OPERATIONS MANUAL

OPERATIONSMANUAL

OPERATIONSMANUAL PART-A GENERAL / BASIC 8. OPERATING PROCEDURES 8.4. ALL WEATHER OPERATION 8.5. EXTENDED RANGE OPERATION WITH TWO-ENGINED AEROPLANES (ETOPS) 8.6. USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATIONDEVIATION LIST (CDL) 8.7. NON REVENUE FLIGHTS 8.8. OXYGEN REQUIREMENTS REV16

8. OPERATINGPROCEDURES8.4. ALL WEATHER OPERATION 8.4.1. GENERAL Pre-Flight procedures in addition to normal flight preparation, the following planning andpreparation must be performed when low visibility operations procedures are envisaged(öngörüldüğünde). 8.4.1.1. CREW QUALIFICATION:Crew qualification and currency must be reviewed. a. Both captain and F/O must be qualified and checked out for the intended approach inaccordance with low visibility operation training requirements as explained in OM Part D. b. The following captain's MINIMA codes apply for the pilot in command who are new on that type aircraft. 1) C1; Only CAT-I Approaches are authorized till fulfilling the requirement of 50 hours or 20sectors as Commander in type. (Not authorized to conduct CAT II/III approaches till fulfilling.) 2) C2; 100 meters must be added to CATII/IIIA RVR MINIMA till fulfilling the requirement of100 hours or 40 sectors as Commander in type. (No limitation for previously CAT II/III qualified captains.) 3) C3; Only CAT-I Approaches are authorized till fulfilling the requirement of 100 hours or 40sectors as Commander in type. (Not authorized to conduct CAT II/III approaches tillfulfilling.) ONUR AIR CAT II/III certificate should be carried by the Captain and First Officer for LVO. 8.4.2. AIRCRAFT STATUS Check that required equipment for CAT II or CAT III approach are operative. The requiredequipment list is given in the FCOM and in the AFM. When the aircraft log book is available, confirm that no write-up during previous flights affectsequipment required for CAT II/CAT III maintenance release statement for CAT II/CAT IIIshould be indicated in the log book according to ONUR AIR CAT II/III maintenanceprocedures manual.

8.4.2. AIRCRAFT STATUS 8.4.2.1. AIRCRAFT STATUS DOWNGRADE & UPGRADE According to ONUR AIR CAT II/III MAINTENANCE PROCEDURES MANUAL; Since all Aircraft types (A320/321, A330) are eligible to conduct CAT II/III Operations under normal conditions; unless Aircraft is downgraded from CAT II/III, nothing will be written on the Aircraft maintenance Log page regarding Aircraft status for CAT II/III Operation. If Aircraft is downgraded from CAT II/III due to a confirmed technical defect; the following statement will be written by the certifying staff on the Aircraft maintenance Log Page and Continued Item Page. "AIRCRAFT STATUS: NO CAT II/III CAPABILITY". If Aircraft is dispatches with reference to the MEL, if any and applicable, MEL Reference number will be written just below to this notice as per ONUR AIR MOE Chapter L2 and L2.4. After an adjustment or repair is made on the Aircraft system or Equipment Aircraft will be upgraded to CAT II/III Status. Then, Aircraft will be dispatched with notice "AIRCRAFT IS UPGRADED TO CAT II/III STATUS" on the Maintenance Log page. And Continued Item Page is also updated accordingly. 8.4.3. NOTAMS Review NOTAMS to make sure that the destination airport still meets visual or non-visual CAT II or CAT III requirement: - Runway and approach lighting - Radio nav aid availability - RVR equipment availability, etc

8.4.4. WEATHER PLANNING Check weather conditions at departure, and alternates. The weather forecast should be within ONUR AIR and crew operating MINIMA. 8.4.4.1. DESTINATION WEATHER (CAT II/III APPROACH LIMITS FOR ONUR AIR) MINIMA Air crews shall only select the destination aerodrome when the appropriate weather reports or forecasts, or anycombination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after theestimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable planning MINIMA. - Visibility must be at or above minimums required for the approach before the aircraft reaches the final approach segment. - CAT II/III approaches shall not be attempted when WIND SHEAR conditions are reported or may be suspected to exist. - Wind should be within following table

8.4.4.2. ALTERNATE WEATHER (FOR CAT II/III OPERATION) MINIMA. The selected alternate must have weather conditions equal to or better than CAT I. 8.4.4.3. FUEL : If it is worth taking off with marginal destination weather, careful consideration should be given to loading extrafuel for holding purposes. Potential CAT II/III landings may be lost of if an early diversion is enforced due toinsufficient fuel. It should also be borne in mind that ATC delays due to traffic back-log may continue for some time after clearance. 8.4.5. COCKPIT PREPARATION a. Set instrument lighting and cockpit lighting. b. Check the operation of windshield heat. c. Cross check altimeter readings against stand by altimeter and ramp elevation. d. Review low visibility operating procedures for that airport (including taxi) e. Check familiarity with the CAT II/III Holding Points for the take-off runway and any special taxi wayrouting that should or should not be used. 8.4.6. TAXI a. Check instruments and compass headings. b. Check VOR and DME at check point. c. Comply with low visibility taxiing and holding procedures Hold at CAT II/III holding points. d. Technique: - In poor visibility, e.g. 100 m RVR one will expect to see bright lights 100 m away, but not unlit or poorly lit obstacles such as aircraft wing tips or tails. From certain angles their navigation lights do notshow up well and the greatest distance from which a white painted aircraft may be visible in 100mRVR may be less than 50m. Although movement rates will be low in these conditions, taxi as slowly as necessary for safety.

8.4.6. TAXI (continued) - Do not hesitate to request from ATC the positions of other taxing aircraft or to ask for a "follow me" car. - Use utmost care to taxi according to the issued clearance. That is, use the correct taxi way and runway. Switchon taxi/flood lights, even in daylight conditions, to make you more visible to other aircraft and vehicles. - Use the compass in conjunction with the airfield chart to assess the aircraft position. Ensure that the aircraftdoes not pass the CAT II/III holding point markings - green taxi way centerline lights may be illuminated beyondthe holding point if it does not coincide with a taxi way stop-bar or if a preceding aircraft is just lining up. - Check flight controls before start taxi for ground safety movements. 8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.1. GENERAL : - The commander shall not commence take-off unless the weather conditions at the aerodrome of departure areequal to or better than applicable MINIMA for landing at the aerodrome unless a suitable take-off alternate aerodrome is available. - When multi RVR avaible touch down ,midpoint and roll out RVRs are controlling and all of them must be aboveapplicable minima. Only touch down RVR can assets by pilot, if it is below minima. - When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-offmay only be commenced if the commander can determine that the RVR/visibility along the take-off runway isequal to or better than the required minimum. - When no reported meteorological visibility or RVR available, a take-off may only be commenced if thecommander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum.

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.2. VISUAL REFERENCE The take-off MINIMA must be selected to ensure sufficient guidance to control the airplane in the event of both adiscontinued take-off in adverse circumstances and a continued take-off after failure of the critical power unit. 8.4.7.3. RVR REQUIREMENT ONUR AIR flight crews can perform low visibility take-off if the RVR value is 125m or higher. (If runway edge and centerline lighting and multiple RVR information available) (R) ONUR AIR LVTO MINIMA is based on the following table and LVTO visibility MINIMA (125m) is approved from Turkish DGCA.

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.4. CONVERSION OF REPORTED METEOROLOGICAL VISIBILITY TO RVR . 1. Air Crews must ensure that a meteorological visibility to RVR conversion is not used for calculating take-off MINIMA, Category II or III MINIMA when a reported RVR is available. 2. When converting meteorological visibility to RVR in all other circumstances than those in subparagraph (1) above, crew must ensure that the following Table is used. If take off MINIMA for intended runway is higher than ONUR AIR LVTO MINIMA explained above, the higher MINIMA must be used. Visual reference is the only means of guidance and Commander should not commence the take-off unless the visual reference and reported RVR are within prescribed limits.

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.5 TAKE-OFF ALTERNATE The weather at the departure aerodrome is below Category I landing MINIMA, a suitable return alternate within one hours flying on one engine must be available at which the weather conditions will be at or above the specified CAT I MINIMA at the time at approach is likely to start. Please refer 8.1.2.3.2 paragraph for take off alternate distance table. Air crews shall not select an aerodrome as take-off alternate aerodrome unless the appropriate weather reports or forecasts of any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the aerodrome, the weather conditions will be at or above the applicable landing MINIMA. The cloud ceiling must be taken into account when the only approaches available are nonprecision and/or circling approaches.

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.6. BEFORE LVTO : a. As the aircraft is lined up on the runway, confirm that the aircraft is lined up on the runway centerline lights and not the edge lights. b. Consider tuning the ILS and using it as a centerline indication c. Check that the number of centerline lights and edge lights consistent with the reported RVR and, be sure that visibility is sufficient for safe operations. d. Review departure procedures. e. Review call outs and crew duties for LVTOs f. Cross-check heading information with runway direction. g. Be sure that minimum equipment for LVTOs are serviceable h. Carry out a standing normal take off (Do not use flex take off) i. Comply with low visibility operating procedures.

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.7. DURING LOW VISIBILITY TAKE-OFF : a. A "take-off from the brakes" must be made and the Captain is "Head’s up" all the time during the Take-off roll. b. Use the centerline lights for directional guidance. As speed increases the streaming effect of these improves, and directional control becomes easier. c. Check that air speed indicators within tolerance. d. If departure procedures permit set localizer frequency and inbound course for category II/III ILS facilities and cross check for deviations from centerline. e. Use of landing lights are not recommended for LVTOs f. Check stand-by attitude indicator during lift off and initial climb. g. Comply with SID restrictions. h. CM1 is always pilot flying. i. All LVTOs are TOGA (full take-off thrust) take-offs (Flex take-off not permitted)

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.8 TASK SHARING : a. COMMANDERS (Left Seated Pilot) CM1 (1) Manages takeoff (2) Maintains runway centerline during takeoff roll (3) Makes decision to continue or to reject in case of failures. (4) Makes transition to instruments during lift-off (5) Executes departure b. Pilot Not Flying (F/O) : CM2 (1) Sets T/O thrust if required (2) Makes speed cross checks and call outs "ONE HUNDRED" (3) Monitors engines instruments and calls: "V1", "ROTATE", "POSITIVE CLIMB" (4) During lift off and initial climb cross checks stand-by altitude indicator (5) Announces failures in case of failure conditions. (6) Monitors speed and attitude and announces significant deviations

8.4.7. LOW VISIBILITY TAKE OFF (LVTO) 8.4.7.9 REJECTED TAKE OFF a. If it is necessary to reject the take-off when the visibility is very limited, directional control with reference to the center-line lights may become relatively less easy as speed is reduced. b. Apply full braking (Use Auto-Brake when available) to ensure the aircraft stops before the end of the runway. c. Max. reverse thrust should be considered if rejected at high speeds and weights. d. As soon as the cent-line lights change to alternate red and white there is 900 m of runway left and ground speed should in no case be higher than 100 kt. e. When only 300 m of runway remains the center-line changes to continuous red lights. f. It should be remembered that the far end of the runway may have poor friction coefficient due to rubber deposit.

8.4.8 CATEGORY II/III APPROACH AND LANDING Prior to commencing a CAT II/III approach in addition to their normal checks, the pilots should check the followings; a. Review the weather for destination and alternate airports. When the RVR is close to, or below, minimum captains should bear in mind that the RVR quoted on volmet and ATIS is the reading at the time of that observation, which may not be representative of the current conditions. Where crew workload permits, it is advisable to maintain a listening watch on Tower (App) frequency and log the RVR reports given. STOP BARS Stop bars are placed at each taxi-holding position when the runway is intended for use at an RVR less than 400m and are specially required for all CAT III approaches. The lights of the stop bars show red and are spaced at intervals of 3m. These stop bars are an efficient means to avoid aircraft intrusion into the obstacle-free zone (OFZ) or into the critical/sensitive area during approaches in very low visibility conditions. REQUIREMENT FOR THE USE OF APPROVED SIMULATOR : For low visibility operations, a simulator approved for the CAT II/IIIA/IIIB must be utilized. - Check AERODROME equipment status. Runway approved for CAT II/III. Aerodrome operating CAT II/III (ATIS). - Check crew qualification for the approach required. Qualified for conditions. Familiar with lighting pattern familiar with runway turn off point. Captain's eye position checked so that he can just see the base of the windscreen wiper spindle. (If applicable depends on aircraft type)

8.4.8 CATEGORY II/III APPROACH AND LANDING REQUIREMENT FOR THE USE OF APPROVED SIMULATOR :(continued) - Check aircraft systems status - In case of degraded or unserviceable ground or inboard equipment decide on new MINIMA (if required) - Review applicable MINIMA, approach and call outs. (Review CAT II and CAT MINIMAalso to use in case of down grading conditions during approach) - Review task sharing. (Look at Type FCOM, FCTM and CHAPTER 3) - Review procedures in case of failures - Review use of landing lights. At night in low visibility conditions, landing lights can bedetrimental to the acquisition of visual references. Reflected light from water dropletsor snow may actually reduce visibility. Landing lights would therefore not normally beused in CAT II or CAT III weather conditions. - Review required ATC calls - Review runway exit plan and low visibility procedures for the landing airfield. - Adjust seat position. The Pilot-in-Command seat should be adjusted so that the pilothas a good view down the plane of the glare shield to the bottom of the windscreen. Sitting too high will distort the normal perception of aircraft altitude and height aboverunway during flare and touchdown. With the seat adjusted too low the cut-off areabelow the aircraft nose is increased and the visual ground segment may be reduced. With the seat too low, the pilot may have a tendency to lower the aircraft nose in orderto increase the visual ground segment. - Before commencing approach be sure that "Low Visibility CAT II/III Procedures inoperation" message is heard on ATIS frequency or passed by ATC.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.1 CAT II OR CAT III CREW BRIEFING The briefing should include the normal items as for any IFR arrival and in addition to thefollowing subjects should be covered prior to the first approach: - Destination and alternate weather, - Airfield and runway operational status CAT II/CAT III, etc. - Aircraft systems status and capacity, - Brief review of task sharing, - Review approach procedure (stabilized or decelerated), - Review applicable MINIMA (performance page), go-around procedure, ATC calls, - Brief review of procedure in case of malfunction below 1000 ft. - Optimum seat position and reminder to set cockpit lights when appropriate 8.4.8.2. DESCEND/APPROACH CLEARANCE Before approach or descend (in case of holding),LVP should be in force. 8.4.8.2.1. APPROACH PROCEDURES The procedures given in FCOM for CAT II and CAT III approaches make the best use of theautomatic system of the aircraft Automation should be used to the maximum extent possibleduring approach, landing and roll out, manual landings are not recommended during low visibility approaches. 8.4.8.3. TASK SHARING ONUR AIR task sharing for a CAT II/CAT III approach is that CM-1 is PF and CM-2 is PNF. The workload is distributed in such a way that the PF primary tasks are supervising anddecision making, and the PNF primary task is monitoring operation of the automatic system, according aircraft crew manuals.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.4. RESERVED 8.4.8.5.VISUAL REFERENCE Decision making to continue approach after DH is based on two criteria : a. Visual references must be adequate to monitor the continued approach and landing. b. The aircraft must be in a position from which a normal approach and landing can be made to the runway of intended landing. If these two criteria are not met upon reaching decision height or any time there after the Commander shall immediately execute the missed approach procedure. 8.4.8.5.1. VISUAL REFERENCE FOR CAT II APPROACHES: a. Approach below CAT II decision height may not be continued unless visual reference containing a segment of at least three consecutive lights being; (1) The centerline of approach light, or (2) Touch down zone lights, or (3) Runway Centerline lights, or (4) Runway Edge lights, or (5) A combination of these is attained and can be maintained. b. These visual reference must include a lateral element of the ground pattern i.e. an approach lighting cross bar or the landing threshold or a barrette of touch down zone lighting.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.5.VISUAL REFERENCE 8.4.8.5.2 VISUAL REFERENCE FOR CAT III A APPROACHES; Approach below CAT IIIA decision height may not be continued unless a visual reference containing of at least three consecutive lights being; a. The centerline of approach lights, or b. Touch down Zone Lights, or c. Runway Center Line lights, or d. Runway Edge lights, or e. A combination of these is attained and can be maintained. 8.4.8.5.3.RESERVED 8.4.8.5.4 DETERIORATION OF VISUAL REFERENCE : a. After passing DH; if visual references subsequently became insufficient for a category II approach, and visual references can not be maintained, an immediate go around must be executed by the Commander at or above 50 feet. b. For a category III approach; if visual references can not be maintained after passing decision height, an immediate go around must be executed by the Commander. 8.4.8.6.INTENTIONALY LEFT BLANK 8.4.8.7. AFTER LANDING : a. After vacating runway Commander continues taxiing until clear of ILS sensitive area to the designated holding point. NOTE : Within the localizer sensitive area taxi way lights are coded by alternate yellow and green lights.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.8 TOUCH DOWN & STOPPING (TECHNIQUE) The visual phase of a Category II/III approach is more demanding than the instrument phase, and visual references may be misleading. With the aircraft properly tracking and aligned at Decision Height, the aircraft should be in good position to land, consequently only small corrections will be required for a safe touchdown. (R) - Aircraft should touchdown between 1000 and 1500 feet from the threshold (300-450 m) and within the Touchdown zone 27 feet either side of the centerline. - Do not try for a smooth touchdown. A "float" at 140 knots will over fly 230 feet (70 m) of runway each second. - Use auto brakes (if installed). - At touchdown, if ground spoilers have not automatically deployed, immediately extend them manually. Use normal reverse thrust and braking while insuring that the aircraft is tracking properly down the centerline. - Coloured centerline lights define the last 3000 feet (900 m) of runway remaining during roll out. Thefirst 2000 feet (600 m) are alternating red and white lights while the last 1000 feet (300 m) is definedby all red centerline lights.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.9. MANUAL FLARE AND LANDING : a. Task sharing are the same as out lined in above paragraphs. b. The call outs are the same, except auto land related call outs. Auto land call outs are omitted. c. The threshold should be crossed on glide path. Avoid over controlling. GP is very sensitive below 100 feet. d. If no glide path available aim for 50 feet TCH. e. Maintain stable thrust altitude down to 40 feet height then; (1) Slowly reduce thrust to reach idle at touch down (2) Only minimal flare is required (3) Achieve a firm touch down without floating. (4) Check that VVI is not more than 600 fpm (360 fpm for Max TOW) (5) Keep wings level during touch down 8.4.8.10. FLIGHT PARAMETERS DEVIATION CALLS The following calls would normally be made by the PNF and acknowledge by the PF. However, any crew member who sees a deviation outside the following limits should make the appropriate call. If any of these limits exceeded approaching DH, a go-around should be considered. (Ref. Aircraft FCOMs)

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.11. THE MISSED APPROACH : In addition to a missed approach for any routine operational reason, a CAT II/IIIA ILS approach shall be aborted if; a. During the approach any of the essential airborne or ground equipment becomes inoperative and reversion to a higher MINIMA is not possible. b. After passing outer marker, an instrument cross-check shows a significant discrepancy; c. Excess deviation of localizer or glide slope below 800 feet AGL: and, above 100 ft AGL for GS/and above 50 ft AGL for localizer. d. The visual reference is not sufficient at DH. e. A touch within touchdown zone is not possible. 8.4.8.12. APPROACH BAN The final approach segment will not be continued beyond the OM or equivalent (1000' for ONUR AIR) DME distance if the reported RVR is below the published MINIMA for TDZ and MID transmissometers. After OM or equivalent, if RVR (falls below the applicable minimum) becomes lower than the MINIMA, the approach may be continued. Near by RVR limitation, following requirements need to check before commencing approach - crew qualification requirements; - onboard equipment requirements; - ground based equipment requirements.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.13. FAILURES AND ASSOCIATED ACTIONS 8.4.8.13.1. GENERAL: In general there are three possible responses, to the failure of any system, instrument or element during the approach. - CONTINUE the approach to the planned MINIMA. - REVERT to higher MINIMA and proceed to a new DH (above 1000 ft). - GO AROUND and reassess the capability. The nature of the failure and the point of its occurrence will determine which response is appropriate. As a general rule, if a failure occurs above 1000 ft AGL the approach may be continued reverting to ahigher DH, providing the appropriate condition are met (refer to "downgrading condition" here after). Below 1000 ft (and down to AH when in CAT III DUAL) (A320/321) the occurrence of any failure implies a go-around, and a reassessment of the system capability. Another approach may then be undertaken to the appropriate MINIMA for the given aircraft status. It has been considered that below 1000 ft, not enough time is available for the crew to perform the necessary switching, to check system configuration and limitations and brief for MINIMA. In CAT III DUAL, (A320/321) in general, a single failure below AH does not necessitate a go-around.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.13. FAILURES AND ASSOCIATED ACTIONS 8.4.8.13.2. ABNORMAL PROCEDURES The required procedures following failures during CAT II or CAT III approaches are provided in the Approved Flight manual (AFM). These procedures have been established and approved during the aircraft CAT II and CAT III certification. A simplification of the AFM abnormal procedures was desirable for actual operation. Therefore, thesesimplified abnormal procedures, which are necessarily more conservative, are published in the FCOM. THE ABNORMAL PROCEDURES CAN BE CLASSIFIED INTO TWO GROUPS: 1. Failures leading to a downgrading of capability as displayed on FMA and ECAM with an associated specific audio warning. 2. Failures which do not trigger a downgrading of capability but are signalled by other effects (FMA indication, Flag, ECAM warning, amber caution and associated audio warnings) It should be noted that some failures may trigger ECAM warnings, cautions and a downgrading of capability. * The FCOM describes what should be the crew responses to failures function to the height:

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.14. EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED EQUIPMENT: 1. These instructions are intended for use both pre-flight and in-flight. It is not excepted however thatthe commander would consult such instructions after passing the outer marker or equivalent position. 2. If failures of ground aids are announced at such a late stage, the approach could be continued at the commander's discretion. 3. If, failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 9 Chapter 8.1.3.5.8., and the approach may have to be abandoned to allow this to happen.

8.4.8 CATEGORY II/III APPROACH AND LANDING 8.4.8.14.1. CAT II /III LOG 8.4.8.15. AIRPORT CATEGORIES Refer to OM PART C page 6.4.1 Category B and C Airports.

8. OPERATINGPROCEDURES8.5. EXTENDED RANGE OPERATION WITH TWO-ENGINED AEROPLANES (ETOPS) Introduction ETOPS (Extended Twin Operations) operations apply to all revenue flight conducted in atwin engine aircraft over a route that contains a portion further than one hour flying time froma suitable alternate airport, an approved one engine inoperative cruise speed. ETOPS approval ETOPS operation is allowed if: - the aircraft is ETOPS certificated - the operator has been granted ETOPS operational approval . The ETOPS capability of the aircraft is declared in the following documentsapprovedbyairworthinessauthorities : - Aircraft Flight Manual - ConfigurationMaintenanceandProceduresStandards (CMP) - Master Minimum Equipment List (MMEL)

8. OPERATINGPROCEDURES8.5. EXTENDED RANGE OPERATION WITH TWO-ENGINED AEROPLANES (ETOPS) ETOPS approval (continued) The operational approval is granted to an airline depending on the following criteria : - operationalexperience - aircraftconfiguration - maintenancepractices - ETOPS training (Flight crews, maintenance personnel, dispatchers - in-service reliability - operationaldocumentation - validationflight IMPLEMENTATION ONUR AIR is not conducting ETOPS operation. In the very rare case, (when theaircraft transferring to the continent of AMERICA) ETOPS operation is performed. In thatcase the flight crew is going to take a special training for that flight.

8. OPERATINGPROCEDURES8.6. USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATIONDEVIATION LIST (CDL) Minimum Equipment List (MEL) and Configuration Deviation List (CDL) are approveddocuments allowing operations with certain items, systems, equipment, instruments orcomponents inoperative or missing as it has been demonstrated that unacceptable level ofsafety is maintained by appropriate operating limitations, by the transfer of the function toanother operating components (s) or by reference to other instruments or componentsproviding the required information. ONUR AIR's MEL is developed base on Airbus Industrie and customized by the ONUR AIR as a function of its own operational policies and national operational requirements. The CDL is included in the Airplane Flight Manual (AFM). Whilst operating within the limits of the MEL / CDL the aircraft is deemed to be airworthy and capableof operating within the specified environment (Refer to MMEL preamble). An aircraft must not be dispatched with multiple MEL / CDL items inoperative without the commander having first determined that any interface or inter relationship between inoperative systems or components will not result in a degradation in the level of safety and/or undue increase in crew workload.

8. OPERATINGPROCEDURES8.6. USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATIONDEVIATION LIST (CDL) (continued) The exposure to additional system failures during continued operation with inoperative systemsor components must also be considered in determining that an acceptable level of safety is maintained. It is company policy that every effort be made to maintain 100 % serviceability with rectification beinginitiated at the first practical opportunity. In case of defect, engineering personnel will certify in the Technical Log adjacent to the appropriate defect the MEL/CDL subject title, system and item number together with any operational limitations. At the completion of any engineering tasks associated with the particular MEL item engineering personnel will placard the inoperative instrument switch, light, etc. When applicable, operational flight plan, take off and landing performance and fuel requirement penalties must be taken into account due to inoperative equipment or component. When a MEL / CDL item is rectified, engineering personnel should make an entry in the Technical Logidentifying the item and details of the rectification, including a statement that the MEL / CDL item hasbeen removed. Appropriate MEL placards must then be removed from the cockpit.

8. OPERATINGPROCEDURES8.7. NON REVENUE FLIGHTS • Types of non revenue flights - Ferry (with or without passenger or cargo) - Technical demonstration - Technical flight (aircraft/systemcheck) - Training • Flight crewqualificationrequirements Flight crew qualifications must be the same for non revenue flights as for revenue flights, except forlocal technical demonstrations and for training flights where the second pilot does not have to bequalified for the considered aircraft type, if the commander is an instructor qualified for theconsideredaircrafttype. Refer also to chapter 5 - Qualification requirements.

8. OPERATINGPROCEDURES8.7. NON REVENUE FLIGHTS • Passengers in a non revenue flight The rules determining minimum number of flight attendants for a revenue flight are also applicablefor a non revenue flight. In a non revenue flight, flight attendants could be persons having an usual in a non revenue flightattendant but having demonstrated to the commander familiarity with the necessary functions to beperformed in an emergency or a situation requiring emergency evacuation and is capable of using theemergency equipment installed on that aircraft. In accordance with the commander the demonstration of safety belt, oxygen mask, life vestand emergency evacuation may be avoided, if all person on board are familiar with thedemonstration of their use. The commander have to check that the insurance is valid for the type of flight and for thepersons who are carried.

8. OPERATINGPROCEDURES8.8. OXYGEN REQUIREMENTS 8.8.1. CONDITION UNDER WHICH OXYGEN MUST BE PROVIDED AND USED Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of depressurisation, smoke or toxic gas emission. Additional "First Aid Oxygen" is required for passengers when the flight is planned to fly above 25000 ft. This First Aid Oxygen must still be available after a depressurisation. Description and use of Oxygen system and equipment are indicated in the FCOM System Description volume and in CAM of each aircraft. Onur Air require that flight crew must use oxygen whenever the cabin altitude exceeds 10,000 feet. 8.8.2 REQUIREMENT FOR CREW AND PASSENGERS.  Supplemental oxygen for sustenance : To operate a pressurized aircraft above 10000 ft the quantity of supplemental oxygen on board for sustenance must be established, for the most critical point of the flight (case of depressurisation) from the standpoint of oxygen, applying the following rules, the cabin pressure altitude being considered the same as the aircraft altitude following a cabin depressurisation :

8. OPERATINGPROCEDURES8.8. OXYGEN REQUIREMENTS 8.8.2 REQUIREMENT FOR CREW AND PASSENGERS.(continued)  First aid oxygen : The quantity of oxygen required as first aid must be enough to provide 2 % of passengers and no less than 2 passengers with undiluted oxygen at a flow rate of at least 3 litres per minute (Standard Temperature Pressure Dry) for the part of the flight above 8000 ft following a depressurisation. This quantity of oxygen must be added to the required oxygen quantity for the case of emergency descent. The first-aid oxygen equipment shall be capable of generating a mass flow to each user of a least 4 litres per minute (STPD). Means may be provided to decrease the flow to not less than 2 litres per minute (STPD) at any altitude.

8. OPERATINGPROCEDURES8.8. OXYGEN REQUIREMENTS 8.8.2 REQUIREMENT FOR CREW AND PASSENGERS.(continued)  Crew protective breathing equipment : An easily accessible quick donning type of breathing equipment for immediate use is required for each cockpit crew member. A portable protective breathing equipment is required at each cabin crew station, in galleys and cargo compartments. This equipment must protect the eyes, nose and mouth of each crew member while on duty and to provide oxygen for a period of not less than 15 minutes. The oxygen required for breathing protection can be included in oxygen required for sustenance, for depressurisation and in first aid oxygen.

8. OPERATINGPROCEDURES8.8. OXYGEN REQUIREMENTS 8.8.2 REQUIREMENT FOR CREW AND PASSENGERS.(continued)  Oxygen required for each cockpit crew member : The quantity of oxygen required for each cockpit crew member must be enough to supply them with oxygen for : The Operator shall ensure that sufficient stored breathing oxygen for flights operated at flight altitudes greater than 10,000 feet is carried: a)for all crew members and 10% of passengers for any period in excess of 30 minutes that the altitude in compartments occupied by them is between 10,000 feet and 13,000 feet ; b)for the crew and passengers for any period that the altitude in compartments occupied by them will be greater than 13,000 feet ; The Operator shall require and ensure that no flight is commenced unless a sufficient quantity of stored Breathing Oxygen is carried to supply all the crewmembers and passengers in the event of loss of pressurization, for any period that the altitude in any compartment is more than 10,000 feet. In addition, when a flight is operated at flight altitudes greater than 25,000 feet or which, if operated at flight altitudes lesser than 25,000 feet and cannot descend safely within four minutes to a flight altitude equal to 13,000 feet, there shall be no less than 10 minutes supply for the occupants of the passenger compartment.

8. OPERATINGPROCEDURES8.8. OXYGEN REQUIREMENTS 8.8.3 THE PASSENGER CAPACITY AND THE OXYGEN MASK IN ONUR AIR AIRCRAFT For controlling The Passenger Capacity And The Oxygen Mask In Onur Air A/Cs, check the Envelope on the Fwd. Galley Wall or A/C Document Folder.

OPERATIONS MANUAL