Professional Documents
Culture Documents
Version 11
Aim
The aim of this brief is to familiarise all handling agents with Flybes Q400 aircraft in order to carry
out passenger handling, dispatch or ramp duties.
AIRCRAFT SPECIFICS
The Q400 is a high winged, T tailed monoplane with two wing mounted turboprop engines.
Door Operation
Wind Limits: Do not operate external doors if wind speeds or wind gust speeds are
greater than 65 kts
Preferred
1A/1B AND 2C/2D are emergency exit row seats. 2C or 2D MUST be allocated for every flight.
Emergency exit row seats must have at least one passenger seated in each pair of seats.
As these are Emergency Exit rows the seats cannot be used by PRMs, passengers with infants or a
large passenger needing an extension seatbelt.
Seating of PRMs
When allocating seats, passengers with limited mobility should be seated towards the front of the
cabin, near to the only toilet, but not in the seats listed above. Where PRM passengers allocate their
own seats, every reasonable effort should be made to accommodate the PRM in the seats they have
selected.
LMC Passengers
Bay C has no trim effect so should be used for all LMC passengers wherever possible. LMCs placed
into bay C have no limits other than the maximum for the bay (i.e. if bay C is empty, 20 passengers
without hold bags can be accepted). All other LMCs (passengers not in bay C, fuel, ballast, bags,
freight etc) have a maximum limit of +/-300kg before a new loadsheet must be produced.
CABIN BAGGAGE
Passengers carry-on baggage must fit into approved bag sizers. When gate staff do not check
passenger bags they will be creating an evacuation / trip hazard during boarding for passengers and
crew alike. Large bags must not be taken by the cabin crew as the passengers board, as they build up
in the doorways.
All large bags MUST be tagged at the gate, given to the loaders and
placed into the hold.
LOAD PLANNING
Essentially, it is the Load Controllers responsibility to ensure a safe trim/load plan is obtained.
Because of the variety of routes this aircraft will operate, these guidelines may be deviated from
should the load controller see fit. Optimal trim for most efficient flight is between MAC 27 and 29%
(at all weights).
FLIGHT ENVELOPE
Note that the Q400 has THREE forward trim limits when the aircraft is below its MZFM. Above this
weight the full envelope is available.
Caution is needed when the bag figure or average bag weight is low as the aircraft will become very
nose heavy. In these circumstances ballast may be required or passengers may have to be moved.
** DO NOT MOVE ANY PASSENGERS WHO HAVE PRE ASSIGNED THEIR SEATS **
HOLD BAGGAGE
Even with passengers spread throughout the cabin the Q400 can become nose heavy, so Hold 7
should always be filled first. Handlers must take note that Hold 7 has a floor loading limit of 454 kg.
Flybe uses standard weights of 13kg per bag for international flights and 12kg per bag for domestic
flights but actuals may be used if annotated on the loadsheet. When standard bag weights are used
for calculating the loadsheet, plan for 34 bags in H7 with the remainder (up to capacity) in H6.
It should also be noted that Holds 6 and 7 also have a combined maximum load of 1225 kg.
Do not remove any previously loaded ballast from a hold without consulting the crew; it may be
required for the flight.
During training flights, extra crew are located on the jump seat and the a/c has no weight in the tail, it
is recommended that (where available) ballast is used for these flights, and a standard weight of
200kg is positioned in Hold 7 to enable an in trim loadsheet.
Animals should be loaded in either of the rear holds and not the forward hold.
.
Twist: twist the central point to release the
prop and allow for the pole to extend and
detract.
If the door is particularly heavy, which may suggest a fault, please ensure that this is reported to the
crew so that the appropriate entries can be added to the aircraft tech log.
The door nets MUST be secured for EVERY FLIGHT, regardless of load.
For this reason it is normally recommended that Hold 5 is only used for trim purposes or as an
overflow after the other holds are full.
H5 must always be checked for bags before the LIR can be signed on every turnaround with the
assistance of the cabin crew.
The aircraft is very sensitive and will not accept power fluctuations from the GPU or FEGP.
CAUTION:
Whenever a GPU is connected to an aircraft the draw bar must be removed from the tug.
CHOCKING OF AIRCRAFT
Use either one double-width chock or two single width chocks. Do not place only one single-width
chock between double nose wheels. If using double width chocks always ensure that the chock will
not become trapped under the towbar when the aircraft settles as passengers board the aircraft.
Chocks should be positioned so that they just touch the wheel of the aircraft. Gaps must not be left
as this can create a rocking effect which will cause the aircraft to nudge chocks out of position thus
allowing the aircraft to move. Similarly both nosewheels or mainwheels on the same oleo most be
chocked.
FUELLING POINT
The aircraft pressurised refuelling point is located at
the rear of the right hand engine cowling.
DOOR CLOSING
Warnings can be triggered if the doors are not properly closed. After closing the doors or when
completing the walk around, check the door handles are fully closed and secure.
Rear cabin doors and forward hold (Hold 5) door handle, check the centre hub of the handle is flush
with the fuselage.
STEPS
The aircraft is fitted with one set of steps built into the forward passenger door and one set of
manually operated airstairs at the rear passenger door opening. The operation of the front passenger
door steps should be completed by 1 member of staff only.
Ensure PRMs are only boarded and disembarked through a passenger door and NOT the service door.
Seating
When allocating seats, passengers with limited mobility should be seated towards the front of the
cabin, near to the only toilet, but not in emergency exits. Where PRM passengers allocate their own
seats, every reasonable effort should be made to accommodate the PRM in the seats they have
selected. Please see page 4 of this handling guide for cabin layout and preferred seating.
Electric mobility devices may require the use of spreaders. The Flybe spreader
calculator will show if they are necessary and can be found in the Flybe Ground
Handling Manuals at http://ghm.flybeas.com/manuals/
Wherever possible, PRM devices should be loaded into Hold 6 and tied down to the net mounting
rings. All devices will be loaded into the hold doorways and will be netted off from all baggage
Mobility aids will need to be stored if they exceed these limitations.
How to report
It is easy to report a safety event, simply go to either www.flybe.com/rampmanual or follow the
direct link https://www.flybe.com/incidentReport/login.do
What to report
Anything which you feel has a safety risk, safety impact on the operation or has the potential to
impact the safe operation over time.
Flybe would also welcome and encourage near miss reporting. This is where an event may occur but
is rectified by staff before the flight departs. The report will detail what happened and who/what
actions prevented it from going ahead ultimately preventing a safety event taking place.
These reports may also include events where simply luck prevented a safety event or potential safety
event.
If you have any further questions, or suggestions for this handling guide, please contact us using the
following addresses.
Email: GroundSafety@flybe.com