concern for the
safety of operation.
4.19 FLIGHT RELEASE FORM
The Company Flight Release Annex 3
4.20 ORIGINAL FLIGHT RELEASE, RE-RELEASE OR AMENDMENT OF FLIGHT
RELEASE
The Flight Release is the authorization required for a flight to depart. It is required for each flight leg.
This authorization requires the concurrence of the Captain and the Flight Dispatcher acknowledging
that the flight can be conducted safely having been proposed by the Flight Dispatcher the Flight
Release becomes effective when signed by the Captain. In addition, by signing the Flight Release the
Captain is certifying his qualification for the flight (i.e. route certification).
The normal procedure is for the Captain to receive the computer flight plan and release either directly
from or by electronic transfer from the Flight Control Department. After reviewing all required
information and determining that the flight can be operated in compliance with the Operations
Specifications, the applicable CAR'S and Company procedures, the Captain should sign the release
and keep it in the Trip Envelope.
The Captain and/or Flight Dispatcher may not allow a flight to continue to an airport to which it has
been released unless the weather conditions at the alternate airport that was specified in the release are
forecast 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 flight release may be amended enroute to include any alternate airport that is within the fuel
range of the aircraft, provided the aircraft arrives at the alternate airport with all legal fuel reserves that
apply for this flight.
The original destination or alternate airport of a flight that is specified in the original flight release
cannot be changed to another airport while the flight is in progress unless the other airport meets all of
the requirements applicable to the original destination or alternate airports.
When a release needs to be amended in flight the procedure may be initialed by either the Flight
Dispatcher on duty or the Pilot-in-Command. After communications are established between the two
parties, an amendment that resolves the need for the change and meets all legal requirements must be
determined. When the amendment is determined and agreed upon by the Pilot-in-Command and the
Flight Dispatcher, the release can be amended. The Flight Dispatcher that amends a flight release for a
flight in progress will record that amendment in the "Log Book" or on the original flight release, along
with the time it became effective. The Pilot-in Command will note the same information on the signed
copy of the release carried in the trip envelope. Any additional information relative to the flight plan as
a result of the amendment (i.e. changes in fuel bum and reserves) must also be recorded.
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NOTE: If a flight is proceeding to an alternate airport and a new weather report indicates the alternate
weather is below alternate minimums, but above regular minimums, the flight may continue and make
an approach to regular minimums without naming another alternate or using emergency authority.
4.21 AIRWORTHINESS RELEASE REQUIRED
No person may release an airplane, unless it is airworthy and equipped as described in UAE
CARs. This requires a Valid Airworthiness Release prior to departure.
4.22 VALID AIRWORTHINESS RELEASE
By signing the maintenance log, a qualified and authorized person certifies that no known condition
exists that would make the aircraft un-airworthy and so far as the work performed is concerned, the
aircraft is in condition for safe operation. This constitutes an Airworthiness Release. Each aircraft
maintenance log has a block for a signature labeled "Airworthiness Release". The signature of a
qualified and authorized person is required in this block following:
1) Completion of checks or inspections required by the Maintenance Operations Specifications.
2) Completion of the Daily or Transit inspection required after every landing.
3) Completion of a special inspection, e.g. Lightning Strike, Hard Landing etc.
4) Completion of work prior to any required test flight.
5) Following the correction or deferring of discrepancies entered in the logbook when at
intermediate stops and a crew change will take place.
4.23 EFFECTIVE VALIDITY PERIOD OF THE ORIGINAL FLIGHT RELEASE
A Flight Release will be issued at least one hour prior to scheduled departure time. Normally, the
original release remains effective until the flight terminates or until the Captain or the Flight Follower
becomes aware of changing conditions that may affect the original conditions upon which the original
release was issued.
Whenever it is desired or a need indicates a validity period in a release, the expiration time will be
defined by an exact time expressed in UTC Time. If a flight does not depart within the specified
validity period a new or amended release or extension must be issued before the flight may continue.
If a flight returns to departure station for minor causes, a new release is not required for subsequent
departure provided all basic items of the original release remain unchanged and is met, and the flight
will depart prior to any designated expiration time.
4.24 FLIGHT RELEASE FROM INTERMEDIATE STOPS
The original Flight Release may include several intermediate stops. If a flight is delayed at an
intermediate stop for more than one hour, in the case of a domestic flight, or more than six hours, in the
case of an international flight, a new release will be issued. Normal Company procedure is to issue an
individual release for each leg of a flight. In this case the release remains valid per the terms of the
above paragraph-
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4.25 WEATHER REPORTING FACILITIES

The Company has access to appropriate weather reporting sources ensuring the availability of
weather reports and forecasts for all flights.
The Company has a contractual agreement with Navtech Systems Support, Inc. and AIR
ARABIA.
4.26 FAMILIARITY WITH WEATHER CONDITIONS
Before briefing a Pilot-in-Command or issuing a flight release for a flight, the Flight Dispatcher
must be thoroughly familiar with the reported and forecasted weather conditions for the route to be
flown, including departure, destination and alternate airports.
No Pilot-in-Command may begin a flight unless he is thoroughly familiar with reported and
forecast weather on the route to be flown.
4.27 FAMILIARITY WITH FACILITIES AND SERVICE
Before issuing a Flight Release the Flight Dispatcher will provide current reports or information on
airport conditions and irregularities of navigational facilities that may affect the safety of that flight.
The Flight Dispatcher will provide the Pilot-in-Command with all available weather reports and
forecast or weather phenomena that may affect the safety of a flight, including adverse weather
phenomena, such as clear air turbulence, thunderstorms, and low altitude windshear, for each route to
be flown and each airport to be used.
Flight Dispatcher will receive instructions on how to use the Company's weather and NOT AM
reporting equipment during their required training. In addition, the service provides the Company with
a user's manual, which is kept in the Flight Control Department.
The Pilot-in-Command shall ascertain that all required information is ready and available prior to
departure and during the flight. The Pilot-in-Command has the ultimate responsibility for ensuring all
necessary information has been obtained.
4.28 FLIGHT RELEASE OVER WATER
All Company flights shall be conducted under IFR rules. No Flight Dispatcher may release a Company
airplane for a flight that involves extended over water operations 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 any airport to which released to include any
required alternate airport.
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4.29 DISPATCH WEATHER FOR INTERMEDIATE, DESTINATION AND

ALTERNATE AIRPORT
Thus a flight can be dispatched with a forecast only and there are no legal requirements for a current
weather report. Weather reports are provided for flight planning when available. When destination or
alternate weather reports are not available, the flight will be released using a forecast only. Weather
forecasts provided by the National Weather Service (NWS) and other sources often have modifying
words such as TEMPO (Temporarily) or PROB (Probability). These words supplement the main body
of the forecast by indicating the possibility of changing conditions during the forecast period. These
modifying words refer to the weather conditions for an area within five nautical miles of a runway
complex, UAE CAR's require that Weather Reports or Forecasts, or any combination thereof,
indicate that the weather conditions will be at or above authorized minimums at the estimated
time of arrival (ETA) at "any airport".
The Company interprets these regulations to mean that the worst weather condition in any of the
reports or forecasts used to control a flight movement is the controlling factor. This interpretation
makes the conditional phrases of a forecast as operationally significant as the main body of the
forecast. Therefore, it is Company policy that the worst weather condition forecasted in the main body
of the forecast or in the remarks portion of a report, is the controlling factor when selecting a
destination or alternate airport.
A flight can be dispatched without a valid TAP, using only the METAR for the destination airport i.e if
the flight arrives at the destination airport within the valid time of the METAR.
4.30 OPERATIONS IN ICING CONDITIONS
A flight shall not be released, continue to operate, or land, when in the opinion of the Flight
Dispatcher and the captain, icing conditions are expected or met that might adversely affect the safety
of flight. No flight may take off when frost, snow or ice is adhering to the wings, control surfaces or
engine inlets or other critical surfaces of the aircraft (Refer to the Company's Anti-Ice/De-ice
program).
A flight shall not be released into known or probable icing conditions unless the Minimum
Equipment requirements relative to Anti-icing have been met
Freezing rain or severe icing conditions is a situation when the airplane anti-icing equipment may not
be adequate. Whenever this condition is forecasted or reported enroute, the flight path shall
circumnavigate that area. If the conditions are reported in or near the ground, a departing flight should
be canceled or postponed until the conditions improve, or if arriving, the airplane may divert to the
alternate airport.
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4.31 APPLICABILITY OF REPORTED WEATHER MINIMUMS

If conducting operations under VFR or IFR conditions, the ceiling and visibility values in the
main body of the latest weather report controls for VFR and IFR takeoffs and landing and for
instrument approach procedures on all runways of an airport
However, if the latest weather report, involving an oral report from the control tower, contains a
visibility value specified as runway visibility (RW) or runway visual range (RVR) for a particular
runway of an airport, which specified value controls for VFR and IFR landing, takeoffs and straight-in
instrument approaches for that runway.
The terminal visibility as reported in the main body of the weather report will be used for takeoffs and
landing on runways not equipped with transmissometer.
4.32 COMPARABLE VALUES OF RVR AND GROUND VISIBILITY
Runway Visibility Value (RW) — Is reported in statue miles or fractions thereof, and is the
controlling visibility minimum for takeoff and landing on a particular runway as determined by a
transmissometer. However, the reported prevailing visibility is controlling for all other runways.
Runway Visual Range (RVR) — Is reported in feet and is the controlling visibility minimum for
takeoff and landing on a particular runway. The prevailing reported meteorological visibility prevails
on all other runways not capable of reporting RVR,
The RVR as reported in the METAR reports indicate the highest and lowest RVR readings for the
preceding 10-minute period and are provided only as an information item to assist in flight planning.
Operational RVR readings are given by the Control Tower.
The RVR readings are produced by a computer capable of measuring visibilities from 600 feet to
6,000 feet (some are limited to 1,000 or 2,000 to 6,000 feet). A report of 600 (minus) or 1,900 (minus)
indicates the RVR is below these values, but how much below is not known. In such cases the RVR is
in essence inoperative, and the prevailing meteorology visibility controls. When RVR is reported to be
6,000 (plus), the equipment has again reached the limit of its capability. A report of RVR 6,000 is the
meteorological equivalent of 1.25 statute miles. For required minimums greater than RVR 6,000
(plus) or 1.25 statute. Miles, the prevailing meteorological visibility controls.
NOTE: In a METAR when the RVR is greater than 6,000 feet or less than 600 feet it is listed as R6000
or M600, respectively.
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RVR Values Statue Miles Meters Nautical Kilometers

in Hundreds of Feet

16 1/4 488.0 .2 .5
24 1/2 805.0 .4 .8
32 5/8 1006.0 .5 1.0
40 3/4 1207.0 .7 1.2
45 1408.0 .8 1.4
50 1 1609.0 .9 1.6
60 1 1/4 2012.0 1.1 2.0

NOTE: Units have been rounded off for pilot and Flight Dispatcher convenience.
Prevailing visibility cannot be substituted for RVR. If RVR minimums are to be used, the RVR must
be operating.
4.33 BASIC CONCEPT OF CEILING
A reported ceiling is not required for takeoff or landing. The charted visibility minimum is the sole
operating minimum for takeoff or landing regardless of reported ceiling except:
1. Where the need to avoid an obstacle makes a ceiling necessary, hi such cases, the required ceiling
will be noted on the applicable approach chart, and
2. For alternate airports, for release purposes.
4.34 IFR TAKEOFF MINIMUMS — ALL AIRPORTS
The standard takeoff minimum is authorized for use at all airports unless a higher than standard
minimum is specified in the applicable instrument approach procedure.
NOTE: See Flight Operations Manual.
4.35 IFR TAKEOFF AND LANDING WEATHER MINIMUMS — ALL CERTIFICATE
HOLDERS
Regardless of any clearance from ATC, no pilot may takeoff an airplane under IFR if the weather
condition reported by the Weather Service or from a source approved by the Service or by the U AE
GCAA are less than that authorized in the Operations Specifications for that air carrier.
4.36 IFR TAKEOFF, APPROACH OR LANDING AT FOREIGN AIRPORTS
Unless otherwise authorized in the Flight Operations manual, each pilot making an IFR takeoff,
approach or landing at a foreign airport shall comply with the instrument approach procedures and
weather minimums prescribed by the authorities of the country where the airport is located. The
Jeppesen Airway Manual contains the required information.
]
Preflight Procedure 01 May 2007
MIDEX
AIRLINES
Flight Page 4-17
Dispatch Initial Issue
Manual

4.37 RULES APPLICABLE TO OPERATIONS IN A FOREIGN COUNTRY

Each certificate holder shall, while operating an airplane within a foreign country, comply with the air
traffic rules of the country concerned and the local airport rules, except where any rule of UAE CARs
is more restrictive and may be followed without violating the rules of that country.
4.38 ALTERNATE AIRPORT FOR DEPARTURE
If the weather conditions at the airport of departure are below the landing minimums authorized for the
Company in its Operations Specifications, the Flight Dispatcher will not release an aircraft from the
airport unless the release specifies a departure alternate airport located not more than one. The
alternate weather conditions must meet the requirements of the Company's Operations Specifications.
The release must include each required alternate.
If the release prepared by the Flight Dispatcher does not contain an alternate airport for departure and
one is required, the Pilot-in-Command should have the release amended. This can be done utilizing the
Original Flight Release. Re-Release or Amendment of Flight Release procedure.
4.39 ALTERNATE AIRPORT FOR DESTINATIONS
The flight release of a flight under IFR or over-the-top must show at least one alternate airport for
each destination airport listed in the flight release. The alternate weather conditions must meet the
requirements of the Company's Operations Specifications. The release must include each required
alternate.
NOTE: The routing between the destination airport and the alternate airport shall be the shortest
airway route.
4.40 ALTERNATE WEATHER MINIMUMS
An airport may be listed as an alternate airport in the release if the weather conditions reported or
forecasted, or any combination thereof, indicate that the weather conditions at the alternate airport
listed in the flight release will be at or above the alternate weather minima specified in the Company's
Operations Specifications, at the estimated time of arrival. See "Weather for Intermediate.
 MIDEX Preflight Procedure 01 May 2007
AIRLINES
Flight Page 4-18
Dispatch Initial Issue
Manual

4.41 TURBOJET AIRPLANE TAKEOFF OPERATIONS IN TAILWIND CONDITIONS

The Company is authorized to conduct takeoff operations with tailwind components often (10) knots or less. The
performance calculations for any takeoff with a tailwind component should be checked carefully as even a slight
tailwind will have a large effect on runway limited takeoff weight.
4.42 LOAD PLANNING AND WEIGHT AND BALANCE
Prior to preparing a load plan for weight and balance purposes, the Load Master and Flight Dispatcher must take into
consideration maintenance items which may effect or change the aircraft performance in terms of weight and balance
calculations (See MEL).
Prior to each takeoff, a Weight and Balance Form will be prepared by a qualified and authorized employee of the
Company - Load Master. This form will be checked for accuracy and signed by both the person preparing the form and
the Pilot-in-Command of the flight A sample of the Weight and Balance Form and load sheet are contained in the
W&B Manual.
4.43 DEPARTURE FROM STATIONS OTHER THAN MAIN BASE
When departing from airports other than Al Ain, the required documents such as: Flight Release, Flight Plan,
Weather, etc., shall be transmitted to that station via e-mail, SIT A, fax or telephone. Weight and balance
computations at other airports are normally computed by the Load Master or F/O
If needed, all required contact information related to departures from these stations will be I contained in a crew set up
sheet included with the trip papers provided to the Pilot-in-Command before departing the main base. As stated in other
sections of this chapter, all required documents will be signed and carried on board in the trip envelope. A signed copy
of each required document must be left with the ground-handling agent. They will maintain custody of these documents
as directed by the Flight Control Department.
4.44 FLIGHT PLANS —GENERAL
The Company will not take off an aircraft unless a ATC Flight Plan has been filed by Flight Dispatcher. The
Company may only use Computerized Flight Plans
4.45 COMPUTERIZED FLIGHT PLANS
The Company has also a contractual agreement with Hadid International Services to provide computerized flight
plans for all Company flight, domestic or international.
Every computer flight plan shall be filed by the Flight Follower with the first ARTCC involved in the flight, If at a
station other than Al Ain, the First Officer may need to file the flight plan. Flight plans shall be filed with the ARTCC
at least one hour prior to the scheduled departure time. A flight plan filed with ARTCC is valid for 00:30 hours after the
proposed departure time.
If a flight is delayed and exceeds the valid time of the flight plan, the flight plan is automatically cancelled by the
ARTCC and dropped from the active list. The Flight Follower or a flight crew member may prevent this by requesting
an extension and filing a new departure time.
Once the flight plan is canceled by the ARTCC and is dropped from the active list, a complete new flight plan must be filed
with the FSS or ARTCC. Prior to departure and as early a practicable, the Captain or First Officer shall verify with the
appropriate ARTCC that the flight plan has been filed and that it is still active.
 MIDEX
AIRLINES 01 May 2007

Right Preflight Procedure Page 4-19

Dispatch
Manual Initial Issue

4.46 INTERNATIONAL PLANNED RE-RELEASE

When it is not possible to load sufficient fuel at departure to comply with the International Fuel Reserve requirements it
may be advantageous to release the flight to an intermediate destination and re-release from an enroute point to the
scheduled destination. When enroute, and it can be determined that required fuel exists, a re-release to the scheduled
destination is possible. Re-release is an accepted flight planning procedure when properly used. The re-release
procedure saves fuel by making the required fuel less dependent on the trip length.
The intermediate or enroute destination named in the original release must be an airport suitable for operations and must
meet all the requirements for a normal destination airport, It must be assumed at departure that the flight is planned to
land at this intermediate destination even though all factors indicate the flight will be able to continue to scheduled
destination.
The flight plan to the intermediate destination does not necessarily have to be the most direct. Using a re-release
technique, the flight plan should be the most direct to the scheduled destination, which may pass abeam of the
intermediate destination.
Alternate and reserve fuel for the intermediate destination will be increased to ensure that minimum reclear reserve for
the scheduled destination is included in the required fuel.
At the point of re-release, fuel remaining must equal or exceed burnoff to scheduled destination plus reserve, alternate
and holding fuel. The reserve fuel is based on the time from point of re release to scheduled destination. Since the time
from this point is shorter, the reserve is smaller. However, in no case will a flight continue to the scheduled destination
if the fuel remaining at the point of re-release is less than bumoff, plus legal required
reserves.
Flight plans based on a re release technique must meet the following criteria
1) Burnoff, holding and alternate fuel, between departure and scheduled destination, plus the 10% fuel reserve for the
flight time between the re-release point and the scheduled destination.
When a re-release is desirable, the Flight Follower on duty shall prepare a flight plan to the scheduled destination with a
re-release from a suitable re-release point to an intermediate destination. This will provide the crew with a flight plan
that will show the time, burnoff and required fuel from the departure point to the scheduled destination, including
complete flight plan from the re-release point to the intermediate destination.
2) The issuing of a flight plan at the departure time that includes a re-release does not mean that the flight has been
automatically re-released. The only reason for including the re-release in the flight plan is because of the advantage of
having already on board the aircraft a flight plan that shows all the necessary information to fly either to the intermediate
destination or to the scheduled destination.
3) The flight plan must not be based on landing at the intermediate destination overweight. Accordingly, the re-release
point may be adjusted to be past the intermediate destination with a planned turn back if there is inadequate fuel to
continue.
Therefore, both the Captain and the Flight Follower on duty have to carefully monitor the progress of the flight
establishing a 'score" that will indicate if the flight is on schedule, behind, or ahead of the flight plan, in time as well
as in fuel. This fuel information is the most important factor determining the future action of the flight
Within two (2) hours prior to reaching the re-release point, and prior to executing the re-release, the Flight Follower
should contact the flight and provide the Pilot-in-Command with weather and NOTAM's for the scheduled destination
and its alternate. If both the Pilot-in-Command and the Flight Follower concur that the fuel at the re-release point will be
adequate and the weather and facilities at the scheduled destination and its alternate meet the required minimums, the
flight release should be amended at this time and the flight may proceed to the scheduled destination. Flight Control
should plan to contact the aircraft with the required information within 2 hours of reaching the re-release point keeping
in mind when the aircraft is closer to the re-release point the estimated fuel at the re-release point is more accurate.
Accordingly, the Company recommends Flight Control contact the aircraft
 MIDEX
AIRLINES 01 May 2007

Flight Dispatch Manual Preflight Procedure Page 4-20

Initial Issue

one hour prior to the re-release point If the Pilot- in-Command does not receive a message from Flight Control, and is
unable to establish contact by any means possible, he should obtain this information from other sources.
Both the Captain and the Flight Follower will note the time of the re-release and ftiel remaining at the re-release point
on the original release. The Flight Follower will also make a notation in the communications log. The Captain should
record the initials of the Flight Follower with the time of the re-release and ftiel remaining on the original
release.
In the event that the Captain is unable to contact the Flight Control Center within two hours prior to the re-release point,
he may re-release to the scheduled destination or continue to the intermediate destination as appropriate provided a
message is sent to Flight Control via ARINC or any other means prior to arrival at the re-release point. This can only be
done if the Pilot-in Command has obtained all required weather data, the scheduled destination and alternate weather are
above required minimums and there is sufficient fuel on board to meet FAR requirements. The message should include
the time the re-release is effective and the fuel remaining over the re-release point. If the flight is going to the
intermediate destination, that information should be included in the message.

4.47 FLIGHT PLAN EXPLANATION AND SAMPLE

Explanations below relate to the flight plan on pages 4-23 to 4-24.
LEGEND
1) Company issuing flight plan
2) Actual Block Times inserted by flight crew
3) Actual Flight Time inserted by crew
4) Actual Fuel figures inserted by flight crew
5) Message to Flight Crew inserted by flight follower
6) Date and Time flight plan was issued
7) Estimated Time of Departure
8) Flight Rules
9) Carrier ID, Flight Number and Date of Departure
10) Origin
11) Destination
12) Valid Time of Flight Plan
13) Cruise Regime
14) Aircraft Identification
15) Accumulated Burnoff and Endurance (Origin to Destination)
16) Reserve Fuel and Endurance (10% of Flight Time)
17) Alternate Fuel and Endurance
18) Holding Fuel and Endurance
19) Additional Fuel and Endurance. (Required to meet Company Policy)
20) Required Fuel and Endurance (Meets all CAR's and Company Requirements)
21) Extra Fuel and Endurance (Tankering for Company Convenience)
 MIDEX Preflight Procedure 01 May 2007
AIRLINES
Right Page 4-21
Dispatch
Manual
initial Issue

22) Total Fuel Onboard and Endurance

23) Fuel Corrections as noted by Flight Control or Flight Crews
24) Takeoff Weight of the aircraft being flown
25) Landing Weight of the aircraft being flown
26) Average Wind Component from Origin to Destination
27) Takeoff Alternate Airport as required
28) Alternate Airport, Distance in Nautical Miles and Wind Component
29) Zero Fuel Weight of the aircraft being flown
30) Gross Payload of the aircraft being flown
31) Route stored in flight planning system for route being flown
32) Total Distance in Nautical Miles for route being flown
33) Additional Fuel Required for the entire trip for adjustments in payload. (No new flight plan required)
34) Advisory for Special Airport or Routes
35) Summary of TAS, Flight Levels and Routes
36) Checkpoints and Coordinates
37) Nautical Miles between Checkpoints
38) MORA Altitudes between checkpoints
39) Airway or Routing between checkpoints
40) Magnetic Heading to be flown between checkpoints
41) Magnetic Course to be flown between checkpoints
42) Flight Level to be flown between checkpoints
43) True Airspeed to be flown between checkpoints
44) Outside Air Temperature between checkpoints
45) Ground Speed to be flown between checkpoints
46) Zone Time between Checkpoints
47) Accumulated Distance flown between checkpoints
48) Accumulated Time flown between checkpoints
49) Wind Direction and Speed
50) Estimated Time of Arrival at each checkpoints (Calculated by Flight Crew)
51) Actual Time of Arrival at each checkpoints (Calculated by Flight Crew)
52) Wind Component between checkpoints
53) Accumulated Burnoff at each checkpoint
54) Fuel Flow per Engine
55) Actual BurnofFat each checkpoint (Inserted by Flight Crew)
56) Estimated Remaining Fuel at each checkpoint
 MIDEX 01 May 2007
AIRLINES
Flight Preflight Procedure Page 4-22
Dispatch Manual
Initial Issue

57) Actual Fuel Remaining at each checkpoint (Inserted by Flight Crew)

58) Routing to Alternate Airport (FWL —3000 kgs. minimum arrival fuel at alternate)
59) ATC Filing information
60) Original Flight Release (Note 1)
61) Station Flight Release (Note 1)

NOTE 1:P2 will be reserved strictly for the Relief Officer (RO). Only one RO is required for an augmented crew.
When two captains are scheduled, the most senior captain will operate as PIC on the first leg and then alternate
thereafter. If two RO's are scheduled together, the most senior pilot will operate the entire flight as RO.
NOTE 2: The flight plan screen allows the use of numerical codes for the four basic positions PIC, FO, P2 and LM. The
remaining three fields must be manually inserted and will allow a total of nine characters. These fields must first show
their designated positions MX, JS or FO (man crew) followed by their last names, in cases where sufficient room is not
available to complete their names, it shall be manually imputed once the flight plan is printed.
 MIDEX Preflight Procedure 01 May 2007
AIRLINES

Flight Dispatch Manual Page 4-23

Initial Issue

(1)
NAVTECHtNC. (4)
(3)
(2) FUGHT TIMES FUEL
BLOCK TIMES ON . .. . TAKEOFF
IN ... OFF. .. . . LANDING
OUT , . . TOTAL BURN
TOTAL . ..

(5)
MAX TOW BASED ON TEMP 20C RUNWAY 01 FLAPS 05 ZERO WIND, BLEEDS ON
(6) (7)
09101535Z FOR ETD 1300Z
(8) (9) (10) (11) (12) (13) (14)
FLT REL IFR FWL124 V10 MGGT/KMIA 100012 MACH: LRC A/CN316LA
(23) (24) (25) (26)

FUEL TIME CORR TOGWT LDGWT AVG W/C

DESTKMlA (15) 010948 0209 . . . . 151100 T/O 140151 POOO
RESV (16) 001048 0013 ..(27) ALTN: NIL
ALTN (17) 002500 0018 ...(28) ALTNKPBI DIST 0065 W/C POOS
HOLD (18) 002212 8030 ....
ADDL (19) 000000 0000 . . . .
REQD (20) 016708 0310 • -(29) ZFW 134392 (30) PAYLOAD 052492
EXTRA (21) 000000 0000 . . . .
TTL AT TO (22) 016708 0310 ...(31) RTE R50 (32) DIST 0910
(33)
INCREMENTAL BURN PER 5000 KGS INCREASE/DECREASE IN TOW; 327
(34)
/// ///////////////////////////////////////////////////////////////////////////////////
///// SPECIAL AIRPORT QUALIFICATION REQUIRED FOR MOGT////
/// ////////////////////////////////////////////////////////////////////////////////////////////////////////
(35)
-N0479F330 DCT TILOT UG765 CZM B764 VINKA 8646 CANOA DCT EYW DVALLI
(38) (40) (42) (44) (46) (47) (49) (52) (54)
(36) (37) MORA M/H FL OAT ZT ACDST WIND COMP FF / E (56) (57)
TO NM AWY M/C TAS G/S - ACTME ETA ATA ACBO ABO REM AREM
(39) (41) (43) (45) (48) (50) (51) (53) (55)
N15309W090099 154 018 CLB CLB 0/10 0060 133006 P003 0628
TILOT 060 DCT 017 352 354 00/13 …/… 2618/…. 0141/ … .

120 028 CLB CLB 0/04 0091 339002 M002 0406

TOC 031UG765 028 462 461 0 0 / 1 7 .../... 317 0 /... 0135/...

N16488WQ89224 120 028 330 M38 0/07 0150 349003 M002 0251
NANDO 059 UG765 028 479 477 00/24 .. ./ .. . 3789 /. . . 0129/. . .
N17125W089092 052 026 330 M38 0/03 0177 005003 M003 0251
DEDAL 027 UG765 026 479 476 00/27 .../... 4072 /. . . 0126/ . . .

NIS302W088194 031 029 330 M38 0/12 0268 029003 MOO3 0251
CTM 091 UG765 029 479 476 00/39 .../... 503I/... 0117/. ..

N20315W086556 023 032 330 M37 0/18 0413 097002 M001 0249
CZM 145 UG765 032 480 479 00/57 .../... 6536/... 0102/...

N21378W086037 016 036 330 M37 0/10 0495 078002 M001 0245
SINLA 082 B764 036 479 478 0 1 / 0 7 .../... 7377/... 0093/...

N21495W085547 015 037 330 M37 0/02 0509 058002 M002 0245
EMOSA 014 B764 037 479 477 01/09 .../... 7525/.. . 0092/..
 MIDEX Preflight Procedure 01 May 2007
AIRLINES

Flight Page 4-24

Dispatch Initial Issue
Manual

N22340W085I80 015 038 330 M38 0/07 0565 353004 M003 0244
PINAR 056 B764 038 478 475 01/16 .../... 8100/ . . . 0086/.

N23120W084480 010 037 330 M38 0/06 0612 326008 M003 0244
VINKA 047 B764 038 478 475 01/22 .../... 8583/ ... 0081/.

N23420W083450 010 064 330 M38 0/08 0677 315012 P003 0244
ILARA 065B646 065 478 481 01/30 .../... 9243/. . . 0075/.

N24000W083Q30 014 066 330 M38 0/05 0720 312017 P006 0244
CANOA 043B646 068 478 484 01/35 .../... 9671/. . . 0070/.
N24352W081480 024 062 330 M39 0/01 0797 300020 P010 0244
EVW 077 DCT 064 477 487 01/45 .../... 10440/. . . 0063/.

037 330 M39 0/00 0798 291021 R006 0244

162 039 477 483 01/45 .../... 10454/. . . 0063/..
TOD 001 DCT
041 DSC DSC 0/07 0839 27*010 P006 0039
N25083W081195 162 042 437 443 01/52 .../... 10541/. , . 0062/.
CARNU 041 DCT
042 DSC DSC 0/05 0867 237006 P007 0050
N25309W080399 016
DVALL 028 DCT 043 370 377 01/57 .../... 10629/. . . 0061/.

N25331W080548 030 071 DSC DSC 0/01 0872 211012 P011 0064
WBVER 005 DCT 069 295 305 01/58 .../... I0649/, . . 0061/.

N25351W080503 030 070 DSC DSC 0/01 0877 209013 POM 0063
FAMIN 005 DCT 069 288 298 01/59 ,../... 10666/. . . 0060/.

N25480W080209 030 070 DSC DSC 0/09 0906 202010 P008 0079
DHP 029 DCT 069 271 279 02/08 .../... 10895/. . . 0058/.

N25476W080174 030 104 DSC DSC 0/01 0910 194010 PQ06 0108
KMIA 004 DCT 102 259 266 02/09 .../... 10949A . . 005S/.

(58)
ALTERNATE
027 355 CLB CLB 0/04 0010 210010 P008 0712
TOC 010 DCT 357 273 282 00/04 .../... 0949 /. . . 0048/.
027 355 090 P09 0/03 029 229013 P007 0254
TOD 019DCT 357 345 352 00/07 .../... 1223 /. . . 0045/.

N26346W080251 027 355 DSC DSC 0/04 0048 219011 POOS 0065
ARKES 019 DCT 357 282 289 00/11 .../... 1305 /. . . 0045/.

N26410W080057 000 076 DSC DSC 0/07 0066 201009 P003 0090 .
KPBI 018 DCT 075 265 269 00/18 .../... 1527 A . . 0042/.

(59)
(FPL-FWLI24-1S -
B763/H-SDHG/S
-MGGT1300
-N0479F330 DCT TILOT UG765 CZM B764 VINKA B646 CANOA DCT EYW DVALLI
-KMIA0209 KPBI
-EBT/MMID0039 MUFHOI09 KZMA0135
REG/A6MDA SEL/JQPS PER/M080)
 MIDEX 01 MAY 2007
AIRLINES
Flight Preflight Procedure Page 4-25
Dispatch Manual
Initial Issue
MIDEX AIRLINES
I CERTIFY THAT THE FLIGHT IS DISPATCHED/RELEASED IN ACCORDANCE
WITH ALL APPLICABLE CAR REGULATIONS. FLIGHT FOLLOWER: ALBERTY G.
PIC: MALONEYC. F/O LOPEZ F P2: CAMR
L/M: FARALDO A MX: SMITH JS: PBREZ .
MEL-CDL NIR
PIC SIGN ., .. .. .. .. ., .. SOBS

( ) SPECIAL AIRPORT AND/OR ROUTE CHECKBOX AND PIC SIGN ONLY IF APPLICABLE)
I CERTIFY THAT I AM QUALIFIED TO SERVE AS PIC TO THE APPLICABLE SPECIAL AIRPORT
AND/OR ROUTE IN ACCORDANCE WITH THE REQUIREMENTS THE CAR’S.

MIDEX AIRLINES

STATION COPY

FWL124 /10 MGGT TO KMA KPBI LBC/B767-3(K) N316LA

-N0479F330 DCT TILOT UG765 CZM B7 MVINKA B646 CANOA DCT EYW DEVALLI

REQUIRED FUEL - OI6709KGS

I CERTIFY THAT THIS FLIGHT ISDISPATCHED/RELEASED IN ACCORDANCE
WITH ALL APPLICABLE CAR REGULATIONS. FLIGHT FOLLOWER: ALBBRTY G

PIC: MALONEY C F/0: LOPEZ F P2: CAIN R

L/M: FARALDO C MX: SMITH - JS: PEREZ

MEL-CDL MR . .

PIC SIGN ..... .. .. .. .. .. .. .. .. .. SOBS

( ) SPECIAL AIRPORT AND/OR ROUTE PER CAR’S (CHECK BOX AND PIC SIGN
ONLY IF APPLICABLE)
I CERTIFY THAT I AM QUALIFIED TO SERVE AS PIC TO THE APPLICABLE SPECIAL
AIRPORT AND/OR ROUTE IN ACCORDANCE WITH THE REQUIREMENTS OF THE
CAR’S
PIC SIGN: .. .. .. .. .. .. .. .. .. .. .. .,
 MIDEX 01 MAY 2007
AIRLINES
Flight Preflight Procedure Page 4-26
Dispatch Manual
Initial Issue

4.48 FACTORS FOR COMPUTING FUEL REQUIRED

Captains and Flight Followers shall consider the following factors when computing fuel required:
1) Wind and other weather conditions forecasted.
2) Anticipated traffic delays.
3) One instrument approach (six (6) minutes acceptable), and a possible missed approach (Six (6) minutes
acceptable) at destination.
4) Any other conditions that may delay landing of the aircraft.
NOTE: Fuel computation based on a direct routing between the destination airport and the alternate airport should not
be used.
Extra fuel will be carried at the Pilot-in-Command's discretion whenever operating conditions are uncertain due to
possible delays, changing weather conditions or any other reason that in good judgment would require extra fuel. The
intent is for the Pilot-in-Command to ensure a safe, conservative operation.
For flights departing the Company's main base, Flight Control will determine the fuel load desired by the Pilot-in-
Command during the crew alert call. This will ensure that the Maintenance Department fuels the aircraft to the level
desired by the Pilot-in-Command. When operating at stations other than the main base, the Captain should coordinate his
fuel load directly with the Maintenance Representative. The Maintenance Representative will then fuel the aircraft to the
appropriate level.
4.49 MINIMUM FUEL REQUIREMENTS — DOMESTIC FLIGHT
For flights inside the United Arab Emirates, no Flight Dispatcher may release a MIDEX AIRLINES airplane
unless it has enough fuel to:
A) Fly to the airport to which it is released.
B) Thereafter, fly and land at the most distant alternate airport specified in the flight release.
C) Thereafter, fly for forty-five (45) minutes at normal cruising fuel consumption.
"A" "B" C REQUIRED FUEL
Fuel to Fuel to Reserve Fuel A+B+C
Destination Alternate 45 Minutes

The computer flight plan analysis provided by the Company automatically computes each of the appropriate
components of required fuel.
 MIDEX 01 MAY 2007
AIRLINES
Flight Preflight Procedure Page 4-27
Dispatch Manual
Initial Issue

4.50 MINIMUM FUEL REQUIREMENTS —INTERNATIONAL FLIGHTS

For operations outside the United Arab Emirates, the minimum fuel required for release will be computed as
follows:
A) To fly to and land at the airport to which it is released.
B) Thereafter, to fly for a period of 10% of the total time required to fly from the airport of departure to, and land at, the
airport to which it was released.
C) After that, to fly to and land at the most distant alternate specified in the flight release.
D) After that, to fly for thirty (30) minutes at holding speed at 1,500 feet above the alternate airport under standard
temperature conditions.

A B D REQUIRED FUEL

Fuel to 10% of time Fuel to 30 minutes A+B+C+D

Destination en-route x Alternate at holding
normal fuel speed at
consumption 1500' above
in aver. KPH alternate
(min x l0% KPH)

The computer flight plan analysis provided by the Company automatically computes each of the appropriate
components of required fuel.

4.51 MINIMUM FUEL REQUIREMENTS - INTERNATIONAL FLIGHTS - NO AVAILABLE

ALTERNATES
For International operations with no available alternate, the minimum fuel required for release will
be computed as follows:
1) Fuel to fly to and land at the airport to which it is released.
2) Thereafter to fly for at least two (2) hours at normal cruising fuel consumption

*A" "B" REQUIRED FUEL

Fuel to Two hours at A&B
Destination Normal Cruising
Fuel Consumption

The computer flight plan analysis provided by the Company automatically computes each of the appropriate
components of required fuel.
 MIDEX 01 MAY 2007
AIRLINES
Flight Preflight Procedure Page 4-28
Dispatch Manual
Initial Issue

4.52 TAXI FUEL

Taxi fuel is defined as that fuel required to taxi the aircraft. It will be added to the Required Fuel specified on the Flight
Plan. This additional fuel will not be included as usable fuel, as it is considered to be consumed at completion of the taxi
run. A figure of 500 kilograms will normally be used. At the discretion of the Captain, a higher figure may be used.
4.53 MINIMUM EQUIPMENT LIST
U. A.E. Regulations permits the publication of a "Minimum Equipment List" (MEL) designed to provide operators with
the authority to operate an airplane with certain items or components inoperative provided an acceptable level of safety is
maintained by appropriate operating limitations, by a transfer of the function to another operating component, or by
reference to other instruments or components providing the required information. When equipment becomes inoperative,
it shall be handled in accordance with the Minimum Equipment List.
The MEL may not deviate from requirements of the UAE GCAA approved Airplane Flight Manual Limitations Section,
Emergency Procedures or Airworthiness Directives.
The Minimum Equipment List prescribes certain conditions, which shall be met before releasing an airplane for flight.
The Maintenance Department has the responsibility and authority to approve the legal airworthiness of an airplane with
certain items inoperative. In coordination with the Maintenance Department, the Captain and the Flight Follower shall be
informed of the pertinent operating conditions, including status of the airplane.
NOTE: The flight plan portion of the flight release shall include all outstanding MEL's and CDL'S that may affect the
performance of the aircraft.
4.54 MEL INTERPRETATION
When determining if a flight can be released with inoperative equipment, the Captain, Flight Follower and the
Maintenance Department will consult the UAE GCAA approved Minimum Equipment List. Special care must be taken
when multiple MEL items are involved. Attention must also be focused on provisos, i.e. weather and special procedures.
If there is any doubt, do not release the flight. Consider a delay until a definite answer can be determined.
Should additional equipment become inoperative after the flight has been released, during taxi or prior to takeoff, the
procedures relating to the MEL must be applied prior to takeoff. Equipment that becomes inoperative after takeoff will be
dealt with in accordance with established non-normal procedures. The MEL may be consulted for additional guidance.
4.55 FLIGHT CREW USE OF THE MEL
When the flight crew finds an inoperative item an entry will be made in the discrepancy column of the aircraft
maintenance log and the Flight Follower will be notified as soon as possible. MIDEX AIRLINES maintenance
Department will defer the item and Flight Dispatcher will release the aircraft in accordance with the MEL.
When an item is deferred, the MEL in many cases imposes certain 'conditions and limitations" on the operation of the
aircraft. These are found in the remarks or exceptions column in the
Only after the procedures are complied with and documented by an entry in the aircraft logbook is the aircraft airworthy.
Such documentation is required by CAR's prior to operation with any item of equipment inoperative.
When the special procedure has a Maintenance requirement,
MIDEX AIRLINES Maintenance personnel normally perform and sign off the procedure. However, qualified
crewmembers may be authorized to perform maintenance, under the direct supervision of the MIDEX AIRLINES
Maintenance Department. This authorization from MIDEX AIRLINES Maintenance will be in writing and the
authorization must come from the Director of Maintenance, Assistant Director of Maintenance or the Director of Quality
Control, approved by UAE GCAA.
 MIDEX 01 MAY 2007
AIRLINES
Fight Preflight Procedure Page 4-29
Dispatch
Manual
Initial Issue

4.56 ENROUTE LIMITATIONS — ONE ENGINE INOPERATIVE

When operating through areas where mountainous terrain is present, no aircraft may takeoff at a weight, allowing for
normal oil/fuel consumption that is greater than that which allows it, in case of an engine failure, to clear by at lease
2000 feet vertically, all terrain and obstructions within five (5) statute miles of the intended track.
The computer flight planning system utilized by the Company takes this regulation into account and the routes and
weights on the flight plan assure this standard is met.
To comply with this regulation, the Captain and Flight Follower have to ascertain by inspection of the appropriate
low/high enroute chart, the minimum enroute altitude (MEA) at the most critical point along the intended route. Using the
information contained in the Aircraft Operating Manual (AOM), they will be able to compute the aircraft gross weight
at the Critical Point that will permit the aircraft to clear by at least 2000 feet all terrain and obstructions within five (5)
statute miles of the intended track.
Besides the method already described, there are other procedures that will permit the flight to comply with this one
engine enroute limitation:
1) Choose a circuitous route where the terrain is lower
2) Specify an alternate airport along the route, as close as possible to the Critical Point.
3) "Drift-down" which may suffice by itself, or in combination with (2).
4.57 LANDING LIMITATIONS —DESTINATION AIRPORTS
Must be applied when weather reports, forecast, or a combination of the two indicate that runways at the destination
may be wet or slippery at the estimated time of arrival. The effective runway length must be at least 115% greater than
the normal (dry) required runway length for landing (115% of the 60%).
Any runway, which is not dry, is considered wet. Standing water, puddles or continuous rain are not necessary for a
runway to be considered wet. When precipitation conditions are reported or forecasted and are not forecasted to end in
sufficient time to allow the runway to dry, the runway should be considered wet or slippery for the purpose of
complying with UAE CAR's. Alternate airports are not subject to the wet or slippery runway rule.
The Company's Runway Analysis Manual contains charts for calculating landing weights based on wet and slippery
runways. The introduction chapter in the manual has detailed instructions on how to use the charts, If the AOM
performance charts are being used to calculate landing performance on wet or slippery runways, care must be taken to
ensure the appropriate charts and/or corrections are utilized.
 MIDEX En-Route Procedure 01 May 2007
AIRLINES
Flight Page 4-30
Dispatch
Manual
Initial Issue

4.1.1 FLIGHT WATCH

Flight Watch is a required element of the "Operational Control" concept. The essence of Flight Watch
is communications capability between the Captain and the Flight Dispatcher. This communications
capability in most areas of the world is established primarily for messages related to operational
developments other than those upon which the flight was planned to operate. These operational
developments may include the following:
1) Terminal or enroute weather conditions
2) Additional adverse weather phenomena information that may affect the safety of a flight.
3) A significant change in flight plan
4) A diversion
5) A notification of an emergency
The Flight Control Department will utilize any and all of its communications capabilities
discussed in this chapter to implement its "Flight Watch" service.
4.1.2 DEVIATION FROM FLIGHT PLAN
The Pilot-in-Command will normally follow the route filed in the flight plan. Deviations such as those
required by ATC for the expeditious flow of traffic or for weather avoidance will not require prior
notification of the Flight Dispatcher. However, in extended overwater flights, deviations from the
flight plan that may invalidate the purpose of the flight control systems shall be relayed to the Flight
Follower as soon as possible.
No deviation from the authorized route shall be made on an IFR flight without first requesting and
obtaining a new clearance from ATC, except under an emergency situation requiring use of the pilots
emergency authority as outlined in UAE CAR'S.
4.1.3 INFORMATION TO THE PILOT-BN-COMAND
Once a flight has departed, the Flight Dispatcher will monitor the progress of the flight, looking for
any significant changes, and if required, contacting the Captain to amend the original release as
necessary.
It is the duty of the Flight Dispatcher to provide the Captain with any pertinent information that could
affect the safety of the flight. The Flight Dispatcher shall pay special attention to any changes in the
forecasted weather conditions for the route, destination, alternate airport and irregularities of facilities
that may affect the safety of the flight.
Conditions not previously forecasted, such as heavy rain, tornadoes, severe thunderstorm activity,
severe low level windshear, airport condition changes, ATC advisories about delays or rerouting, etc.,
shall be immediately reported to the Captain.
During flight, the Pilot-in-Command shall ascertain that all possible additional information on
meteorological conditions and irregularities of facilities and services that may affect the safety of
flight are obtained.
 MIDEX 01 MAY 2007
AIRLINES
Flight En-Route Procedure Page 4-31
Dispatch Manual
Initial Issue

4.1.4 AIRCRAFT DEPARTURE MESSAGE

As soon as practicable after takeoff, the Pilot-in-Command must send a departure message to the
departing station (if the station has the capability). The departure message must contain at least the
following information:
1. Flight number
2. Departure station (out-off) in UTC time
3. Destination
4. ETA
5. Fuel uplifted in gallons and ramp fuel in kilograms
6. Total payload on board
7. Delay/Delay reason
8. Any additional pertinent information
9. Maintenance status of aircraft
10. SOB's
11. Actual time duty time began (in UTC time)

It is the responsibility of the Handling Agent at the departing station to relay to the Flight Control
Center the departure message immediately after being received. If there has been a delay in excess of
thirty minutes in departing from the blocks, the Handling Agent must include in the departure
message a brief explanation for the delay.
After level-off (or when convenient), the Pilot-in-Command must send the departure message to the
Flight Control Center via Stockholm Radio. For departures from the Company's main base, the
departure message should be sent on the Company's VHF frequency TBN.
4.1.5 CONTINUING FLIGHT IN UNSAFE CONDITIONS
No Pilot-in-Command will allow a flight to continue toward the airport to which it has been released
if, in his opinion the flight cannot be completed safely; unless, the Pilot-in-Command decides that
there is no safer procedure. In that event, continuation toward that airport is an emergency situation
and the Pilot-in-Command must exercise his emergency authority.
Whenever emergency authority is exercised the appropriate Air Traffic Control facility shall be kept
fully informed of the progress of the flight. Company Flight Control must be kept fully advised
through ARINC or the most expeditious means, about the emergency, action taken and progress of
the flight.
 MIDEX 01 MAY 2007
AIRLINES
Flight En-Route Procedure Page 4-32
Dispatch Manual
Initial Issue

The Pilot-Jn-Command shall send a written report of any deviation, through the Director of Flight
Operations, to the GCAA as soon as possible after the flight is completed. The Pilot-in-Command
must fill out a "Captain's Report of Irregularity" form. The Director of Flight Operations will utilize
the information on this form to complete any reports required by the UAE GCAA.
If any instrument or item of equipment required for particular operation becomes inoperative enroute,
the Pilot-in-Command shall comply with the approved procedures for such occurrences specified in
the Aircraft Operating Manual.
4.1.6 RESTRICTION OR SUSPENSION OF OPERATIONS
When the Flight Follower on duty, or the Pilot-in-Command, knows of conditions, including airport
and runway conditions, that are a hazard to safe operations, he shall restrict or suspend operations
until those conditions are corrected.
4.1.7 PROCEDURES FOR RESTRICTION OR SUSPENSION OF OPERATIONS
The Captain and Flight Dispatcher have the responsibility for canceling or re-releasing a flight if in
his opinion the flight cannot operate or continue to operate safely as originally planned or released.
The Captain on his own initiative may propose a cancellation or a restriction when, in his opinion,
conditions are unsuitable for starting or continuing a flight. In such instances, he shall inform the
Flight Dispatcher. If the Flight Dispatcher intends to cancel or restrict a flight at any time after the
Captain reports for duty at point of origin, the Flight Follower will discuss his intentions with the
Captain.
If the flight is in the air, the Flight Dispatcher will make a reasonable effort to obtain Captain's
concurrence prior to initiating cancellation. However, if communications do not permit this in time,
cancellation action may be initiated by the Flight Dispatcher without delay. In any event, the Flight
Dispatcher will inform the Captain of his plan.
The most frequent cause of the Restriction or Suspension of Operations is associated with extreme
weather conditions, such as severe turbulence, severe icing, tornadoes, microburst, etc.
Other important reasons for restriction or cancellation of operations may be a national emergency,
shutdown of airport facilities or Air Traffic Control facilities due to strikes or electrical power outages
affecting navaids, bomb threats, hijacking or an incident with hazardous material, etc. Real and
apparent causes for cancellation or restriction of an operation may be quite numerous. Good judgment
is essential.
 MIDEX Arrival Procedure 01 May 2007
AIRLINES
Flight Page 4-33
Dispatch
Manual
Initial Issue

4.2.1 COMPANY ARRIVAL POLICY

The Pilot-in-Command should make every possible effort to operate to the scheduled destination or
assigned alternate. When the weather is below landing minimum at the time of arrival, it will be the
policy of the Company to hold at the intended destination prior to diversion to the assigned alternate.
This policy is subject to the Captain's decision based on fuel remaining, delays, weather, etc. Safety
is the first priority. The Pilot-in-Command will contact the Flight Control Center as soon as possible
after any diversion. See Chapter 6 for an in-depth discussion on Holding for Destination Airport
4.2. DISPOSITION OF REQUIRED DOCUMENTS
The trip envelope containing all required and other pertinent documents must be returned to the
Flight Control Center when the crew arrives at the main base. The Flight Control Center has the
responsibility to review and store the trip envelopes containing the required flight documents in
accordance to the Requirements of UAE CAR'S.
4.2.3 AIRCRAFT ARRIVAL MESSAGE
As soon as practicable after landing, the Pilot-in-Command shall be responsible for sending the arrival
message to Flight Control via e-mail, SITA, telephone or fax. The Flight Dispatcher on duty will
notify involved stations as necessary.
The arrival message shall contain at least the following information:
1) Flight identification number
2) Arrival times (on/in) in UTC time
3) Fuel remaining in kilograms
4) Maintenance condition
5) Any additional pertinent information
 MIDEX Arrival Procedure 01 May 2007
AIRLINES
Flight Page 4-34
Dispatch Initial Issue
Manual

INTENTIONALLY LEFT BLANK

 MIDEX
01 May 2007
AIRLINES
FLIGHT RELEASE FORM (MDX)
Flight Dispatch Initial Issue
Manual ANNEX 3

OPERATION DIRECTORATE
FLIGHT RELEASE
FLT. NO: A/C TYPE REG: SECTOR: DTE:

DESTINATION PAX CARGO (ALL WEIGHTS IN KGS)

1 A/C TYPE: DRY OP WT MZFWT MLWT MTOWT
2
3
TOTAL ADJUSTED T.OFF WT LIMIT
MZFWT MLWT MTOWT
FUEL DATA
TRIP
MIM. DIV. FUEL PLANNED RTW (LOWEST OF A.B.C)
EXTRA FUEL
RAMP FUEL (A) ZFWT LIMIT (C) LWT LIMIT

=T.OFF FUEL +TRIP FUEL

FUEL POLICY
= TOW (B)TOW PRF LMT = TOW
Tankering
- OPTG WT - OPTG WT - OPTG WT
Sector
RUNWAY T.OFF DATA = MAX PAYLOAD = MAX PAYLOAD = MAX PAYLOAD

RUNWAY IN USE:
OPTG WT = DRY OPTING WT + T.OFF FUEL
TEMP:
ALTERNATE DATA
R TOW: FUEL TO DESTINATION ALT

LIMITED BY: 1 2 3

CREW BRIEFING
PIC CHECK
(-) T.O.WT ND LWT CLAC REMARKS:
(-) FUEL LOADING
(-) NOTAMS
(-) DANGER GOODS
(-) CREW DOCUMENT
(-) ATC FLT PLN
(-) CLEARANCES
(-) ROUTING
(-) ENROUTE WX
DISPATCHER NAME SIG
(-) DEST / ALT WX
(-) CREW PIC NAME SIG
(-) SNY CREW

INFORMATION
ST.MANAGER TEL. NO.:
HOTEL ADD.
TEL No.:
MDX
 MIDEX FLIGHT DISPATCHER CHECKLIST 01 May 2007
AIRLINES

Flight Initial Issue

Dispatch
Manual ANNEX 1
A PRE - FLIGHT CHECKED

1
CHECK A/C TYPE APPLICABLE FOR DESTINATION LCN / PCN
2
CHECK NAV AND LET DOWN CHARTS
3
ROUTE SELECTION
4
INTERMEDIATE STOPS AND ALTERNATE AIRPORT
5 DISTANCE TO BE FLOWN. TIME, BLOCK "OFF AND SECTOR FUEL
REQUIRED

6
FUEL POLICY (TANKERING, SECTOR FUEL)
7 RTOW CHARTS FOR DESTINATION, INTERMEDIATE STOPS AND
ALTERNATE AIRPORTS

8
PERMISSABLE PAYLOAD
9
OVERFLIGHT AND LANDING PERMISSION
10
ATC FLIGHT PLAN
11 WEATHER FORCAST FOR DESTINATION AND ALTERNATE
AIRPORTS

12
PREPARATION OF LOAD / TRIM SHEET IF REQUIRED
13
CHECK NAV BAG FOR CURRENT JEPPESSENS
14
CHECK NOTAMS
B IN - FLIGHT
1 FOLLOW ATC CLEARANCE AND CHANGE ROUTE WHEN
REQUESTED

2
BRIEF PILOT ON ROUTE TO BE FLOWN
3
BRIEF PILOT OF WEATHER ALONG THE ROUTE
4
BRIEF PILOT ON ALL APPLICABLE NOTAMS
5 MONITORING FUEL CONSUMPTION AT CRUISE AND COMPARED
THIS WITH A/C OPERATING MANUAL

6 CALCULATION OF POINT OF NO RETURN AND CRITICAL POINT

WHEN REQUESTED

7
REPLANNING WHEN RE-CLEARED TO ANOTHER DESTINATION

8
ANTI-SKID INOP CALCULATION
 MIDEX FLIGHT DISPATCHER CHECKLIST 01 May 2007
AIRLINES
Flight Initial Issue
Dispatch
Manual ANNEX 2
C POST - FLIGHT
1 COORDINATING WITH HANDLING AGENT FOR ALL FLIGHT SERVICES

2 BRIEF PILOT ON FUEL REQUIRED FOR THE NEXT DESTINATION (IF

APPLICABLE)

3 GIVE TECHNICAL ASSISTANCE WHEN REQUIRED

4 FURNISH LOAD MASTER WITH PERMISSABLE LOAD AND RTOW FOR

NEXT LEG (IF APPLICABLE)

5 PREPARATION OF T.P.T FOR CREW

6 CREW SCHEDULING FOR THE NEXT FLIGHT

7 LOG FUEL PRICES