OPERATIONS MANUAL PART A
(OM-A)
FLIGHT OPERATIONS DEPARTMENT
Confidentiality
This document contains information that is confidential to Greater Bay Airlines and is
intended for disclosure to and use by authorised persons only.
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Operations Manual Part A
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Operations Manual Part A
0 Administration and Control
1 Organisation and Responsibilities
Operations Manual Part A
2 Operational Control and Supervision
3 Quality, Safety and
Management Systems
Security
4 Crew Composition
5 Qualification Requirements
6 Crew Health Precautions
7 Flight Time Limitations (Issue 02)
8 Operating Procedures
9 Dangerous Goods
10 Security
11 Reporting
12 Rules of the Air
13 Leasing
14 Glossary
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Operations Manual Part A
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Operations Manual Part A
Chapter 0 - Administration and Control
CONTENTS
Subchapter
Page
0.1
Revision Record
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Temporary Revision Record
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Highlight of Changes
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List of Effective Pages
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Distribution List
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Authority
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Responsibility
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Scope
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Compliance Statement
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Conditions of Use
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Introduction
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Common Language
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Structure of Operations Manual
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Administration and Revision
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Pagination
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Operations Manual Part A
Chapter 0 - Administration and Control
0.1
REVISION RECORD
Revision Number
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FOP-M001 (01 Aug 2023)
Revision Date
09 Aug 2021
22 Sep 2021
12 Nov 2021
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03 Nov 2022
31 Mar 2023
01 Aug 2023
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0-2
Operations Manual Part A
Chapter 0 - Administration and Control
0.2
TEMPORARY REVISION RECORD
Temporary Revision Number
FOP-M001 (31 Mar 2023)
Date
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Signature
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Operations Manual Part A
Chapter 0 - Administration and Control
0.3
HIGHLIGHT OF CHANGES
(Other than the items listed below, changes are editorial.)
Page
Comment
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8-230
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Operations Manual Part A
Chapter 0 - Administration and Control
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0-13
Operations Manual Part A
Chapter 0 - Administration and Control
0.5
DISTRIBUTION LIST
Copy Holder or Location
FOP Library
CAD
Approved Training Organisation - Boeing (Miami)
Approved Training Organisation - Boeing (Singapore)
EFB
E-Library at Microsoft Teams
FOP-M001 (01 Aug 2023)
Rev 06
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00
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Digital
Digital
Digital
Digital
0-14
Operations Manual Part A
Chapter 0 - Administration and Control
0.6
AUTHORITY
The authority for this manual is derived from the General Manager Flight Operations
(GMFO). He is accountable for its contents, and for keeping the instructions and
information up-to date. Where required, he shall supply the CAD with intended
amendments and revisions prior to the effective date.
0.7
RESPONSIBILITY
The Chief Pilot (CP) is responsible for this manual and its contents. Revision of this
manual is conducted under his direction.
The Owner of a manual (or a section of the manual) is responsible for the contents and
their accuracy. The responsibility for a manual is with the person who has the final
authority to approve the contents and any subsequent changes to the manual.
0.8
SCOPE
This manual sets out the policies and procedures pertaining to Operational activities.
0.9
COMPLIANCE STATEMENT
The Operations Manuals comply with the requirements of the latest publications of the
CAD, the AN(HK)O, the AOC conditions and the corresponding Operations Specifications.
0.10
CONDITIONS OF USE
This manual is the property of Greater Bay Airlines. No part of this document may be
reproduced, stored in or introduced into a retrieval system, or transmitted in any form or by
any means (electronic, mechanical, photocopy, recording or otherwise) without the prior
written permission of Greater Bay Airlines.
Should anything in this manual be inconsistent with legal requirements, the legislation
shall take precedence. Any inconsistency should be brought to the attention of the manual
owner.
FOP-M001 (31 Mar 2023)
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Operations Manual Part A
Chapter 0 - Administration and Control
0.11
INTRODUCTION
The Operations Manual Part A (OM-A) defines the organisational policies and procedures
of Greater Bay Airlines Company Limited operations. They are approved and/or accepted
by the Hong Kong Civil Aviation Department.
Authority Approval - the Authority has reviewed the method, procedure or policy in
question and issued a formal written approval.
Authority Acceptance - the Authority has reviewed the method, procedure or policy in
question and issued a formal written acceptance.
Compliance with published policies and procedures is mandatory. All Company flights
shall be operated in accordance with the regulations of this Operations Manual, the
conditions stated in the Air Operator’s Certificate (AOC) and the associated Operations
Specifications.
All operational staff including external service provider(s) shall have access to the
Operations Manuals and are required to adhere to instructions laid down in them. Any
deviations should be reported to the manual owner, the reasons for such deviation being
given. However, nothing contained in this OM shall prevent personnel from exercising their
own best judgement during any situation for which the OM makes no provisions, or in an
emergency situation. The Commander may, in an emergency situation, take any action he
considers necessary under the circumstances to secure the safety and security of the
aircraft.
All Flight Operational Crew and Ground Staff will be provided with Intranet access to the
most up-to date version of the OM.
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Operations Manual Part A
Chapter 0 - Administration and Control
0.12
COMMON LANGUAGE
0.12.1
General
The Company OM and all associated documentation (including forms) will be produced in
the English language. Communication, both verbal and written, shall take place in English.
The English language shall be used:
i) on the Flight Deck during line operations;
ii) between Flight Crew and Cabin Crew during line operations;
iii) during Flight Crew training and evaluation activities.
All operations personnel shall understand the English language to the extent that they
understand those written parts of the OM which pertain to their duties and responsibilities.
English Proficiency of all operations staff shall be verified during the recruitment process.
0.12.2
Interchangeability of Words
This OM, as well as all other Company publications, applies to personnel of all genders.
For simplification, references in the text are made in the masculine gender, e.g. “he”.
Where appropriate, "she" or “they” should be added to or substituted for "he".
In all Company manuals and publications:
i) “Shall”, “Will”, “Must”, or an action verb in the imperative sense, mean that the
application of a rule, procedure, or provision is mandatory;
ii) “Should” means that the application of a procedure or provision is recommended;
iii) “May” means that the application of a procedure or provision is optional.
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Operations Manual Part A
Chapter 0 - Administration and Control
0.13
STRUCTURE OF OPERATIONS MANUAL
0.13.1
Policy
It is Greater Bay Airlines policy that operational personnel are personally responsible for
compliance with the applicable laws, regulations and procedures in all locations where
operations are conducted.
0.13.2
Manual Structure
0.13.2.1
Organisation of OM Parts
The Operations Manual is organised into the following structure:
i) OM-A – General;
ii) OM-B – Aircraft Operating Matters;
iii) OM-C – Route and Airport Instructions and Information;
iv) OM-D – Training;
v) OM-E – SEP.
vi) SOPS – Standard Operating Procedures Supplement.
Each Part is divided into chapters (e.g. Chapter 0), sub-chapters (e.g. 0.1), sections (e.g.
0.1.2) and sub-sections (e.g. 0.1.2.1). Each manual page bears a reference in the footer
indicating the document control information, revision number, the chapter number and the
page number.
0.13.2.2
OM-A: General
This manual contains the departmental organisation, authorities and responsibilities,
operational policies, instructions, procedures and guidance needed for Flight Operations
personnel to perform their duties.
0.13.2.3
OM-B: Aircraft Operating Matters
The OM-B contains all aircraft type related instructions and procedures required for safe
operations including:
i) FCOM;
ii) QRH;
iii) FCTM;
iv) AFM;
v) Company DDG;
vi) Aircraft Performance Handbook.
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Operations Manual Part A
Chapter 0 - Administration and Control
0.13.2.4
OM-C: Route and Airport Instructions and Information
The OM-C consists of airport and route information necessary for the safe operation of
Company aircraft in the approved area of operation:
i) OM-C SUPP
This is the Jeppesen Flight Information Supplement;
ii) OM-C CHARTS:
This consists of the Jeppesen route and airport charts applicable to the route
to be flown. It may be provided as a full set of charts, or as a route-specific
trip kit;
iii) OM-C GEN:
This manual contains the Company’s area briefings, route briefings, special
route analysis, airport briefings and notes on regional Air Traffic Control;
iv) NOTAMs;
v) Ground De-icing and Anti-icing Manual
0.13.2.5
OM-D: Training Manual
The OM-D contains the Company's training policies, training programmes, procedures and
syllabi.
0.13.2.6
OM-E: SEP Manual
The OM-E is the Safety and Emergency Procedures Manual and contains related
information.
0.13.2.7
SOP Supplement
The SOP Supplement contains Company-specific procedures pertaining to the operation
of all Boeing 737NG aircraft operated by the Company.
0.13.2.8
Onboard Library
The following Manuals are part of the aircraft Onboard Library, but are not distributed to
the Flight Crew:
i) ICAO Doc 9481 Emergency Response Guidance (ERG).
0.13.3
Priority of OM Parts
The order of priority and authority of the Company OM Parts and documents is as follows:
i) FCN;
ii) FCOM / QRH / MEL;
iii) OM TR - Temporary Revisions;
iv) OM.
FOP-M001 (31 Mar 2023)
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Operations Manual Part A
Chapter 0 - Administration and Control
0.13.4
Ownership and Approval
Manual
Owner
Approval
OM-A
CP
GMFO
OM-B
CP
GMFO
OM-C
CP
GMFO
OM-D
CTC
GMFO
OM-E
CTC
GMFO
0.14
ADMINISTRATION AND REVISION
0.14.1
General
The OM will be amended periodically as required. Revisions to OM will take into account
operating requirements and human factors principles. Revisions shall not conflict with the
manufacturer’s AFM without the manufacturer’s approval. The Director-General of Civil
Aviation may also require amendments to the manual for the purpose of ensuring the
safety of the aircraft or persons or property carried in it.
Amendments may be in the form of a Normal or a Temporary Revision. Manuscript
amendments to the Operations Manual are not permitted. When an amendment concerns
a provision or procedure which must be approved / accepted by the Authority, such
approval / acceptance shall have been obtained prior to the amendment becoming
effective. The owner of the manual is responsible for obtaining such approval / acceptance
from the Authority.
All parties involved will be issued revisions as per the Distribution List and advised via email of the revision. It is the responsibility of all operational staff to be familiar with the
content of the latest manual revisions.
With each normal revision, an updated List of Effective Pages will be issued, which will
enable the user to check whether a manual is up-to-date. Where no hard copy is
distributed, every person is responsible for reading the new publication on the E-Library.
0.14.2
Boeing Manuals (AFM/FCOM/FCTM/QRH/WBM/DDG) and Company DDG
0.14.2.1
General
Boeing documentation is provided by the Lessor, or in the case where approval has been
granted by the Lessor, directly from Boeing, who will provide notification of revisions.
0.14.2.2
Boeing DDG and Company DDG
The Boeing Dispatch Deviations Guide (DDG), incorporating the FAA Master Minimum
Equipment List (FAA MMEL) and the Boeing Configuration Deviation List (Boeing CDL), is
produced by the manufacturer to support the Company’s requirement to operate the
aircraft economically and efficiently but safely and within the normal operating limits of the
aircraft. The latest copy is available on MyBoeingFleet.
FOP-M001 (31 Mar 2023)
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Operations Manual Part A
Chapter 0 - Administration and Control
The Company DDG is derived from the Boeing DDG, and is customised for use by the
Flight Operations Department in accordance with CAD 549.
The Chief Pilot is the owner of the Company DDG, but delegates the update procedure to
the FOP Technical Manager.
The FOP Technical Manager manages the revision status of the master documents
(Boeing DDG, FAA MMEL and Boeing CDL), as well as the Company DDG, ensuring that
the manufacturer’s revisions are incorporated in a timely manner as per the requirements
of CAD 549.
When a revision to the master documents is issued, the FOP Technical Manager is
responsible for ensuring that those revisions are incorporated into the Company DDG.
Revisions must be approved by the Chief Pilot, GMFO and by the HKCAD.
The FOP Technical Manager must ensure that each item in the Company DDG remains
no less restrictive than the master documents. The Company DDG may be more
restrictive than the master documents, subject to the agreement of the concerned parties,
i.e. Flight Operations and Engineering.
When a revision to the master documents is received, the resulting changes to the
Company DDG must be completed within 90 days. However when the MMEL is amended
so as to become more restrictive, or where required by the Director-General of HKCAD,
the Company DDG revision must be completed within 30 days.
Customisation of the Company DDG may be required to improve the clarity of an item,
revise repair intervals, revise or expand procedures or other related information, or may
be required by HKCAD regulations.
All proposed customisations to the Company DDG must be evaluated by the FOP
Technical Manager and agreed and approved by the Chief Pilot and Manager Engineering
Services. Consultation with other departments may be required to determine the
applicability and effect of the changes proposed.
Approval of all revisions to the Company DDG is controlled using the Operational
Document Revision Request and Approval Form available in MS Teams > E-Library >
Company Forms > Files > Flight Operations Department. This form, together with a copy
of the revision details, must be routed to the relevant persons for their review and sign-off.
Following internal sign-off, Company DDG revisions with their associated MEL
Compliance Document shall be forwarded to the HKCAD Flight Standards and
Airworthiness Division for approval prior to publication by the Company.
FOP-M001 (31 Mar 2023)
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Operations Manual Part A
Chapter 0 - Administration and Control
0.14.3
Company Manuals
Operations Manual revisions can be proposed by all Flight Operations Department
managers through the respective content owner. The revision procedure shall be handled
as follows:
i) All proposed revisions are to be reviewed and accepted by the respective document
approver;
ii) The proposed revision shall be accompanied by the Revision Request and Approval
Form;
iii) The Document owner or approved person will assess the proposed revision. When
satisfied, the revision shall be forwarded to the Manager FOP Quality and Safety for a
quality compliance check. A revision request that passes this step shall be forwarded
to the Supervisor, Technical Services and Document Control for incorporation or to
seek approval from the regulator before incorporation. Any rejected revision requests
shall be returned to the author along with the reasons for the rejection;
iv) Should the document need to be approved or accepted by the CAD, the document
must be accompanied by a Transmittal Letter and CAD Letter of Approval /
Acceptance;
v) Amendments to OM-A require CAD acceptance prior to publication. In addition, CAD
approval is required before changes are made to the following sections of this manual:
2.4.5
Aircraft Tracking
4.1.2.2 para (iv)
Carriage of a Lesser Number of Cabin Crew
7
Regulation of Flight Times
8.1.1
Minimum Flight Altitudes
8.1.3
Methods for Determination and Use of Airport Operating Minima
8.3.3.3
Performance Based Navigation
8.3.3.4.b
GBAS Landing System
8.3.3.6
Reduced Vertical Separation Minima
8.3.3.8
Minimum Navigation Performance Specification
8.3.3.11
Performance Based Communication and Surveillance Systems
8.3.3.12
ADS - Automatic Dependent Surveillance
8.3.3.15
Flight in Schedule 8 Navigation Areas
8.3.8
In-flight Fuel Management
8.4
All Weather Operations
8.5
Extended Diversion Time Operations
8.9.9.3
Carriage of Baggage in the Passenger Compartment
8.11
Electronic Flight Bag
vi) The approved revision will be distributed according to the Distribution List and
recorded in the Master Control List.
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0.14.4
Revisions
Pages printed on yellow paper are issued to cover matters arising between normal
revisions. A Temporary Revision is entered on the Temporary Revision Record page
following the process described in section 0.14.3.
Temporary Revisions may also be issued as a Flight Crew Notice (FCN) to alert the Flight
Crew. For quicker distribution they are published in the E-Library Notices section for pilots.
All Notices require read confirmation. Temporary Revisions and the associated Flight
Crew Notices are cancelled after they are incorporated into the Manual as a Normal
Revision.
Normal Revisions to a manual are identified by a revision number and a revision date. A
record and archive is kept by Supervisor, Technical Services and Document Control. The
archived versions of the Manuals include all previously issued Temporary Revisions.
0.14.5
Distribution of the Operations Manual
When a new/revised operations document is available for distribution, Supervisor,
Technical Services and Document Control will issue the corresponding copy according to
the Distribution List, which is derived from the Master Control List (MCL).
For soft copy distribution, all personnel will receive an e-mail notification that a manual or
revision is available for review in the E-Library. For hard copy distribution, all personnel will
receive an e-mail notification that a manual or revision is available for collection.
Unless otherwise specified, documents become effective upon their publication. Note that
the Effectivity Date may be different from the Revision Date shown in the footer of each
page. Where significant changes are introduced, users will be notified in advance of the
effectivity date, e.g. by Flight Crew Notice.
0.14.6
Distribution List
The document owner shall retain the Master Document of the respective manual. A
Distribution List (hard-copies) is included in the Preface Chapter.
Each controlled document has one Master copy to which all changes are made and from
which further copies are issued.
0.14.7
Master Control List (MCL)
The MCL is maintained by Supervisor, Technical Services and Document Control who
shall maintain an inventory of Flight Operations documentation as well as the Operations
Manuals’ revision numbers, issue dates and revision dates, serial numbers and locations.
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0.14.8
Operations Library
Greater Bay Airlines maintains an Operations Library which contains copies of all
documents required for the Company’s area of operations, including maps, charts, flight
guides, operations manuals and other documents needed for reference and planning
purposes for the certified regions. Maintenance of the Operations Library is the
responsibility of Supervisor, Technical Services and Document Control.
0.14.9
Controlled and Uncontrolled Copies
Documents may be issued as controlled or uncontrolled copies. Controlled copies are
those issued to particular persons with a record of who has which copy. This record is
kept with the Document Master copy. For controlled copies the document owner is
responsible for ensuring that the registered holder of the copy is issued an updated copy
when the document is modified.
0.14.10
Effective Pages
The List of Effective Pages can be found in the Preface Chapter at the beginning of the
manual. It reflects the effective revision date of the individual pages.
0.14.11
Highlight of Changes
When a Normal Revision is issued, a summary of the change to each page is included.
The Highlight of Changes page is found in the Preface Chapter at the beginning of the
manual.
0.14.12
Forms
Where required, the Company shall provide forms for use by the crew with accompanying
instructions should the form require.
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PAGINATION
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Operations Manual Part A
Chapter 1 - Organisation and Responsibilities
CONTENTS
Subchapter
Page
1.1
Company Organisation and Responsibilities
1-3
1.2
Flight Operations Department Management Structure
1-8
1.3
Accountabilities and Responsibilities of Flight Operations Department
(FOP) Personnel
1-11
1.4
Management Continuity
1-57
1.5
Authority, Duties and Responsibilities of the Commander
1-58
1.6
Duties and Responsibilities of Crew Members
1-64
1.7
Duties and Responsibilities of the First Officer
1-65
1.8
Duties and Responsibilities of the Safety Pilot
1-67
1.9
Cabin Crew
1-68
1.10
Senior Cabin Crew Member (SCCM)
1-69
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1.1
COMPANY ORGANISATION AND RESPONSIBILITIES
Greater Bay Airlines Company Limited registered Principal Place of Business is:
12/F, One Citygate, 20 Tat Tung Road, Tung Chung, Lantau, Hong Kong.
1.1.1
Company Structure – Department Heads
1.1.2
Nominated Post Holders (NPH)
AOC Operational Management
Scope
Accountable Executive
Flight Operations
Company Management Position
Names
Chief Executive Officer
Stanley HUI
General Manager, Flight
Operations
Kai CHUNG
Crew Training
Chief Training Captain
Craig PHILLIS
Maintenance Support
General Manager, Engineering
Darryl CHAN
Maintenance Support
Manager, Engineering Services
Tsz Kin NG
Manager, Quality Assurance
Kent WONG
General Manager, Ground Services
Ambrose NG
Maintenance Support Quality
Control and Assurance
Ground Operations
Safety Management
Quality Management
Head of Corporate Quality,
Safety & Security
Head of Corporate Quality,
Safety & Security
Monty YEUNG
Monty YEUNG
All Operational Department Heads report to the Chief Executive Officer. The Head of
Corporate Quality, Safety & Security has direct access to the Accountable Executive
(Chief Executive Officer).
The Nominated Post Holders prescribed in the table above are responsible for ensuring
that the Company remains in compliance with the applicable requirements and are
ultimately responsible to the Accountable Executive.
All Nominated Post Holders (NPH) must meet the minimum required level of experience
as stipulated in CAD 360 Part I Chapter 3. Nominees shall be required to attend an
interview with the Authority.
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The Company shall give adequate notice (14 days) to the CAD of any intended change in
appointments, designations, functions or responsibilities of the NPH or key personnel. The
revised Organisation Chart will be provided to the CAD for prior acceptance.
1.1.3
Duties, Responsibilities and Requirements
1.1.3.1
General
Except where otherwise agreed by the CAD, nominees to key personnel positions must
possess the experience and meet the specific provisions that are listed in CAD 360 Part I
Chapter 3 and, in general, should have:
i) At least five years relevant work experience including a minimum of two years in the
aeronautical industry in an appropriate position;
ii) Comprehensive knowledge of regulatory requirements and the Company’s operational
policies and practices;
iii) Familiarity with management systems preferably in the area of aviation;
iv) Have appropriate management experience.
1.1.3.2
Accountable Executive
The Chief Executive Officer (CEO) is the Accountable Executive who:
i) Has the authority for ensuring that all activities can be financed and carried out in
accordance with the applicable requirements;
ii) Shall be responsible for establishing and maintaining an effective
system and, on behalf of the Company and irrespective of other
responsible for the implementation and maintenance of the Safety
System (SMS), Quality Management System (QMS), and Security
System (SeMS);
management
functions, is
Management
Management
iii) Has the authority to ensure the planning and allocation of resources necessary to
manage safety and security risks to aircraft operations;
iv) Has overall accountability for ensuring operations are conducted in accordance with
applicable conditions and restrictions.
1.1.3.3
Flight Operations
The General Manager Flight Operations (GMFO) is the NPH for Flight Operations and has
the authority for:
i) Overseeing flight operations conducted under the AOC;
ii) Maintaining operational safety and security related to flight operations when planning
and implementing measures that shall enable the department to meet the
requirements of future Company development as directed by the CEO ;
iii) The operational control of Flight Operations inclusive of the integrity and validity of the
AOC; defining, developing, and implementing operational policy relevant to operations
to be conducted under the AOC.
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The GMFO should hold or have held a valid Flight Crew licence and the associated
ratings appropriate to the operations conducted under the AOC. In case the nominated
person’s licence and ratings are not current, his deputy should hold a valid and current
Flight Crew licence and the associated ratings.
1.1.3.4
Crew Training
The Chief Training Captain (CTC) is the NPH for Crew Training and has the authority for:
i) Overseeing crew training conducted under the AOC;
ii) Setting and maintaining the flight training standards of the fleet inclusive of all check
and training activities carried out by Simulator and Flight Training and Ground School
(including Safety and Emergency Procedure (SEP) Training for Cabin Crew).
The CTC should:
i) Hold a current CAD Letter of Authority as an Authorised Examiner (Type Rating /
Instrument Rating Examiner) on the aircraft type operated under the AOC.
ii) Have a thorough knowledge of the Company’s crew training concept for Flight Crew,
Cabin Crew and (when relevant) other crew members under the AOC.
1.1.3.5
Maintenance Support and Aircraft Servicing
The General Manager, Engineering (GME) is the NPH for Maintenance Support and
Aircraft Servicing and has the authority for:
i) Overseeing the AOC and aircraft airworthiness control;
ii) Maintenance support;
iii) Maintenance service and product suppliers’ oversight;
iv) Cabin Maintenance Services;
v) Ground Support Equipment for aircraft servicing;
vi) Fuel services.
Note: Where maintenance is performed by a contractor and not directly by the Company, a
senior person employed by the Company should be nominated to co-ordinate
arrangements and to provide continuous liaison with the contractor on airworthiness
matters.
The GME should have:
i) A relevant engineering degree, or experience as an aircraft maintenance technician
with additional educational qualifications acceptable to the CAD;
ii) Thorough familiarity with the organisation’s Maintenance Management Exposition,
maintenance methods and aircraft type(s) to be operated under the AOC.
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1.1.3.6
Ground Operations
The General Manager, Ground Services is the NPH for Ground Operations and has the
authority for:
i) Ramp Operations;
ii) Cargo Operations;
iii) Passenger Services;
iv) Baggage Services;
v) Weight and Balance Control;
vi) Ground Support Equipment for ramp operations.
Note: When any of the above-mentioned services are contracted out to a third party
organisation, this organisation shall be audited by the Company to confirm compliance
with the required standards as stipulated in the QMSM.
The General Manager, Ground Services should have a thorough knowledge of
ground operations conducted under the AOC.
1.1.3.7
Safety Management
The Head of Corporate Quality, Safety and Security (HCQSS) is the NPH for Safety
Management and has the authority for overseeing the SMS established under the AOC
and is responsible for:
i) Safety Management System (SMS);
ii) Day-to-day management function of the SMS;
iii) Flight Safety Programme;
iv) Flight Data Analysis Programme (FDAP);
v) Fatigue Risk Management System (FRMS) – Boeing Alertness Model (BAM);
vi) Emergency and Accident Response and Contingency Planning (ERP);
vii) Security Programme and Security Management System (SeMS);
The HCQSS should have:
i) Thorough knowledge of SMS operations;
ii) Qualifications for a safety manager as required by the ICAO Safety Management
Manual (ICAO Doc 9859) and CAD 712.
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1.1.3.8
Quality Management
The Head of Corporate Quality, Safety and Security (HCQSS) is the NPH for Quality
Management and has the authority for overseeing the QMS established under the AOC
and is responsible for:
i) Quality Management System (QMS) - Operations Compliance Monitoring;
ii) Corporate documentation and data control policy and requirements;
iii) Day-to-day management function of the QMS.
The HCQSS should have:
i) Thorough knowledge of QMS operations.
ii) Qualifications for a Quality Manager as required in CAD 360 Part 1 Chapter 3
Appendix A para 5.1.2.
1.1.4
Chief Operating Officer
Reports to the CEO;
Assists the CEO in managing the day-to-day operations of the Company by ensuring
that:
All activities can be financed and carried out in accordance with the applicable
requirements;
An effective management system is established and maintained;
The resources necessary to manage safety and security risks to aircraft
operations are planned and allocated;
Operations are conducted in accordance with applicable conditions and
restrictions;
All activities in operations are coordinated to ensure smooth running of the
airline;
The set standards for safety, security, quality, and risk management are met
and that such governing policies are fully implemented.
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1.2
FLIGHT OPERATIONS DEPARTMENT MANAGEMENT STRUCTURE
1.2.1
FOP Organisation Chart
1.2.1.1
GMFO Organisation Chart
1.2.1.2
CP Organisation Chart
1.2.1.3
CTC Organisation Chart
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1.2.1.4
MO Organisation Chart
1.2.1.5
LOM Organisation Chart
1.2.1.6
MFQS Organisation Chart
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1.2.2
Organisational Functions
The Flight Operations Department consists of the following work functions:
i) Fleet, Technical and Flight Standards;
ii) Flight Crew Training;
iii) FOP Crew Resources Support;
iv) Aircraft Performance Engineering;
v) Navigation Services;
vi) Operations Control Centre (Flight Monitoring);
vii) Flight Dispatch;
viii) Flight Documentation Control and Technical Publications;
ix) Crew Scheduling and Crew Control;
x) Flight Operations Quality and Safety Management.
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1.3
ACCOUNTABILITIES AND RESPONSIBILITIES OF FLIGHT OPERATIONS
DEPARTMENT (FOP) PERSONNEL
1.3.1
General
The following general accountability, authority and responsibilities apply to all Flight
Operations Department personnel:
i) Exercise leadership and take responsibility for ensuring the safe, secure and efficient
overall operation of Company aircraft;
ii) Identify potentially unsafe working conditions or hazards with the potential to affect the
safety and/or security of operations, immediately notify their manager of such
hazards, and submit a report via the safety reporting system;
iii) Work in a safe manner in accordance with any applicable safety instructions, and not
perform a task if it is believed to be unsafe or non-compliant;
iv) Provide business support for the Flight Operations Department;
v) Provide the necessary leadership to promote a strong safety culture;
vi) Implement any tasks and projects directed by General Manager Flight Operations;
vii) Ensure compliance with the requirements of the AN(HK)O, CAD 360 Part I
Regulations, Air Operator Certificate and Operations Specifications granted to the
Company and all other relevant regulations;
viii) Represent the Company and/or Department in a professional manner at relevant
meetings and on external industry committees;
ix) Advise, contribute to and support the GMFO in the formulation of strategies that meet
the needs of the business;
x) Promote attitudes that foster safety, security, quality, profitability, punctuality, and so
meet the business needs of safety and performance;
xi) Actively develop relationships with the management teams of the other departments
to increase interdepartmental confidence and understanding, and positively support
safety, security, operational and commercial activities;
xii) Increase awareness of corporate profitability requirements, and the drive to achieve
them, as well as to ensure optimum cost effectiveness within the Flight Operations
Department;
xiii) Ensure the establishment and development of a high calibre team of managers who
will provide committed support to the delivery of the operation and departmental
objectives, within their area of responsibility;
xiv) Ensure the GMFO is properly briefed on all major issues and concerns that fall within
his responsibilities;
xv) Where the role specifically requires it, to maintain himself up to date with line
operations;
xvi) Develop a management strategy and environment that will lead to greater motivation
on the part of Flight Crew and Flight Operational staff;
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xvii) Adhere to the Company’s published policies;
xviii) Comply with all applicable laws, regulations, requirements, standards and
procedures of those States in which operations are conducted;
xix) Preserve the confidentiality of sensitive Company information;
xx) Conduct Duty Travel where necessary.
1.3.1.1
Appointment of Management Pilots
Management Pilots appointed for the supervision of all grades of Flight Crew shall have
the experience and qualities necessary to ensure the maintenance of high professional
standards.
1.3.1.2
Managerial and Flying Duties
The duties and responsibilities of FOP Managers are defined below.
The flying commitments of Management Pilots are suitably restricted in order that they
have sufficient time for their managerial functions.
1.3.1.3
Safety-sensitive Roles
All persons employed in safety-sensitive occupations are responsible for ensuring that
they do not report for nor carry out duties if unfit to do so. They are therefore subject to the
Company’s policies for the use of psychoactive substances and consumption of alcohol.
In addition to Flight Crew and Cabin Crew, the following roles are considered to be safetysensitive:
i) Flight Operations Duty Manager;
ii) OCC staff.
1.3.1.4
Company Policy on the Use of Recording Devices
It is strictly forbidden for any person within the Flight Deck to use any type of media, video,
photographic or audio recording device, unless authorised by GMFO or his designate.
Company policy forbids posting audio or images taken while in the Flight Deck of a
Company aircraft on ANY social media platform. This includes and is not limited to all
websites, web applications and chat applications. Staff that would like to post any media
require the express approval of the GMFO, CP, CTC or FCRM.
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1.3.2
General Manager Flight Operations (GMFO)
1.3.2.1
Accountable and Reports to
Chief Executive Officer
1.3.2.2
Responsible for
i) Chief Pilot (Flight Standards)
ii) Chief Training Captain
iii) Manager Operations
iv) Manager FOP Quality and Safety
v) Line Operations Manager
1.3.2.3
Main Purpose of the Position
i) Direct, manage, and supervise all Flight Operations Department activities;
ii) Allocate resources to manage safety risks and security threats to flight operations.
1.3.2.4
Accountability, Authority and Responsibility
1.3.2.4.a
Planning
i) Responsible for short and long-term planning of Flight Operations activities, including
ensuring the adequacy of resources, training, staff competency, processes
and procedures;
ii) Responsible for departmental awareness, participation and involvement in appropriate
safety and security matters;
iii) Through the General Manager, Human Resources (GMHR), agree manpower levels
with Airline Planning to ensure the effective use of Flight Crew and advise the CAD at
least 28 days beforehand of any shortfall in crew strength and implement corrective
action;
iv) Establish, through the Chief Training Captain (CTC), the appropriate level of training
for all Flight Crew;
v) Establish, in conjunction with the General Manager, Inflight Services (GMIS), the
appropriate level of Safety Equipment and Procedures Training for Cabin Crew;
vi) Responsible for formulating policies concerning management of Flight Crew;
vii) Responsible for the development, motivation, and organisation of Flight Crew.
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1.3.2.4.b
Monitoring
i) Accountable for compliance with conditions and restrictions of the AOC and
Operations Specifications;
ii) Responsible for setting, monitoring, and controlling operational standards and
procedures, including the Flight Time Limitations Scheme (FTLS), for the aircraft types
authorised under the AOC, and ensuring the instructions are properly discharged;
iii) Responsible for ensuring that flight operations, whether performed by Company
employees or contracted service providers, are conducted in a safe, secure and
efficient manner, and in compliance with all applicable laws, regulations, industry
standards and the Company's requirements;
iv) Responsible through the Chief Pilot for setting Flight Crew and Cabin Crew safety
standards to ensure, through the General Managers, adherence to the safety
standards and the safety awareness of Flight Crew;
v) Responsible for ensuring, through the CTC and GMIS, that the required training is
carried out in accordance with Company standards.
1.3.2.4.c
Risk and Improvement
i) Has the authority to make decisions regarding risk tolerability with respect to the
safety and security of all areas of Flight Operations;
ii) Responsible for identifying hazards, and the elimination/mitigation and management
of risks associated with changes to the operation, equipment, procedures, service
providers, etc., that could affect the safety of the operation;
iii) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
iv) Responsible for continual improvement of the operation by establishing safety
performance indicators, gathering information and statistics relevant to Flight
Operations, and reviewing trends and flight data to identify areas for improvement.
1.3.2.4.d
Communication
i) Advise the CEO on operational matters;
ii) Ensure Flight Crew are informed promptly of matters which concern them;
iii) Responsible for increasing awareness of corporate profitability requirements and the
drive to achieve them, as well as ensuring optimum cost effectiveness within the Flight
Operations Department.
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1.3.2.5
Required Qualifications / Experience
1.3.2.5.a
Knowledge
i) Comprehensive knowledge of regulatory requirements, and the operator’s operational
policies and practices;
ii) Familiarity with management systems, preferably in the area of aviation;
iii) Should hold or have held a valid Air Transport Pilot's Licence and the associated
ratings appropriate to the operations conducted under the AOC. In case the
nominated person’s licence and ratings are not current, his deputy should hold a valid
and current flight crew licence and the associated ratings
1.3.2.5.b
Skills
i) Excellent command of both spoken and written English;
ii) Excellent interpersonal and communication skills;
iii) Strong problem solving and analytical skills;
iv) Conflict resolution skills.
1.3.2.5.c
Experience
i) Required:
A minimum of five (5) years relevant work experience in an airline;
A minimum of two (2) years Flight Operations management experience with the
Company;
Have a minimum 500hrs Pilot in Command experience on heavy multi-engined
aircraft.
ii) Preferred:
Previous or current training experience;
Knowledge of regulatory approval processes;
Background knowledge of operations control.
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1.3.3
Chief Pilot (Flight Standards) (CP)
1.3.3.1
Accountable and Reports to
General Manager Flight Operations
1.3.3.2
Responsible for
i) Fleet Technical Pilot
ii) Manager, Flight Standards
iii) Line Pilots
1.3.3.3
Main Purpose of the Position
i) Provide necessary leadership to promote a strong safety culture and to sustain the
highest levels of Health and Safety management for all employees;
ii) Exercise leadership and take responsibility for ensuring a safe, secure, and efficient
operation;
iii) Ensure the development and maintenance of a competent and motivated workforce;
iv) Manage the day-to-day operations related to line and fleet matters;
v) Formulate departmental policy on operational matters;
vi) Maintain flight standards, performance, conduct and discipline of pilots.
1.3.3.4
Accountability, Authority and Responsibility
i) Responsible for short and long-term planning of flight operations activities, including
the provision of resources, training, processes and procedures;
ii) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of flight operations activities and, if necessary, escalate to the
GMFO in accordance with the Company's risk management framework;
iii) Responsible for ensuring that practices, processes and procedures associated with
flight operations, whether performed by Company employees or contracted service
providers, produce effective, efficient and safe outcomes in compliance with Company
and regulatory requirements;
iv) Responsible for the development, motivation, and organisation of Flight Crew,
including frequent communication in an open and cooperative manner on all matters
that affect Company procedures, safety, security and regulatory compliance;
v) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
vi) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
vii) Contributes to continual improvement of the operation by providing feedback to the
GMFO on deficiencies and suggestions for improvement;
viii) Responsible for IOSA conformance, in particular FLT Section 3;
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ix) Represent Flight Operations on fleet and operational matters with the CAD;
x) Accountable and responsible for the updating of Operations Manuals A, B and C;
xi) Flight Crew communication regarding operational policy and related management
direction via the Operations Manuals, and Flight Crew Notices (FCNs);
xii) Provide operational input for the Airport Briefing;
xiii) Set the Flight Crew and Cabin Crew safety standards;
xiv) Jointly set the Security policy and procedures for Flight Operations with the Quality,
Safety and Security Department (QSS);
xv) Responsible for measuring the quality and timeliness of ASR and Occurrence Report
investigation / reporting by the Fleet Technical Pilot.
1.3.3.5
Required Qualifications / Experience
1.3.3.5.a
Knowledge
i) A thorough knowledge of the Company’s operations;
ii) In possession of a valid Hong Kong ATPL.
1.3.3.5.b
Skills
i) Hold a current CAD Letter of Authority as an Authorised Examiner on an aircraft type
operated by the Company.
1.3.3.5.c
Experience
i) Required:
Captain with a minimum of 1,000 hours P1 obtained on a jet aircraft with a
certified mass of 30,000kg or greater and certified for flight with no less than
two crew;
ii) Preferred:
Minimum 2 years of airline operational management experience
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1.3.4
Chief Training Captain (CTC)
1.3.4.1
Accountable and Reports to
General Manager Flight Operations
1.3.4.2
Responsible for
i) Training Manager
ii) Training Administration Officer
1.3.4.3
Main Purpose of the Position
i) AOC Nominated Person for Flight Crew and Cabin Crew training with overall
responsibility for oversight and regulatory approval;
ii) Develop training and aircraft operating policies for Flight Crew and Cabin Crew that
support and maintain a safe, secure and efficient operation;
iii) Contribute to the development of a training strategy for the department with emphasis
on changes that will improve operational safety and training efficiency.
1.3.4.4
Accountability, Authority and Responsibility
i) Responsible for short and long-term planning of Flight Crew training activities,
including the provision of resources, training, processes and procedures;
ii) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of Flight Crew training activities and, if necessary, escalate to the
GMFO in accordance with the Company's risk management framework;
iii) Responsible for ensuring that practices, processes and procedures associated with
Flight Crew training, whether performed by Company employees or contracted service
providers, produce effective, efficient and safe outcomes in compliance with Company
and regulatory requirements;
iv) Responsible for the development, motivation, and organisation of Flight Crew training
staff, including frequent communication in an open and cooperative manner on all
matters that affect Company procedures, safety, security and regulatory compliance;
v) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
vi) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
vii) Contributes to continual improvement of the operation by providing feedback to the
GMFO on deficiencies and suggestions for improvement;
viii) Lead the skills and capabilities development of the training pilots enabling them to
effect positive change by way of enhanced safety and operating efficiency;
ix) Accountability for management of the training community and its interaction with the
fleet;
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x) Accountable for compliance with CAD regulations regarding Flight Crew and Cabin
Crew training;
xi) Accountable and responsible for the updating of Operations Manuals D and E;
xii) Accountable for the effective management of all Flight Crew training and examining
standards;
xiii) Facilitate an effective communication strategy with the Chief Pilot or his nominated
representative, so they are informed in a timely manner of key operational policy
developments and individual Flight Crew operational performance issues;
xiv) Lead a strong and pro-active safety management in all aspects of Flight Crew
training;
xv) Facilitate development of cost-effective training systems and methodologies that
enhance instructor and Flight Crew performance;
xvi) Champion development of the skill base of the Flight Operations Management team,
support personnel and training appointment holders through a focused training and
self-development programme;
xvii) Accountable for design and delivery of all instructor training and associated
regulatory approvals;
xviii) Influence regulatory and industry bodies to develop training methodologies and
regulations that encourage the cost-effective delivery of safe and efficient operations;
xix) Represent Flight Operations on training, examining and operational matters with the
CAD.
1.3.4.5
Required Qualifications / Experience
1.3.4.5.a
Knowledge
i) A thorough knowledge of the Company’s crew training concept for Flight and Cabin
Crew;
ii) In possession of a valid Hong Kong ATPL.
1.3.4.5.b
Skills
i) Hold a current CAD Letter of Authority as an Authorised Examiner on an aircraft type
operated by the Company
1.3.4.5.c
Experience
i) Required:
Minimum qualifications required to be appointed as a TRE in accordance with
OM-D 1.3.2.2.b
ii) Preferred:
Minimum 2 years of airline operational management experience
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1.3.5
Manager, FOP Quality and Safety (MFQS)
1.3.5.1
Accountable and Reports to
General Manager Flight Operations
1.3.5.2
Responsible for
i) Assistant Manager FOP Quality & Safety (AMFQS)
1.3.5.3
Main Purpose of the Position
i) FOP representative for all matters involving FOP Quality, Safety, Security and Fatigue
Management;
ii) Responsible for the effective implementation of the Company’s Quality (QMS), Safety
(SMS), Security (SeMS) and Fatigue Risk Management (FRMS) systems across the
Flight Operations Department, and for liaison with relevant suppliers of operational
services regarding their associated QMS, SMS and SeMS obligations;
iii) Responsible for ensuring the FOP Quality and Safety team are competent, directed,
enabled and engaged to achieve the Flight Operations Department's QMS, SMS,
SeMS and FRMS objectives.
1.3.5.4
Accountability, Authority and Responsibility
1.3.5.4.a
Authority
i) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of flight operations activities and, if necessary, escalate to the
GMFO in accordance with the Company's risk management framework;
ii) Has the authority to conduct safety audits, surveys and inspections of any aspect of
Flight Operations;
iii) Has the authority to conduct investigations of internal safety events in accordance
with the procedures specified in the Company's Safety Management System Manual
(SMSM);
iv) Responsible for short and long-term planning of FOP Quality and Safety activities,
including the provision of resources, training, processes and procedures.
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1.3.5.4.b
Quality Management System (QMS)
i) Act as the FOP focal point for, and manage the Flight Operations Department's
conformance with, matters relating to the FOP Quality Management System;
ii) Ensure that practices, processes and procedures associated with FOP Quality and
Safety, whether performed by Company employees or contracted service providers,
produce effective, efficient and safe outcomes in compliance with Company and
regulatory requirements;
iii) Undertake effective quality assurance activities, ensure timely management review
and related reporting requirements in line with QMS policy;
iv) Manage the delivery of the Flight Operations Department’s Internal and Supplier Audit
programmes accurately, on schedule and within the defined scope;
v) Act as a Lead Auditor or Auditor for Internal Audits and Supplier Audits;
vi) Implement regular reviews with the FOP management team to enable timely feedback
to GMFO for escalation if required;
vii) Support the initial and continued listing of the airline on the IATA IOSA registry,
specifically with regard to the IOSA FLT and DSP disciplines.
viii) Coordinate Continual Improvement within FOP by measuring the effectiveness of
processes and investigating opportunities to increase their quality and efficiency;
ix) Develop Key Performance Indicators (KPIs) to measure and implement improvements
in the FOP Quality and Safety team's processes.
1.3.5.4.c
Compliance and Conformance
i) Manage and maintain an up-to-date understanding of FOP regulatory requirements
and industry best practice, and ensure that the knowledge is shared and understood
among the FOP Quality and Safety team and applicable FOP managers;
ii) Maintain an accurate understanding of FOP AOC support activities and provide
effective guidance and leadership at the working level of the airline;
iii) Manage the administration of regulatory Approvals, Exemptions, Permissions,
Variations, Flight Operations Notices and similar instruments and ensure that they are
assigned to the correct FOP parties with effective tracking;
iv) Assist QSS with the bi-annual IATA Operational Safety Audit (IOSA), including
coordinating the ownership and assessment of operational activities to ensure
ongoing conformance with the relevant IOSA FLT and DSP ISARPs;
v) Continuously monitor any ad-hoc ramp inspections conducted by regulatory bodies
and coordinate with the FOP sections to ensure timely response has been made;
vi) Assist QSS in assessing the safety conformity of any external organisation providing
services, code-sharing or wet-leasing arrangements to FOP;
vii) Manage the Company’s involvement in the Line Operations Safety Audit (LOSA), if
applicable.
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1.3.5.4.d
Safety Management System (SMS)
i) Act as the FOP focal point for matters relating to Operational Safety, bringing safety
issues to the attention of FOP management, coordinating operational safety activities
within FOP, and delivering safety information to FOP staff;
ii) Maintain close liaison with QSS and applicable regulatory authorities;
iii) Represent FOP in Safety and Security Action Group (SSAG) meetings;
iv) Participate in the HKCAD OPS MOR meeting;
v) Manage the investigation of incidents, serious incidents and accidents, and other
selected occurrences, propose mitigation plans where necessary, and ensure that any
resultant safety actions are implemented/closed in a timely manner;
vi) Conduct and facilitate the FOP Safety Risk assessment, control and management
process to identify hazards within Flight Operations;
vii) Analyse flight data for safety-related trends and bring areas of concern to the attention
of FOP management;
viii) Assist QSS with the production of risk profiles for common operational events and
develop associated Safety Performance Indicators (SPIs);
ix) Conduct proactive analysis of other operator’s incidents and investigation reports,
including recommendations to ensure that the Company has appropriate defences
and systems in place to avoid similar events;
x) Contribute to the safety promotion programme (in conjunction with the QSS team) and
provide input to safety publications.
1.3.5.4.e
Security Management System (SeMS)
i) Act as the FOP focal point for matters relating to the Security Management System
(SeMS).
ii) Propose security policy and monitor the effective implementation of security
procedures by FOP;
iii) Monitor the provision of effective and current security training for FOP staff;
iv) Seek opportunities to introduce international best practice and continuous
improvement.
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1.3.5.4.f
Fatigue Risk Management System
i) Communicate and interface with FOP representatives and other relevant departments
on issues identified through fatigue reports, analysis, and FRMSC recommendations;
ii) Interact as required with the Hong Kong Civil Aviation Department concerning FRMS;
iii) Participate in FRMS Meetings;
iv) Ensure compliance with all applicable regulations, laws, and policies;
v) Contribute to the continued development of the FRMS programme;
vi) In conjunction with QSS, monitor internal and external systems and databases for the
FRMS programme as needed;
vii) In conjunction with QSS, coordinate fatigue analysis for new patterns/rosters, and for
investigation of fatigue-related safety reports;
viii) Where applicable, interface with the QSS and FDAP teams when conducting analysis
on possible fatigue issues.
1.3.5.4.g
Documentation and Records
i) Conduct quality checks/reviews of proposed amendments to FOP manuals;
ii) Ensure that the FOP documentation and records system meets the requirements
defined in the QMS Manual;
iii) Support the creation and upkeep of Policy and Procedures Manuals for all FOP
operational support activities;
iv) Create and maintain the FOP Quality and Safety section of the FOP Policy and
Procedures Manual.
1.3.5.4.h
Staff Development
i) Responsible for the development, motivation, and organisation of FOP Quality and
Safety staff, including frequent communication in an open and cooperative manner on
all matters that affect Company procedures, safety, security and regulatory
compliance;
ii) Participate in training to enhance understanding of QMS, SMS, SeMS, FRMS and
related subjects;
iii) Develop and deliver training to FOP staff to strengthen their understanding and
implementation of QMS, SMS, SeMS and FRMS policies;
iv) Provide training and guidance to the FQSO to enhance his knowledge and skills in
related areas.
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1.3.5.5
Required Qualifications / Experience
1.3.5.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Have held a valid Commercial Pilot’s Licence or Airline Transport Pilot’s Licence within
the last 5 years;
iii) Understanding of IOSA FLT and DSP operational disciplines and regulatory
requirements.
1.3.5.5.b
Skills
i) Excellent command of both spoken and written English;
ii) Excellent interpersonal and communication skills;
iii) Strong problem solving and analytical skills;
iv) Data and process literate;
v) Computer literate - Microsoft Office.
1.3.5.5.c
Experience
i) Required:
A minimum of 5 years employment with an airline;
A minimum of 2 years in a Flight Operations management, supervisory or
training role;
A minimum of 2,000 hours total aeronautical experience on heavy multi-engined
aircraft;
Quality, Safety and/or Security Management Systems experience;
Experience as an Auditor or Auditee.
ii) Preferred:
FRMS experience;
Flight Data Analysis experience;
Experience in regulatory approval processes.
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1.3.6
Manager Operations (MO)
1.3.6.1
Accountable and Reports to
General Manager Flight Operations
1.3.6.2
Responsible for
i) Operations Control Centre Manager
ii) Crew Scheduling and Control Manager
1.3.6.3
Main Purpose of the Position
i) Responsible through the Operations Control Centre Manager and Crew Scheduling
and Control Manager for developing and maintaining the functions of Operations
Control Centre (Flight Monitoring), Flight Dispatch, Crew Scheduling and Control
(CSC);
ii) Maintain liaison with parties concerned (PIA, ENG, COM, Corp Comm, ISD, etc.) to
ensure effective and successful maintenance of the flight schedules of Company
aircraft including the planning of existing and projected Company routes;
iii) Ensure effective operation of crew resources within Company policy and regulatory
authorities’ requirements;
iv) Review and update the Operations Control Centre Manual and Crew Scheduling and
Control Manual every 6 months to comply with regulatory authority and IATA/ICAO
requirements.
1.3.6.4
Accountability, Authority and Responsibility
i) Responsible for short and long-term planning of OCC, Flight Dispatch and CSC
activities, including the provision of resources, training, processes and procedures;
ii) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of the aforementioned activities and, if necessary, escalate to the
GMFO in accordance with the Company's risk management framework;
iii) Responsible for ensuring that practices, processes and procedures associated with
the aforementioned activities, whether performed by Company employees or
contracted service providers, produce effective, efficient and safe outcomes in
compliance with Company and regulatory requirements;
iv) Responsible for the development, motivation, and organisation of OCC, Flight
Dispatch and CSC staff, including frequent communication in an open and
cooperative manner on all matters that affect Company procedures, safety, security
and regulatory compliance;
v) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
vi) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
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vii) Contributes to continual improvement of the operation by providing feedback to the
GMFO on deficiencies and suggestions for improvement;
viii) Act as the IOSA coordinator for the DSP discipline. Accountable for conformance with
IOSA DSP and FLT3;
ix) Ensure that crew rostering, crew control and crew planning functions and
responsibilities are maintained to a satisfactory level to ensure compliance with the
Flight Time Limitation Scheme (FTLS);
x) Perform assigned duties, in accordance with the Company Emergency Response
Plan (ERP), in the event of a Company aircraft accident or incident;
xi) Attend scheduled and non-scheduled meetings with the concerned internal and
external parties to review and improve the relevant handling procedures;
xii) Conduct Pre-launch Station Inspection/audits for new stations to ensure all the
Company and statutory requirements are met;
xiii) Responsible for the overall quality of Route Planning Analysis within FOP operational
areas.
xiv) Monitor staff performance and counsel as required. Recommend appointments,
promotions, demotions and dismissals. Plan and make recommendations for
subordinate training and development.
1.3.6.5
Required Qualifications / Experience
1.3.6.5.a
Knowledge
i) Comprehensive knowledge of regulatory requirements and familiarity with aviation
safety management systems and quality systems;
ii) Familiar with CAD360 and CAD371;
iii) Fatigue Risk Management;
iv) DG and Security;
v) IATA SGHA;
vi) Aircraft Delivery Handling.
1.3.6.5.b
Skills
i) Good command of both spoken & written English and Chinese;
ii) Good Leadership skills;
iii) Disruption/Crisis Management skills;
iv) Excellent people skills;
v) Time Management skills;
vi) Good communication skills;
vii) Strong analytical and Interpersonal skills.
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1.3.6.5.c
Experience
i) Required:
Degree holder in Aviation Management or related discipline;
Minimum 15 years of Airlines working experience, preferably from Operations
Control, Dispatch, Station Control or Crew Scheduling/Control area, with at
least 5 years of experience as an Assistant Manager.
ii) Preferred:
Holder of IOSA Auditor or IATA Internal Auditor Certificate or equivalent;
Holder of FAA/JAA/CAA or Airlines’ restricted Dispatcher Licence;
Experience in handling and introducing flight Operations Control Systems, Crew
Management Systems and Aircraft Live Tracking Systems.
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1.3.7
Line Operations Manager (LOM)
1.3.7.1
Accountable and Reports to
General Manager, Flight Operations
1.3.7.2
Responsible for
i) Assistant Manager, Navigation Services
ii) Assistant Manager, E-Ops & EFB Administrator
iii) Aircraft Performance Engineer
iv) Supervisor, Technical Services & Document Control
1.3.7.3
Main Purpose of the Position
i) Managing day-to-day operation and functions of Aircraft Performance Engineering,
Navigation Services, EFB, Document Control and Technical Publications and ensure
they are conducted in accordance with the AOC, CAD360, CAD562 and the
Company’s policies and procedures in the Operations Manual.
1.3.7.4
Accountability, Authority and Responsibility
i) Responsible for short and long-term planning of Line Operations activities, including
the provision of resources, training, processes and procedures;
ii) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of Line Operations activities and, if necessary, escalate to the
GMFO in accordance with the Company's risk management framework;
iii) Responsible for ensuring that practices, processes and procedures associated with
Line Operations, whether performed by Company employees or contracted service
providers, produce effective, efficient and safe outcomes in compliance with Company
and regulatory requirements;
iv) Responsible for the development, motivation, and organisation of Line Operations
staff, including frequent communication in an open and cooperative manner on all
matters that affect Company procedures, safety, security and regulatory compliance;
v) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
vi) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
vii) Contributes to continual improvement of the operation by providing feedback to the
GMFO on deficiencies and suggestions for improvement;
viii) Responsible for route study, analysis of fuel figures, payload study, navigation
charges and airport feasibility check;
ix) Formulate operational fuel policy to maintain safe, legal and commercially efficient
aircraft operations;
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x) Monitor fuel burn trends on Company routes with fuel efficiency monitoring program
and adjust fuel policy as required;
xi) Responsible for overseeing supervision and quality control of Navigation Charts,
Navigation Databases and Terrain Databases received from suppliers;
xii) Supervise the updating of Operations Databases and EFB Management;
xiii) Ensure all technical publications required for safe operation of the aircraft are
published and distributed in a timely manner.
1.3.7.5
Required Qualifications / Experience
1.3.7.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Possess relevant knowledge and experience with EFB, Aircraft Performance
calculations, Route and Airport Analysis, Performance Based Navigation, Fuel Policy,
Operations Manuals and Regulatory Approval processes.
1.3.7.5.b
Skills
i) Excellent command of both spoken and written English;
ii) Proficient in PC applications such as Office 365;
iii) Excellent organisational and multi-tasking ability;
iv) A team player with strong interpersonal and communication skills.
1.3.7.5.c
Experience
i) Required:
Ground-based staff shall have a minimum of 10 years' relevant experience,
preferably in the Flight Operations section;
Pilots shall have a minimum 5 years' employment with an airline, be in
possession of a valid Air Transport Pilots Licence and have a minimum of 2,000
hours total aeronautical experience on heavy multi-engined aircraft.
ii) Preferred:
Experience in IOSA, CAD and internal audits.
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1.3.8
Manager Flight Standards (MFS)
1.3.8.1
Accountable and Reports to
Chief Pilot (Flight Standards)
1.3.8.2
Responsible for
i) Flight Standards Captains
1.3.8.3
Main Purpose of the Position
i) Assist the CP in his role by promoting and monitoring the highest Operational and
Training standards amongst Company Flight Crew;
ii) Assist the CP and take responsibility for ensuring a safe, secure, and efficient
operation;
iii) Ensure the development and maintenance of a competent and motivated workforce;
iv) Assist the CP in formulating departmental policy on operational matters;
v) Maintain flight standards, performance, conduct and discipline of pilots.
1.3.8.4
Accountability, Authority and Responsibility
i) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of flight operations activities and, if necessary, escalate to the CP
in accordance with the Company's risk management framework;
ii) Responsible for ensuring that practices, processes and procedures associated with
flight operations, whether performed by Company employees or contracted service
providers, produce effective, efficient and safe outcomes in compliance with Company
and regulatory requirements;
iii) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
iv) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
v) Contributes to continual improvement of the operation by providing feedback to the
CP on deficiencies and suggestions for improvement;
vi) As part of the Flight Training Standards requirement, monitor and follow up all training
reports submitted by Flight Crew Training Department. These reports will be verified
for their correctness, completeness and compliance with OM-D.
vii) Carry out analysis to identify trends affecting training quality and standards;
viii) As part of the annual training standards audit programme, with the assistance of
selected FSCs, carry out observation of Simulator and Line Training sessions;
ix) Close out all issues arising out of PC Standardisation and Annual Line Check
activities;
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x) Assist in the conduct of risk assessments for operational reasons including new
destinations;
xi) Review regulatory and industry documents to identify operational safety and training
needs;
xii) Develop, publicise and monitor adherence to Company SOPs;
xiii) Assist in the selection and monitoring of Flight Standards Captains;
xiv) Co-chair quarterly Standards Meetings with the CTC and discuss trend analysis to
identify areas for improvement in the quality and delivery of training;
xv) Ad-hoc projects and tasks as required.
1.3.8.5
Required Qualifications / Experience
1.3.8.5.a
Knowledge
i) A thorough knowledge of the Company’s operations;
ii) In possession of a valid Hong Kong ATPL.
1.3.8.5.b
Skills
i) Hold, or have held, a CAD Letter of Authority as an Authorised Examiner (not
necessarily on an aircraft type operated by the Company);
1.3.8.5.c
Experience
i) Required:
Captain with a minimum of 1,000 hours P1 obtained on a jet aircraft with a
certified mass of 30,000kg or greater and certified for flight with no less than
two crew.
ii) Preferred:
A minimum of two years' experience as an Authorised Examiner.
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1.3.9
Flight Crew Resources Manager (FCRM)
1.3.9.1
Accountable and Reports to
Chief Pilot (Flight Standards)
1.3.9.2
Responsible for
i) Flight Crew Resources Officer (FCRO)
1.3.9.3
Main Purpose of the Position
i) Managing the planning of the crew resourcing, namely setting and tracking accurate
resource levels for optimal use of Flight Deck resources to meet the Company
requirements efficiently.
1.3.9.4
Accountability, Authority and Responsibility
i) Responsible for overseeing and supervising the structural development of the
resource plans to continually improve on the ability to forecast training plans and
recruitment;
ii) Responsible for establishing recruitment strategy through market trend studies,
analysis of recruitment statistics, and maintaining liaison with various pilot
associations;
iii) Responsible for maintaining the departmental Policy and Procedures Manual in
accordance with Company and IOSA requirements;
iv) Responsible for developing the aircrew selection process in accordance with
departmental policies and market trends;
v) Responsible for contributions in staff training, budgeting, and other ad-hoc projects as
needed;
vi) Maintaining recruitment site objectives and periodically reviewing the contents for
accuracy to the target audience;
vii) Maintaining liaisons with Crew Scheduling and Control on manpower requirements for
recruitment and upgrades;
viii) Maintaining liaison with the HKCAD on crew licensing matters;
ix) Developing, implementing, and maintaining robust administration and communication
processes to support the effective and efficient management of Flight Crew;
x) Seeking feedback on, investigating, and resolving Flight Crew related welfare,
conduct, and work attendance issues.
xi) Managing the Flight Crew Discipline and Grievance process including the Preliminary
Investigation outcome and recommendations as designated by the Chief Pilot.
xii) Providing and coordinating support, counselling, and guidance to Flight Crew
regarding medical and personal issues that may impact technical and flying duties.
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1.3.9.5
Required Qualifications / Experience
1.3.9.5.a
Knowledge
i) Holder of a bachelor’s degree or equivalent.
1.3.9.6
Skills
i) Proven ability to develop and maintain relationships with a range of stakeholders;
ii) Proven influential and consultative approach with a solution focus and strong
negotiation skills;
iii) Highly developed planning, analytical and problem-solving skills;
iv) Ability to lead, delegate and deliver results within tight deadlines;
v) Good command of both oral and written English, and working knowledge of the
Chinese language will be considered an advantage;
vi) Strong interpersonal and communication skills;
vii) Independent, self–motivated and able to work under pressure.
1.3.9.6.a
Experience
i) A minimum of 5 years of relevant experience in all areas of planning and resourcing
for cockpit crew.
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1.3.10
Fleet Technical Pilot (FTP)
1.3.10.1
Accountable and Reports to
Chief Pilot (Flight Standards)
1.3.10.2
Responsible for
Not applicable
1.3.10.3
Main Purpose of the Position
i) Responsible to the Chief Pilot for ensuring a safe, secure, cost-effective, efficient and
legally compliant fleet operation;
ii) Responsible for coordinating the flight testing of Company aircraft, and assessing the
initial and ongoing suitability of flight simulators.
1.3.10.4
Accountability, Authority and Responsibility
i) Responsible for liaison with original equipment manufacturers (OEMs) to provide
feedback regarding in-service events, and to ensure that OEM updates are reviewed
and recommended to the Chief Pilot for incorporation into Company manuals.
ii) Responsible for the safe, secure and legal compliance of flight and ground operations;
iii) Responsible for highlighting to the Chief Pilot any issues with potential for a positive or
negative impact on safety, quality, or cost, and where appropriate, make
recommendations for a solution;
iv) Responsible
Department;
for
establishing
effective
communication
with
the
Engineering
v) Responsible for the consistency and accuracy of technical information given through
the Company Operations Manuals;
vi) Responsible for supporting Flight Operations policy-making bodies from the fleet
technical perspective;
vii) Coordinate test flights and simulator validation activities for the Company, including
selection and training of test personnel;
viii) Recommend amendments to the Airworthiness Flight Test Manual (AFTM);
ix) Recommend amendments to the Company's Dispatch Deviation Guide (DDG);
x) Recommend revisions to Air Test Schedules for Company aircraft;
xi) Make operational recommendations with regards to test flying.
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1.3.10.5
Required Qualifications / Experience
1.3.10.5.a
Knowledge
i) A thorough knowledge of airworthiness flight test procedures;
ii) Hold, or have held, an ATPL.
1.3.10.5.b
Skills
i) Preferably hold, or have held, a HKCAD Airworthiness Flight Test Approval.
1.3.10.5.c
Experience
i) Required:
A minimum of 2,000hrs total aeronautical experience obtained on a turbine or
jet aircraft with a certified mass of 30,000kg or greater;
A minimum 500hrs Pilot in Command experience obtained on a turbine or jet
aircraft with a certified mass of 30,000kg or greater.
ii) Preferred:
Familiarity with aircraft from the same manufacturer as Company aircraft.
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1.3.11
Training Manager (TM)
1.3.11.1
Accountable and Reports to
Chief Training Captain
1.3.11.2
Responsible for
i) Training Personnel.
1.3.11.3
Main Purpose of the Position
i) Responsible to the CTC for the regulatory compliance of training policy and for
facilitating development and continuous improvement of cost-effective training
systems and methodologies that enhance performance.
1.3.11.4
Accountability, Authority and Responsibility
i) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of Flight Crew training (inclusive of training facilities) and, if
necessary, escalate to the CTC in accordance with the Company's risk management
framework;
ii) Responsible for ensuring that practices, processes and procedures associated with
Flight Crew training, whether performed by Company employees or contracted service
providers, produce effective, efficient and safe outcomes in compliance with Company
and regulatory requirements;
iii) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
iv) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
v) Contributes to continual improvement of the operation by providing feedback to the
CTC on deficiencies and suggestions for improvement;
vi) Lead projects assigned by the CTC;
vii) Ensure all external training providers meet all Company and regulatory requirements;
viii) Contribute to the development of, and adherence to, Standard Operating Procedures
(SOP);
ix) Oversee the development of the training syllabi to meet CAD requirements;
x) Implement systems, procedures, and documentation for all Flight Crew training and
review their effectiveness;
xi) Responsible for ensuring that training records and Certificates of Test are correctly
signed and maintained;
xii) Arrange for the use and approval of flight simulators and other training facilities as
required by the CAD;
xiii) Accountable and responsible for identifying and assessing both future and current
training needs for Flight Crew.
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1.3.11.5
Required Qualifications / Experience
1.3.11.5.a
Knowledge
i) In possession of a valid Hong Kong ATPL.
1.3.11.5.b
Skills
i) Hold a current CAD Letter of Authority as an Authorised Examiner on an aircraft type
operated by the Company
1.3.11.5.c
Experience
i) Required:
Minimum qualifications required to be appointed as a TRE in accordance with
OM-D
ii) Preferred:
Minimum 2 years of TRE experience with the Company.
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1.3.12
FOP Quality and Safety Officer (FQSO)
1.3.12.1
Accountable and Reports to
Manager, FOP Quality and Safety
1.3.12.2
Responsible for
Not applicable
1.3.12.3
Main Purpose of the Position
i) Assist MFQS with all matters involving FOP Quality, Safety, Security and Fatigue
Management Systems.
1.3.12.4
Accountability, Authority and Responsibility
i) Ambassador and promoter of quality, safety and security within FOP;
ii) Participate in SSAG and FRMS meetings;
iii) Assist in review, assessment and closure of safety reports related to FOP;
iv) Track Safety Actions arising from investigations and/or routine assessments to ensure
that they are implemented/closed in a timely manner;
v) Monitor regulations that affect FOP to ensure all updates are incorporated in
operations, including monitoring and updating FOP's CAD360 Compliance Matrix and
IOSA Conformance Report;
vi) Liaise with FOP management to ensure conformance with IOSA Flight (FLT) and
Dispatch (DSP);
vii) Review Flight Data Analysis Programme data in support of safety investigations, and
to monitor safety trends;
viii) Assist in the preparation and conduct of audits as directed by MFQS;
ix) Conduct line flying safety observations/inspections;
x) Make recommendations to MFQS
QMS/SMS/SeMS/FRMS processes;
regarding
Continual
Improvement
of
xi) Maintain the FOP Quality and Safety library.
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1.3.12.5
Required Qualifications / Experience
1.3.12.5.a
Knowledge
i) Role-related degree, diploma or industry qualification preferred;
ii) Have held a valid Commercial Pilot’s Licence or Airline Transport Pilot’s Licence within
the last 5 years.
1.3.12.5.b
Skills
i) Good command of both spoken and written English;
ii) Good interpersonal and communication skills;
iii) Good problem solving and analytical skills;
iv) Data and process familiarity;
v) Computer literate - Microsoft Office.
1.3.12.5.c
Experience
i) Required:
A minimum of 5 years employment with an airline;
A minimum of 1,000 hours total aeronautical experience on a turbine or jet
aircraft with a certified mass of 30,000kg or greater and certified for flight with
no less than two crew.
ii) Preferred:
QMS/SMS/SeMS/FRMS experience;
Flight Data Analysis Programme experience;
Experience in regulatory approval processes;
IOSA/LOSA experience.
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1.3.13
Operations Control Centre Manager (OCCM)
1.3.13.1
Accountable and Reports to
Manager, Operations
1.3.13.2
Responsible for
i) Supervisor, Operations Control Centre;
ii) Operations Control Officer;
iii) Operations Control Officer (Trainee).
1.3.13.3
Main Purpose of the Position
i) Managing day-to-day operation and functions of the Operations Control Centre (OCC)
and Flight Dispatch, and ensure they are conducted in accordance with the AOC,
CAD360 and the Company’s policies and procedures.
1.3.13.4
Accountability, Authority and Responsibility
i) Responsible for short and long-term planning of OCC activities, including the provision
of resources, training, processes and procedures;
ii) Has the authority to make decisions regarding risk tolerability associated with the
safety and security of OCC activities and, if necessary, escalate to the MO in
accordance with the Company's risk management framework;
iii) Responsible for ensuring that practices, processes and procedures associated with
OCC, whether performed by Company employees or contracted service providers,
produce effective, efficient and safe outcomes in compliance with Company and
regulatory requirements;
iv) Responsible for the development, motivation, and organisation of OCC staff, including
frequent communication in an open and cooperative manner on all matters that affect
Company procedures, safety, security and regulatory compliance;
v) Responsible for identification of hazards, assessment and management of change,
elimination/mitigation and management of risks, and for submitting reports via the
safety reporting system;
vi) Responsible for developing and implementing corrective actions to ensure safety,
security and compliance;
vii) Contributes to continual improvement of the operation by providing feedback to the
MO on deficiencies and suggestions for improvement;
viii) Recommend changes to Operations Manuals;
ix) Direct and ensure quality and timely execution of operational support from OCC and
Flight Dispatch to internal and external customers;
x) Ensure cost-effective responses to flight disruptions are initiated and implemented by
OCC;
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xi) Control the standards and provision of Flight Planning services, inclusive of OFP
production;
xii) Control and manage live aircraft tracking and continuous flight watch services;
xiii) Advise Company management on the status of irregular operations;
xiv) Maintain OCC staff qualification and ensure staff competencies;
xv) Prepare and participate in IOSA registry and compliance in DSP discipline;
xvi) Maintain liaison with the On-Time-Performance (OTP) system owner and make
suggestions to achieve the Company objectives;
xvii) Participate in selection, introduction, implementation and continuous improvement of
OCC’s business tools, applications, software and hardware systems;
xviii) Assist GMFO, MO and MFQS in liaison with regulatory bodies, original equipment
manufacturers and other external entities relevant to operational control;
xix) Advise GMFO and MO on business functions, staffing, staff personnel matters,
planning and development of OCC team;
xx) Maintain OCC records and forms;
xxi) Stand-in as Supervisor, OCC where required.
1.3.13.5
Required Qualifications / Experience
1.3.13.5.a
Knowledge
i) Tertiary education or above;
ii) In-depth knowledge of AOC, CAD360 and IOSA requirements in relation to flight
operational control and dispatch;
iii) Technically oriented with thorough understanding of flight operational policies and
procedures.
1.3.13.5.b
Skills
i) Meet the language requirements as stipulated in the Operations Control Centre
Manual;
ii) Strong interpersonal and communication skills;
iii) Strong supervisory and people management skills;
iv) Attentive to detail.
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1.3.13.5.c
Experience
i) Required:
A minimum of 10 years’ experience in airline operations, preferably in an
operational control, flight dispatch or crewing environment;
Prior experience with electronic flight planning, operational control and/or crew
scheduling and control systems.
ii) Preferred:
Previous IOSA experience as an Auditor or Auditee;
Previous experience dealing with suppliers and vendors;
Demonstrated competence at managing an operations control centre;
Holder of Aircraft Dispatcher certification.
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1.3.14
Crew Scheduling and Control Manager (CSCMG)
1.3.14.1
Accountable and Reports to
Manager, Operations
1.3.14.2
Responsible for
i) Crew Rostering Supervisor;
ii) Crew Control Supervisor.
1.3.14.3
Main Purpose of the Position
i) Responsible for manning day-to-day operations of CSC, guiding, setting goals, and
assigning work for the team, monitoring staff performance and motivating staff, and
conducting short-long term crew planning;
ii) Responsible for drafting, reviewing, amending, and updating the CSC Manual so as to
comply with CAD & IOSA requirements;
iii) Responsible for reviewing the performance of the Crew Management System and
provide input to the service vendor.
1.3.14.4
Accountability, Authority and Responsibility
i) Assist Manager Operations in manning day-to-day operations of CSC;
ii) Arrange the training programme for CSC staff;
iii) Carry out crew strength study and prepare short-long term manpower plan of both
Flight Crew and Cabin Crew;
iv) Draft, review, amend and update CSC policies, procedures, and manuals;
v) Ensure crew resources are adequate to meet the operations plan;
vi) Ensure all crew rosters are fully compliant with CAD371 and other regulatory
requirements;
vii) Advise Rostering and Crew Control colleagues in all daily operational matters;
viii) Provide OJT and guidance to CSC subordinates;
ix) Review the performance of the Crew Management System and provide input to the
service vendor.
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1.3.14.5
Required Qualifications / Experience
1.3.14.5.a
Knowledge
i) Comprehensive knowledge of regulatory requirements and familiar with aviation
safety management system and quality systems;
ii) Familiar with CAD360 and CAD371;
iii) Fatigue Risk Management.
1.3.14.5.b
Skills
i) Good command of spoken/written English and Chinese;
ii) Good leadership skills;
iii) Strong analytical and interpersonal skills.
1.3.14.5.c
Experience
i) Required:
Degree holder in Aviation Related discipline;
At least 8-10 years of crew rostering and/or crew control experience with at
least 3 years’ experience at Supervisor grade.
ii) Preferred:
Experience in handling and introduction of Crew Management Systems.
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1.3.15
Assistant Manager, E-Ops & EFB (AM, E-OPS&EFB)
1.3.15.1
Accountable and Reports to
Line Operations Manager
1.3.15.2
Responsible for
i) Supervisor, Technical Services and Document Control
1.3.15.3
Main Purpose of the Position
i) Responsible for Electronic Flight Bag (EFB) systems deployed by the Company to
provide flight performance data, Flight Operations Manuals, and Company Operations
Manuals for use by Flight Crew during all operations in pursuit of a “Paperless
Cockpit” concept in compliance with HKCAD 562 and AMC 20-25 regulations.
1.3.15.4
Accountability, Authority and Responsibility
i) Responsible for all the applications installed and for providing support to the EFB
users on these applications;
ii) Responsible for identifying potential security issues associated with the applications
installed;
iii) Responsible for hardware and software configuration management and for ensuring,
in particular, that no unauthorised software is installed;
iv) Manage technical and performance issues for both hardware and software aspects;
v) Responsible for ensuring that only a valid version of the application software and
current data packages are installed on the EFB system;
vi) Responsible for ensuring the integrity of the data packages used by the applications
installed;
vii) Prepare EFB training material and conduct related briefing or training to the endusers.
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1.3.15.5
Required Qualifications / Experience
1.3.15.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Knowledge of CAD562 for managing EFB;
iii) Knowledge of Apple Business Manager (ABM) portal and work with Mobile Device
Management (MDM) solution;
1.3.15.5.b
Skills
i) Experience in editing XML/HTML documents;
ii) Experience in using Document Management Systems (e.g. WebManuals, Comply365,
etc.);
iii) Good command of both spoken and written English;
iv) Proficient in PC applications such as Office 365;
v) Excellent organisational and multi-tasking ability.
1.3.15.5.c
Experience
i) Required:
A minimum of 5 years’ working experience in Aviation Information Management
in Flight Operations.
ii) Preferred:
Experience in IOSA, CAD and internal audits.
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1.3.16
Assistant Manager, Navigation Services (AMNS)
1.3.16.1
Accountable and Reports to
Line Operations Manager
1.3.16.2
Responsible for
i) Line Operations Officer
1.3.16.3
Main Purpose of the Position
i) Responsible for the processing of navigational data and information to enable safe,
efficient and cost-effective operations of flights;
ii) Provide oversight duties related to charting service and critical routeing information.
1.3.16.4
Accountability, Authority and Responsibility
i) Ensure the navigational data for flight planning system, aircraft’s FMC, simulators,
EFB devices and offices are accurate and up-to-date in compliance with State
regulations;
ii) Provide aeronautical information or references in time by directing and controlling the
preparation and provision of the information;
iii) Analyse feedback to identify issues and improve the overall navigational data integrity
and operational efficiency;
iv) Review operational requirements regularly and assist in procedure development by
working with relevant parties to contribute to smooth operations;
v) Lead the team and motivate subordinate staff to meet the workload of the unit
effectively and efficiently;
vi) Act as a focal point with vendors on data reception and integrity with necessary followup;
vii) Assist in the Foreign AOC application process for the Company.
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1.3.16.5
Required Qualifications / Experience
1.3.16.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Knowledge of the CAD360 policy manual.
1.3.16.5.b
Skills
i) Good command of both spoken and written English;
ii) Mandarin speaking is an advantage;
iii) Experience in using XML tools to create document for automation;
iv) Proficient in PC applications such as Office 365;
v) Excellent organisational and multi-tasking ability.
1.3.16.5.c
Experience
i) Required:
A minimum of 5 years’ working experience in Aviation;
Experience in flight planning systems used by airlines.
ii) Preferred:
Experience in flight planning related field;
Experience in IOSA, CAD and internal audits
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1.3.17
Aircraft Performance Engineer (APE)
1.3.17.1
Accountable and Reports to
Line Operations Manager
1.3.17.2
Responsible for
i) Line Operations Officer
1.3.17.3
Main Purpose of the Position
i) Responsible for overseeing aircraft performance, including the aircraft’s takeoff,
cruising and landing performance data production. Provide recommendations on
operational policies and procedures in relation to engine inoperative and
depressurisation cases;
ii) Responsible for aircraft performance monitoring, including route analysis, fuel usage
monitoring and CO2 emission analysis in the most cost efficient and effective manner
while complying with Air Navigation (Hong Kong) Order (AN(HK)O) and CAD360
requirements;
iii) Responsible for applying advanced operations principles to ensure the aircraft is
operated at optimal levels, as safely and efficiently as possible.
1.3.17.4
Accountability, Authority and Responsibility
i) Ensure correct and accurate aircraft performance data is used in Flight Crew
Operation Manuals and flight planning systems;
ii) Provide oxygen compliance reports for HKCAD when necessary;
iii) Evaluate and design flight procedures to mitigate noise level and CO2 emission levels
during takeoff and landing;
iv) Study new aircraft’s performance and associated routes to enhance Company best
practice;
v) Provide regular reports on payload capability analysis, fuel burn and flight time studies
to support commercial and operational goals;
vi) Provide operational and commercial assessments on new routes, to achieve the
business continuity and expansion;
vii) Measure and report to management on fuel efficiency monitoring;
viii) Fly as an observer in revenue, delivery and test flights to collect and analyse in-flight
performance data for operational safety and efficiency;
ix) Provide forecast data for the annual fuel budget and analyse any discrepancies;
x) Analyse flight test data in support of aircraft performance database development;
xi) Develop and enhance policies, procedures, and processes which deliver technical
and operational support;
xii) Use computer-based tools to analyse aircraft performance in specific phases of flight;
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xiii) Develop operational data and provide operational and strategic engineering services
to new aircraft acquisition;
xiv) Provide oversight to the aircraft’s weight and balance programme;
xv) Develop efficient flight profiles and Cost Index for the flight planning system;
xvi) Maintain knowledge of developments in the field of aircraft performance.
1.3.17.5
Required Qualifications / Experience
1.3.17.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Aerospace Engineering study is an advantage
1.3.17.5.b
Skills
i) Good command of both spoken and written English;
ii) Mandarin speaking is an advantage;
iii) Proficient in PC applications such as Office 365;
iv) Excellent organisational and multi-tasking ability.
1.3.17.5.c
Experience
i) Required:
A minimum of 3-5 years’ working experience in Aviation Engineering related
field;
Experience with aircraft performance products from Airbus or Boeing.
ii) Preferred:
Experience in flight planning system used by airlines;
Experience in IOSA, CAD and internal audits;
Flight education at Commercial Pilot's Licence (CPL) level.
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1.3.18
Supervisor, Technical Services and Document Control (STSDC)
1.3.18.1
Accountable and Reports to
Assistant Manager E-Ops and EFB
1.3.18.2
Responsible for
i) Line Operations Officer
1.3.18.3
Main Purpose of the Position
i) Responsible for maintaining the controlled operational documents and managing the
operations library, as well as assisting in the ongoing development and enhancement
of the distribution process in line with the growth of the business.
1.3.18.4
Accountability, Authority and Responsibility
i) Provide an efficient and expeditious amendment and distribution service of the
Operations Manuals;
ii) Ensure all manuals produced by the Company comply with the relevant rules and
HKCAD regulations;
iii) Provide consultation services to various departments to achieve in adding new
documents or converting legacy documents into Operations Publications supporting
documents, etc.;
iv) Manage and develop the Document Management System / Content Management
System.
v) Manage flight documentation and maintain physical updates for the office-controlled
version.
vi) Publish Flight Crew Notices, Cabin Crew Notices, Company NOTAMs, etc.;
vii) Assemble the Flight Library for new aircraft, delivery flight & ferry flight operations;
viii) Monitor and examine the Flight Library’s deficiencies addressed from post-flight
voyage reports;
ix) Perform ramp duties on aircraft for manuals or certificates update.
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1.3.18.5
Required Qualifications / Experience
1.3.18.5.a
Knowledge
i) Role-related degree, diploma or industry qualification
1.3.18.5.b
Skills
i) Experience in editing XML/HTML documents;
ii) Experience in using Document Management Systems (e.g. WebManuals, Comply365,
etc.);
iii) Good command of both spoken and written English;
iv) Proficient in PC applications such as Office 365;
v) Excellent organisational and multi-tasking ability.
1.3.18.5.c
Experience
i) Required:
A minimum of 3 years’ working experience in Aviation or related field;
A valid HK driving licence.
ii) Preferred:
Experience in IOSA, CAD and internal audits.
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1.3.19
Flight Operations Duty Manager (FODM)
1.3.19.1
Accountable and Reports to
General Manager Flight Operations
1.3.19.2
Responsible for
Not applicable
1.3.19.3
Main Purpose of the Position
i) The Flight Operations Duty Manager is a management pilot rostered to provide
operations management support and guidance to OCC and line pilots for any
operational issues arising during operations;
ii) The FODM is the designated representative of the GMFO during the assigned duty
period.
1.3.19.4
Accountability, Authority and Responsibility
i) Maintain close communication with OCC in the event of emergency or accident,
typhoon alert, air turnback or diversion, and any significant operational event affecting
operations;
ii) The FODM is not required to be on duty at the OCC but must be contactable
throughout the period of assigned duty;
iii) The FODM is directly accountable for safety and security outcomes in the conduct of
his duties.
1.3.19.5
Required Qualifications / Experience
FODMs are management pilots selected by the GMFO. No specific knowledge, skills or
experience are required prior to selection, however prospective FODMs will be provided
with training in accordance with the FOP PPM prior to being permitted to conduct FODM
duties without supervision.
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1.3.20
Assistant Manager FOP Quality and Safety (AMFQS)
1.3.20.1
Accountable and Reports to
Manager FOP Quality and Safety (MFQS)
1.3.20.2
Responsible for
i) FOP Quality & Safety Officer (FQSO)
1.3.20.3
Main Purpose of the Position
i) Assist the MFQS in the effective implementation of the Company’s Quality (QMS),
Safety (SMS), Security (SeMS) and Fatigue Risk Management (FRMS) systems
across the Flight Operations Department, and liaise with relevant suppliers of
operational services regarding their associated QMS, SMS and SeMS obligations;
ii) Act as the nominated delegate for the MFQS when required;
1.3.20.4
Accountability, Authority and Responsibility
1.3.20.4.a
Authority
i) Has the authority to conduct safety audits, surveys and inspections of any aspect of
Flight Operations, and conduct investigations of internal safety events in accordance
with the procedures specified in the Company's Safety Management System Manual
(SMSM).
1.3.20.4.b
Quality Management System (QMS)
i) Assist the MFQS in managing the Flight Operations Department's conformance with
matters relating to the FOP Quality Management System;
ii) Undertake effective quality assurance activities and related reporting requirements in
line with QMS policy, including acting as a Lead Auditor or Auditor for Internal Audits
and Supplier Audits;
iii) Support the continued listing of the airline on the IATA IOSA registry, specifically with
regard to the IOSA FLT and DSP disciplines.
iv) Make recommendations to MFQS on potential areas of improvement within the FOP
Quality and Safety team's processes.
1.3.20.4.c
Compliance and Conformance
i) Manage and maintain an up-to-date understanding of FOP regulatory requirements,
industry best practice and FOP AOC support activities;
ii) Monitor regulatory Approvals, Exemptions, Permissions, Variations, Flight Operations
Notices and similar instruments for validity;
iii) Assist MFQS with the bi-annual IATA Operational Safety Audit (IOSA).
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1.3.20.4.d
Safety Management System (SMS)
i) Bring safety-related issues and trends, including those identified through analysis of
flight data, to the attention of MFQS;
ii) Investigate incidents, serious incidents and accidents,
occurrences, and propose mitigation plans where necessary;
and
other
selected
iii) Conduct FOP Safety Risk assessments to identify hazards within Flight Operations;
iv) Conduct proactive analysis of other operator’s incidents and investigation reports,
including recommendations to ensure that the Company has appropriate defences
and systems in place to avoid similar events;
v) Contribute to the safety promotion programme and provide input to safety
publications.
1.3.20.4.e
Security Management System (SeMS)
i) Monitor the effective implementation of security procedures by FOP;
ii) Monitor the provision of effective and current security training for FOP staff.
1.3.20.4.f
Fatigue Risk Management System
i) Participate in FRMS Meetings;
ii) In conjunction with QSS, monitor internal and external systems and databases for the
FRMS programme, coordinate fatigue analysis for new patterns/rosters, and
investigate fatigue-related safety reports.
1.3.20.4.g
Documentation and Records
i) Ensure that the FOP Quality and Safety team's documentation and records system
meets the requirements defined in the QMS Manual;
ii) Ensure the accuracy and continued relevance of the FOP Quality and Safety team's
section of the FOP Policy and Procedures Manual.
1.3.20.4.h
Staff Development
i) Participate in training to enhance understanding of QMS, SMS, SeMS, FRMS and
related subjects;
ii) Provide training and guidance to the FQSO to enhance his knowledge and skills in
related areas.
1.3.20.5
Required Qualifications / Experience
1.3.20.5.a
Knowledge
i) Role-related degree, diploma or industry qualification;
ii) Understanding of IOSA FLT and DSP operational disciplines and regulatory
requirements.
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1.3.20.5.b
Skills
i) Excellent command of both spoken and written English;
ii) Excellent interpersonal and communication skills;
iii) Strong problem solving and analytical skills;
iv) Data and process literate;
v) Computer literate - Microsoft Office.
1.3.20.5.c
Experience
i) Required:
A minimum of 3 years employment with an airline;
A minimum of 1 years in a Flight Operations management, supervisory or training
role;
Quality, Safety and/or Security Management Systems experience;
Experience as an Auditor or Auditee.
ii) Preferred:
FRMS experience;
Flight Data Analysis experience;
Experience in regulatory approval processes.
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1.4
MANAGEMENT CONTINUITY
1.4.1
General
When key operational managers (including AOC Post Holders) are absent from the
workplace for prolonged periods of time (i.e. more than 3 working days), delegation of
authority and deputisation processes shall ensure managerial continuity is maintained.
1.4.1.1
Deputisation of Operational Managers
i) Notification of deputisation in a form of traceable written format (e.g. letter or e-mail)
shall be forwarded to the CAD;
ii) Notification of deputisation shall contain the period of absence and the details of the
person nominated to assume the related duties.
1.4.1.2
Nominated Deputies
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First Alternate
Second Alternate
CEO
GMFO
GME
GMFO
CP
CTC
CP
CTC
GMFO
Fleet Technical Pilot
CP
GMFO
CTC
Training Manager
GMFO
Training Manager
CTC
GMFO
MFQS
GMFO
CP
MO
OCC Manager
Supervisor, OCC
OCC Manager
MO
Supervisor, OCC
LOM
AM, Navigation Services
Aircraft Performance Engineer
Crew Rostering Supervisor
Crew Control Supervisor
MO
Crew Control Supervisor
Crew Rostering Supervisor
OCC Manager
EFB Administrator
LOM
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1.5
AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
1.5.1
Assumption of Command
The Company will nominate one of the pilots to be the aircraft Commander for each flight
or series of flights. The Commander must sign the flight documents as Commander of the
aircraft, irrespective of his rank or seniority, and this officially confers his authority and
responsibility for the aircraft.
The Commander is assisted in his role by:
i) The operating First Officer, who is his nominated deputy;
ii) The Purser, who is responsible to the Commander for the conduct and coordination of
normal and emergency cabin procedures specified in the Operations Manuals.
When any additional crew member is carried to provide in-flight relief with the intent of
extending the FDP or to augment a two-man crew to extend two crew long range
limitations, the Commander will nominate a suitably qualified second-in-command.
He may also designate a Pilot in Charge who will make decisions on his behalf during his
absence from the Flight Deck, for example for physiological needs. In doing so he does
not relinquish his overall responsibility as Commander of the aircraft.
1.5.2
Commander’s Overall Responsibility
The Commander has the authority to give all commands and take any appropriate actions
for the purpose of securing the safety of the aircraft and of persons and/or property carried
therein in accordance with the Regulations, and all such commands shall be obeyed by all
persons carried in the aircraft.
As such, the Commander shall maintain familiarity with such provisions of the Company
Operations Manuals as are necessary to fulfil his required functions.
The Commander holds the overall responsibility for:
i) The operation and safety of the aircraft and all crew members, supernumeraries,
passengers and/or cargo onboard the aircraft from the time that the doors are closed
or engine start, whichever occurs first, until any external door is opened on arrival and
the engines are shutdown;
ii) Ensuring that all operational procedures, limitations, minima and checklists are
actioned, complied with and monitored in accordance with the Operations Manuals;
Note 1: The Commander has the authority to apply greater safety margins, including
airport operating minima, if deemed necessary.
Note 2: The Commander, or the pilot to whom conduct of the flight has been
delegated, shall, in an emergency that requires immediate decision and action, take
any action he considers necessary under the circumstances. In such cases he may
deviate from rules, operational procedures, and methods in the interest of safety.
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iii) Ensuring no Flight Crew member simulates or intentionally creates:
system failures or abnormal aircraft configurations;
abnormal aircraft energy states;
emergency manoeuvres;
IMC conditions or visibility reduction by physical means;
other scenarios which could adversely affect the flight characteristics of the
aircraft or performance of the crew.
iv) Ensuring that, during all phases of flight including ground manoeuvring, Flight Crew
members do not engage in activities which detract from a focus on their duties, such
as engaging in non-essential conversation or reading material not related to the safe
and proper operation of the aircraft;
v) Ensuring that a continuous listening watch is maintained on the appropriate radio
communication frequencies at all times whenever the Flight Crew is manning the
aircraft for the purpose of commencing and/or conducting a flight and when taxying;
vi) Ensuring terrain clearance, in particular during radar vectoring for an instrument
approach. Constant situational awareness must be maintained to ensure that terrain
clearance is not jeopardised by unsafe ATC instructions;
vii) Ensuring that flight recorders are not disabled or switched OFF during flight; and in
the event of an accident or an incident that is subject to mandatory reporting, are not
intentionally erased, are deactivated immediately after the flight is completed, and are
reactivated only with the agreement of the investigating Authority.
1.5.3
Crew Coordination
The Commander has the authority and responsibility for ensuring those who report to him,
either directly or indirectly, perform the duties required of them to the standards and
procedures established by the Company. He is expected to demonstrate a high level of
self-awareness, lead by example and motivate his crew to work as an effective team to
deliver the highest standards of safety and security.
The Commander must consider the impact of any decisions he makes on the individual,
the operation and the team. He should maintain a proper liaison with the handling agent at
outstations and should make every effort to accede to requests concerning the conduct of
his flight from Operations Control Centre.
In fulfilling his responsibilities for the welfare of crew, the Commander must consider
whether any actions he takes will have further consequences that also require
planning/management. If so, he must affect such further planning/management.
As the senior manager on board the aircraft, the Commander should always be aware of
any decisions he or his crew make, including those that potentially have an impact on
safety and security.
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The Commander has a shared responsibility for First Officer development. This shall be
achieved in part by setting high operating standards, and by ensuring adherence to and
understanding of SOPs and corporate policies. He shall ensure that time is allocated
during a trip or tour to facilitate constructive and balanced feedback to his First Officer. He
should be open to feedback from other members of the crew, and when appropriate,
ensure that a suitable discussion and explanation of the reasons behind command
decisions takes place.
Captains are expected to maintain an adequate liaison with their management and to visit
the CP at reasonable intervals.
1.5.4
Passengers and Cargo
The Commander shall:
i) Be responsible, in the absence of competent traffic staff, for supervising the loading of
the aircraft;
ii) Have authority to disembark any person, or offload any part of the cargo, that may
represent a potential hazard to the safety of the aircraft or its occupants;
iii) Not allow a person to be carried in the aircraft who appears to be under the influence
of alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely
to be endangered;
iv) Have the right to refuse transportation of inadmissible passengers, deportees, or
persons in custody if their carriage poses any risk to the safety of the aircraft or its
occupants;
v) Take all reasonable steps to ensure that whenever the aircraft is taxiing, taking off or
landing, or whenever by reason of turbulent air or any emergency occurring during the
flight he considers the precaution necessary, all passengers are properly secured in
their seats by safety belts or an appropriate child restraint system, and all cabin
baggage is stowed in the approved stowage.
1.5.5
Maintenance and Refuelling
The Commander shall:
i) When on the ground with the APU running, be responsible for the safety of all crew
members and passengers, and ensure the Cabin Crew are warned immediately of
any APU, refuelling or other emergency condition which might require evacuation or
rapid disembarkation of the passengers from the aircraft;
ii) Unless delegated to an authorised ground engineer, ensure that refuelling is
supervised with particular attention being paid to the correct grade and amount of fuel,
fuel water checks, filler caps, refuelling valves and fire safety precautions;
iii) Ensure that, in the event of third-party maintenance being required whilst away from
base, the appropriate procedures are followed;
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iv) Be responsible for ensuring the correct completion of the Aircraft Maintenance Log
(AML), before and after flight and, where the Flight Crew are required to carry out day
to day servicing of the aircraft, any pre-flight maintenance checks, ground de-icing or
other special pre-flight servicing have been completed.
1.5.6
Pre-flight Duties
Prior to takeoff, the Commander shall satisfy himself of the following:
i) The crew have been briefed, including reference to any changes in safety equipment
procedures;
ii) The First Officer(s) is (are) familiar with the standard takeoff briefing for the aircraft
concerned;
iii) The flight can safely be made, taking into account:
The latest information available as to the route, airports, ground facilities and
services, aeronautical radio stations and navigations aids to be used, including
review of the NOTAMs applicable to the flight;
The weather reports and forecasts for the route, Departure, Destination and
Alternate airports, as well as any alternative course of action which can be
adopted in case the flight cannot be completed as planned.
A copy of the OFP, including the ATS flight plan information, shall be reviewed by the
crew during the flight preparation process. The Commander shall sign the OFP and
leave it at the airport of departure;
iv) All required aircraft documentation and manuals in accordance with the Aircraft
Library Checklist are onboard, properly stowed, and will remain valid throughout the
flight or series of flights;
v) The aircraft weight and balance are within the calculated limits for the operating
conditions, the load is of such weight and is so distributed and secured that it may
safely be carried on the intended flight and that the Loadsheet content is satisfactory;
vi) Oxygen requirements for the intended flight can be complied with;
vii) The equipment (including radio apparatus) required to be carried in the circumstances
of the intended flight is carried and is in a fit condition for use;
viii) The airworthiness status of the aircraft is determined by a review of the Aircraft
Maintenance Log and applicable DDG deferrals. The Commander must establish that
the aircraft and equipment is in every way fit for the intended flight, and that the
Certificate of Maintenance Review is in force and will not cease to be in force during
the intended flight. The Commander retains the authority to reject an aircraft prior to
departure if dissatisfied with any aspect of the airworthiness and/or maintenance
status;
ix) Sufficient fuel and oil is carried for the intended flight, and that a safe margin has been
allowed for contingencies and that the instructions in the Flight Operations Manuals
relating to fuel and oil have been complied with. The Commander holds the final
decision authority for the amount of fuel to be carried on each flight;
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x) The performance of the aircraft in the conditions to be expected on the intended flight,
and to any obstructions at the places of departure and intended destination and on the
intended route, is capable of safely taking off, reaching and maintaining a safe altitude
thereafter, and making a safe landing at the place of intended destination. Takeoff and
landing weights shall be calculated according to the actual airport environmental
conditions, runway characteristics and aircraft configuration;
xi) An exterior aircraft inspection and the pre-flight checks set forth in the Flight Crew
Operations Manuals shall be conducted prior to every flight, including an aircraft after
it has been left unattended by a Flight Crew for any period of time. Emphasis shall be
placed on safety-critical areas of the aircraft to include the aircraft structure or
structural components for damage, frost, snow or ice present on critical surfaces, flight
controls (locked or disabled), and pitot and static ports for damage or obstruction. All
cargo doors and other service panels shall be checked secure;
xii) In all cases involving de-icing and/or anti-icing, the Commander has the ultimate
responsibility of ascertaining that the aircraft is in a condition for safe flight. The
Commander is delegated the authority to order de-icing/anti-icing of the aircraft
whenever he deems necessary;
xiii) The emergency systems and equipment located in the Flight Deck and Cabin have
been inspected to ensure availability, accessibility (including ready access to
emergency oxygen), and serviceability in accordance with the FCOM;
xiv) The position and method of use of safety belts, safety harnesses, emergency exits,
oxygen masks and all other devices required by or under the AN(HK)O and intended
for use individually or collectively in case of such an emergency, are made familiar to
the individuals concerned;
xv) The method of use of life jackets by a practical demonstration when required to do so
by the regulations governing flights over water are made familiar to the individuals
concerned;
xvi) That any person or any part of the cargo, which in his opinion, may represent a
potential hazard to the safety of the aircraft or its occupants, is off loaded;
xvii) Not allowing a person to be carried in the aircraft who appears to be under the
influence of alcohol or drugs to the extent that the safety of the aircraft or its
occupants is likely to be endangered;
xviii) That the passengers are briefed that no person on board is allowed to smoke.
1.5.7
Post-Flight Duties
After each sector, the Commander shall ensure that:
i) All the detailed transit and turn-round procedures for that particular service are
complied with;
ii) All necessary reports, forms and Aircraft Maintenance Log (AML) entries are properly
completed.
Note: Lightning-strikes, birdstrikes, heavy landings or other events which may have an
effect on the airworthiness of the aircraft shall be entered into the AML.
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1.5.8
Returning to Hong Kong
The Commander shall ensure that:
i) The required documents are returned to OCC or their designated returning point;
ii) All reports and forms are returned as required, and that all matters for complaint have
been noted by Flight Crew Report.
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1.6
DUTIES AND RESPONSIBILITIES OF CREW MEMBERS
1.6.1
Execution of Duties
Every crew member responsible for the proper execution of duties that include the safety
and security of the aircraft and its occupants, or which are specified in the instructions and
procedures in the Operations Manual, shall:
i) Report to the Commander any fault, failure, malfunction, or defect which the crew
member believes may affect the airworthiness or safe operation of the aircraft
including emergency systems, if not already reported by another crew member;
ii) Report to the Commander any incident that endangered, or could have endangered,
the safety of the operation, if not already reported by another crew member;
iii) Comply with the relevant requirements of the Company’s occurrence reporting
schemes;
iv) Comply with all Flight and Duty Time Limitations (FTL) and rest requirements
applicable to their activity.
1.6.2
Prohibition from Operation
No crew member shall perform duties on an aircraft:
i) When under the influence of psychoactive substances or alcohol or when unfit due to
injury, fatigue, medication, sickness, or other similar causes;
ii) Until a reasonable time period has elapsed after deep water diving or following blood
donation;
iii) If applicable medical requirements are not fulfilled;
iv) If he is in any doubt of being able to accomplish his assigned duties.
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1.7
DUTIES AND RESPONSIBILITIES OF THE FIRST OFFICER
1.7.1
General
The First Officer is responsible to the Commander to assist in the safe and efficient
conduct of the flight and will report to the Commander any incident that has endangered or
may have endangered safety. In the event of the incapacitation of the Commander, the
First Officer will assume command.
1.7.2
General Responsibilities
The First Officer shall:
i) Take all reasonable steps to maintain familiarity with such provisions of the Company
Operations Manual as are necessary to fulfil their required function;
ii) Assist the Commander as requested, concerning operational and administrative
duties in relation to the flight;
iii) Support the Commander in the maintenance of a proper standard of crew discipline,
conduct and personal appearance.
1.7.3
Specific Responsibilities
It is the responsibility of the First Officer to:
i) Carry out such duties concerning the flight, in accordance with Company SOPs,
including procedures, limitations and performance relating to the specific aircraft type,
as are allocated to him by the Commander;
ii) Confirm the safe navigation of the aircraft, maintaining a continuous and independent
check upon both the geographical position of the aircraft and its safe terrain
clearance;
iii) Volunteer such advice, information, and assistance to the Commander, as may
contribute favourably towards the safe and efficient conduct of the flight;
iv) Seek and receive such information and/or explanation from the Commander, as may
be necessary to enable the First Officer to fulfil his function;
v) Maintain a high personal standard of discipline, conduct and appearance as a
representative of the Company;
vi) Support the Commander, by active example, in the development and maintenance of
a high standard of professional expertise and morale amongst the crew.
1.7.4
Pre-flight
Before every flight, the First Officer must be fully aware of the flight planned route,
contents of briefing sheets, and the forecast meteorological conditions and runway states
at the Destination and Alternate airports.
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1.7.5
In-Flight Duties
i) Perform or monitor the execution of all normal, abnormal, and emergency checklists in
the manner specified in the Operations Manual and ensure that they are all properly
completed;
ii) Monitor all aspects of the flight, checking that correct procedures and techniques are
used, cross-checking all flight instrument indications, especially attitude,
altitude/height, speed and heading, and advise the Commander immediately, clearly,
and concisely if:
The aircraft departs significantly from its intended flightpath; or
He considers a hazardous situation is developing; or
Any abnormal instrument indication, warning light or flag is seen.
iii) Inform the Commander of all communication and navaid frequency changes, ensuring
that all aids are correctly tuned, identified, selected, and indicating on the required
instrument;
iv) Record flight progress and all ATC clearances, altimeter settings and
meteorological reports and forecasts on the OFP, as applicable, informing the
Commander of their contents;
v) Maintain an adequate look-out at all times;
vi) Carry out any other duties required by the Commander.
Note: Actual First Officer duties are dependent upon whether the individual is the Pilot
Flying (PF) or the Pilot Monitoring (PM) during the flight.
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1.8
DUTIES AND RESPONSIBILITIES OF THE SAFETY PILOT
1.8.1
General
A Safety Pilot is required as part of the operating crew during Aircraft Base Training (ABT)
and the initial sectors of Line Flying Under Supervision.
The primary role of the Safety Pilot is to monitor and cross-check the actions of the
operating crew, as mitigation against the threat of the higher than normal workload of the
training environment. It is not in the Safety Pilot’s remit to provide training input.
The Safety Pilot must be qualified on type and be in current practice on type. The Safety
Pilot must be present for the pre-flight briefing and will be briefed by the Training Captain
on his duties for normal and abnormal operations, with particular emphasis on the
following areas:
i) Expectations of the Training Captain;
ii) Actions in the event of crew incapacitation;
iii) Active monitoring and lookout including completion of checklist, especially during
Touch and Go manoeuvres (ABT only);
iv) Inflight priorities (silence and observation);
v) Cabin security check (if no Cabin Crew onboard);
vi) Door arming/disarming;
vii) External check, with particular focus on tyre conditions and brake wear;
viii) Communication tasks utilising VHF2;
ix) Record keeping;
x) Opportunity for the Safety Pilot to seek any necessary clarifications.
The Safety Pilot shall occupy the centre jump seat to enable the use of the communication
equipment and provide maximum visibility for active monitoring of the operation.
Priority should be given in flight to both silence and observation, with an understanding of
the required threshold for any intervention.
If the Safety Pilot has any doubts as to the expectations required by the Training Captain,
he must request the necessary clarification.
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1.9
CABIN CREW
1.9.1
General
i) Cabin Crew are operating crew trained for the purpose of performing duties in the
interests of safety, security, and service to passengers;
ii) During pre-flight briefing, the SCCM will assign crew positions and ensure that each
Cabin Crew member on a flight is aware of the duties and tasks they are assigned to
perform;
iii) Duties and tasks are defined for the various aircraft types operated by the Company
to ensure that Cabin Crew work as a cohesive team;
iv) Refer to the Cabin Crew Operations Manual for further information.
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1.10
SENIOR CABIN CREW MEMBER (SCCM)
1.10.1
General
The term SCCM refers to an operational role, and is not related to a Cabin Crew
member’s specific rank.
The Senior Cabin Crew Member:
i) Shall be nominated via roster by the Company and is the most senior member of
Cabin Crew for an assigned flight;
ii) Is responsible to the Commander for the conduct and coordination of the cabin safety,
security and emergency procedures specified in the Operations Manual;
In the event of incapacitation of the SCCM, the next-most experienced Cabin Crew
member will assume the SCCM’s duties.
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Chapter 2 - Operational Control and
Supervision
CONTENTS
Subchapter
Page
2.1
Supervision of Operations
2.2
Safety Management System (SMS)
2-14
2.3
Power of the Aviation Regulatory Authority
2-16
2.4
Operational Control
2-19
2.5
Additional Operational Instructions and Information
2-22
2.6
Flight Operations Management Meeting and Communications
2-26
2.7
Operations Dispensation Scheme
2-26
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2.1
SUPERVISION OF OPERATIONS
2.1.1
General
The General Manager Flight Operations (GMFO), in cooperation with the appointed Post
Holders in their respective departments, is responsible for the supervision of operations by
Greater Bay Airlines Company Limited.
Greater Bay Airlines must exercise operational control to establish and maintain a method
of supervision of Flight Operations.
The Company shall:
i) Ensure that operations are in conformance with the requirements of the Air Operator’s
Certificate and all applicable regulations;
ii) Ensure that operations personnel are competent, proficient and qualified;
iii) Establish a management structure which satisfies the CAD and matches the operating
network and scale of operations;
iv) Provide and maintain the physical infrastructure necessary to produce safe and
secure operations, i.e. building workspaces, associated utilities, facilities for people in
the organisation, support equipment including tools;
v) Produce, provide and maintain the Operations Manual for the use and guidance of
operations personnel;
vi) Ensure that all operations personnel are properly instructed, have demonstrated their
abilities in their particular duties and are aware of their responsibilities and of the
relationship of such duties to the operation as a whole.
2.1.2
Means of Supervision
The supervision of flight operations is achieved by:
i) Defining in the Operations Manual, the policies and the procedures to ensure that the
operations comply with the content of the granted AOC and associated Operations
Specifications;
ii) Ensuring that the aircraft is operated in compliance with the terms of its Certificate of
Airworthiness and within the approved limitations contained in its Airplane Flight
Manual (AFM);
iii) Establishing operational procedures and instructions for all types of operations, both
on ground and in flight, which define duty for ground staff and crew members;
iv) Setting up a checklist system to be used by crew members under normal, abnormal
and emergency conditions;
v) Training ground staff and crew members on the procedures, instructions and
checklists associated to their tasks;
vi) Ensuring crew licence validity and competence of operational staff;
vii) Monitoring flight time, duty time and rest period of each crew members;
viii) Promulgating additional operational instructions and information when needed;
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ix) Checking, analysing and storing flight and maintenance records, Flight Crew and
Cabin Crew reports for the statutory periods;
x) Maintaining an Operational Control Centre (OCC) to supervise and manage all
operational daily events in respect of the safety and efficiency of operations.
2.1.3
Air Operator’s Certificate (AOC)
2.1.3.1
Description
2.1.3.1.a
Hong Kong AOC Requirements
The Air Operator’s Certificate (AOC), issued by the Hong Kong Civil Aviation Department
(CAD), authorises the Company to conduct commercial air transport operations in
accordance with specified conditions and limitations.
The AOC contains the following information:
i) AOC number, revision status, issue and expiry dates;
ii) Company name, contact details and postholder titles;
iii) Aircraft types and type of operation (Public Transport of passengers and cargo);
iv) Areas of operation;
v) Limitations;
vi) Special Authorisations and related Approvals:
Special Authorisation
Description
Dangerous Goods
Approval status.
Low Visibility Operations
Approval status and associated minima.
RVSM
Approval status.
EDTO
Approval status, aircraft types and rule times.
Navigation Specifications
RNAV and RNP approvals.
ADS-B (Out)
Approval status.
Electronic Flight Bag
Approval status.
Continuing Airworthiness
Name of organisation managing continued airworthiness.
EFB
Details of approved EFB and software applications.
Approval of navigation equipment (Schedule 8 areas).
Other
Permission to use MEL.
Note: Each authorisation may be limited to a fleet, sub-fleet or specific aircraft.
2.1.3.1.b
Foreign Regulatory Requirements
For flight within the airspace of other States, the following may be required and will be
obtained prior to such operation being permitted:
i) Validation of CAD AOC;
ii) Foreign Air Operator’s Certificate;
iii) Foreign Operations Specifications.
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2.1.3.2
AOC Compliance
The Company shall at all times comply with the terms of the AOC, conditions of issuance,
and maintenance requirements, otherwise the AOC will be rendered invalid for the
duration of the non-compliance.
2.1.3.3
Duration of the AOC
The AOC shall be renewed every two years unless:
i) The CAD amends, suspends, revokes or otherwise terminates the certificate;
ii) The Company surrenders it to the Authority; or
iii) The Company suspends operations for more than 60 days.
The GMFO shall apply for renewal of the AOC at least 30, but not more than 60, days
before the end of the existing period of validity.
2.1.3.4
Amendment of the AOC
The CAD may amend any AOC if:
i) The CAD determines that safety in commercial air transport and the public interest
require the amendment; or
ii) The Company applies for a variation, and the Authority determines that safety in
commercial air transport and the public interest allows the amendment.
Any variation proposed by the Company shall be made at least 30 days prior to the
intended date of any operation under that amendment.
The Company shall not perform commercial air transport operations for which an AOC
amendment is required, unless it has received notice of the approval from the Authority.
2.1.3.5
Copy of the AOC
A copy of the AOC is available to managerial and operational staff on the E-Library at
Company Manuals > Flight Operations Department (FOP) > Approvals, Exemptions and
Permissions.
2.1.3.6
Air Transport Licence
In order to operate scheduled serices, the Company is required to hold an Air Transport
Licence issued by the Air Transport Licensing Authority (ATLA). There is no requirement
for a copy of the licence to be carried on board the aircraft.
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2.1.4
Operating Considerations and Facilities
2.1.4.1
Company Facilities
The Company maintains operational and airworthiness support facilities at its main
operating base, appropriate for the area and type of operations conducted.
The Company has appropriate ground handling facilities at all of the airports to which it
operates to ensure the safe servicing and loading of its flights.
The adequacy of such facilities is verified during the new port setup process, and routinely
monitored and audited as described in the QMS Manual.
2.1.4.2
Operating Considerations
The Company shall not commence a flight unless it has been ascertained by every
reasonable means available that:
i) the ground facilities available and directly required on such flight, for the safe
operation of the aircraft and the protection of the passengers, are adequate for
the type of operation under which the flight is to be conducted and are adequately
operated for this purpose; and
ii) the airspace containing the intended route from the Departure airport to the Arrival
airport, including the intended Takeoff Alternate, Destination Alternate and En-route
Alternates (if applicable), can be safely used for the planned operation.
2.1.4.3
Conflict Zones
The Company shall ensure that a risk assessment is conducted for flights intended to
operate over or near conflict zones, that necessary mitigations are implemented prior to
such flight, and that the Commander is adequately briefed on any operational
considerations or procedures required.
2.1.4.4
Inadequacy of Facilities
The Company shall report to the authority responsible without delay any inadequacy of
facilities observed during operations.
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2.1.5
Licence and Qualification Validity
Joint responsibility is delegated to the CTC, Crew Scheduling and Control and the crew
member to ensure that:
i) No crew member shall perform a flying duty unless his licence, rating, medical
certificate, recency, and any other qualification that he might require for the particular
flight are appropriate, current and valid for the duration of the flight; and
ii) The proficiency of crew members to perform their duties is periodically tested in
accordance with Chapter 5 of this manual.
Note: The final responsibility for maintaining a licence's validity rests with the crew
member. Whenever he is aware that any licence, rating, certificate, recency or other
requirement is about to expire, he shall at once notify the Crewing Section to ensure that
all necessary steps for revalidation are taken.
2.1.6
Competence of Operations Personnel
2.1.6.1
Competence
The supervision of the competence of the operations personnel is achieved by:
i) Ensuring that the personnel assigned to, or directly involved in, flight operations are
properly instructed and have demonstrated their abilities in their particular duties.
Qualification requirements are defined in Chapter 5;
ii) Ensuring that the personnel can communicate in English and that they are able to
understand those parts of the Operations Manual, which pertain to their duties and
responsibilities.
2.1.6.2
Monitoring
Competence of operations personnel is monitored as follows:
2.1.6.2.a
Flight Crew
i) By flight checks, simulator checks and recurrent training. Refer to the Training Manual
(OM-D);
ii) By Flight Data Analysis Programme (FDAP) analysis. Refer to the Safety
Management System Manual (SMSM), Flight Data Analysis and the Flight Safety
Programme chapters.
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2.1.6.2.b
Cabin Crew
i) By flight checks (refer to Cabin Crew Operation Manual) and recurrent training. Refer
to Cabin Crew Training Manual.
2.1.6.2.c
Ground Personnel
i) By appropriate checks conducted by department managers in accordance with the
Ground Services Management Manual;
ii) By initial and recurrent training for Flight Operations Officers. Refer to Operation
Control Centre Manual.
2.1.7
Operations Supervision and Monitoring System
2.1.7.1
Flight Watch
The Company expects all flights to continue towards the airport of intended landing unless
the Commander was notified by OCC via ACARS, SATCOM or radio of any significant
information, such as NOTAM, MET data, etc., indicating a landing is not possible at the
expected time of arrival. Should the Commander decide any deviation to the planned
route and/or divert due to operational reasons, he should inform OCC via ACARS,
SATCOM or radio at the earliest convenience.
2.1.7.2
Methods Used
The supervision and monitoring of operations are achieved by:
i) Ensuring that the operations comply with the content of the AOC and its associated
Operations Specifications. Compliance is achieved by adherence to the instructions
contained in the appropriate chapters in this manual;
ii) Monitoring flights with FDAP to ensure that the aircraft is operated in compliance with
the terms of its Certificate of Airworthiness and within the limitations contained in the
approved Aircraft Flight Manual. Compliance is achieved by adherence to the SOPs,
checklists, and limitations in the FCOM;
iii) Setting up a checklist system to be used by crew members under normal, abnormal
and emergency conditions to ensure that the operating procedures of the Operations
Manual are adhered to;
iv) Checking, analysing and storing flight and maintenance records, Flight Crew and
Cabin Crew reports as well as passenger complaints for the statutory periods. Refer
to OM-A 2.1.8.7;
v) Analysis of flight data showing deviations from the rules set in the OM. If necessary,
corrective actions, training programmes and crew information will be initiated from this
data.
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2.1.8
Control, Analysis and Storage of Records, Flight Documents and Data
2.1.8.1
Documents Used for the Preparation and Execution of a Flight
i) Flight documents to be carried for each flight are detailed in Chapter 8;
ii) By examining and signing these documents, the Commander certifies that he is
satisfied with the proposed flight preparation.
2.1.8.2
Flight documents to be retained on ground at the airport of departure:
i) A copy of the OFP;
ii) Copies of the relevant parts of the Aircraft Maintenance Log (AML);
iii) Route specific NOTAM documentation if specifically edited by the operator;
iv) Weight and Balance documentation;
v) Special loads notification.
2.1.8.3
Reports
After each flight the Commander shall ensure completion of the AML and Voyage Report,
which contains the aircraft registration, flight number, date, departure and arrival airports,
ATD, ATA, flight time and the names and duty assignments of the crew members.
Other reports which may be completed as required include, but are not limited to:
i) Air Safety Report
Available in SMS360 > My Forms
ii) Commander’s Discretion Report (Form FOP-FLY-004)
Available in Aviator > Documents > Forms
Discretion Reports shall be e-mailed to OCC@greaterbay-airlines.com within 24
hours
iii) Backup Voyage Report (Form FOP-FLY-004)
To be used only if the EFB Voyage Report function is not available
Available in Aviator > Documents > Forms
If Aviator is not available, must be requested from Ground Staff
Must be completed and e-mailed to OCC@greaterbay-airlines.com
iv) Cabin Maintenance Log (CML)
This action is normally delegated to the SCCM
He shall also report all occurrences as required in Chapter 11 (Reporting).
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2.1.8.4
Flight Data Recorder
Following an accident or incident for which reporting to the Authority is required, the
Company shall preserve the original recorded data pertaining to that occurrence, as
retained by the recorder for a period of fourteen (14) days unless otherwise directed by
the investigating authority.
The Company shall, within a reasonable time after being requested to do so by the
Authority, produce any recording made by a flight recorder, which is available or has been
preserved.
It is prohibited to intentionally erase FDR data, or manually switch off the FDR unless
doing so is essential to preserve data relating to an accident or incident that would
otherwise be lost.
2.1.8.5
Cockpit Voice Recorders
The recordings of the cockpit voice recorder may not be used for purposes other than for
the investigation of an accident or incident subject to mandatory reporting except with the
consent of all crew members concerned.
It is prohibited to intentionally erase CVR data, or to manually switch off the CVR unless
doing so is essential to preserve data relating to an accident or incident that would
otherwise be lost.
2.1.8.6
Flight Operations Records
All records shall be clearly identified by the type of record and if applicable by the name of
personnel. Records shall be in a secure locked facility in the OCC office, with limited and
restricted secure access.
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2.1.8.7
Retention of Records
Document Storage Periods:
Flight Crew Records
Documents
Flight, Duty and Rest
Time
Commander’s Discretion
Report
Licence and Medical
Certificate
Retention Period
1 year
1 Year
Storage Location
(Department)
Flight Operations
Office
Flight Operations
Office
Storage Type
Rostering System
FliteBrief
Until 12 months after the
crew member has left the
employ of the Company
Ground and Flight
Training (all types)
2 years
Paper copy in pilot's
Records
training file
Proficiency qualification
successful and unsuccessful evaluation
Flight Crew Training
2 years
Rostering System
checks (all types)
Route and airport
qualification training
Dangerous Goods training
CRM/Human Factors
training
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36 months
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Cabin Crew Records
Storage Location
Documents
Retention Period
Flight, Duty and Rest Time
1 year
Cabin Crew Office
Rostering System
2 years
Cabin Crew Office
Rostering System
36 months
Cabin Crew Office
Rostering System
2 years
Cabin Crew Office
Rostering System
Security training
2 years
Cabin Crew Office
Rostering System
Competency checks
2 years
Cabin Crew Office
Rostering System
2 years
Cabin Crew Office
Rostering System
(Department)
Storage Type
Ground and flight training
(all types) and qualification
check
Dangerous Goods training
CRM / Human Factors
training
Proficiency / Appraisal
Form
Flight Preparation
Documents
Cargo manifest
Load and Trim Sheet
Retention Period
6 months after
completion of the flight
6 months after
completion of the flight
Flight plans (OFP and
3 months after
ATS)
completion of the flight
Passenger Manifests
Weather Report
Voyage Report
3 months after
completion of the flight
3 months after
completion of the flight
6 months after
completion of the flight
Storage Location
(Department)
Storage Type
OCC Office
Soft Copy
OCC Office
Soft Copy
OCC Office
FliteBrief
OCC Office
Soft Copy
OCC Office
FliteBrief
OCC Office
FliteBrief
A soft copy of the NOTOC is retained in the OCC office for the duration of the flight to
assist in emergency response. A signed hard copy is stored by the Ground Handling
Agent at the departure airport for a period of 6 months.
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Flight Recorder Records
Documents
Retention Period
Storage Location
(Department)
Storage Type
Preserved after an
Cockpit Voice
Recordings
accident or incident for
14 days or longer if
Safety Department
requested by the
Authority
Preserved after an
accident or incident for
Flight Data Recordings
60 days or longer if
requested by the
Safety Department
Authority completion of
the flight
Aircraft Maintenance Log
Documents
Retention Period
Aircraft Maintenance
Log (AML) and Cabin
At least 3 months
Maintenance Log (CML)
Storage Location
(Department)
Engineering
Department
Storage Type
Hard Copy
Other Records
Documents
Quality and Safety
System Records
2.1.8.8
Retention Period
5 years
Storage Location
(Department)
Storage Type
Quality Department
Quality Safety
Safety Department
Management Database
Disposal of Obsolete Documents
Obsolete documents and records shall be destroyed after their period of validity expires or
after a stated storage period.
The manager of the department will contact the Quality Manager concerned before a
decision to dispose of the document is made. The Quality Manager will ensure all periodic
inspections have taken place before discarding records.
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2.2
SAFETY MANAGEMENT SYSTEM (SMS)
2.2.1
General
The Company is required to establish, maintain and operate a Safety Management
System (SMS) as required by CAD 360 and CAD 712.
The Company’s objectives for Safety in pursuance of its policies are determined and
endorsed by the CEO and are documented in the SMSM. Within the Company,
management are responsible for Health and Safety protection within their areas of
responsibility.
Safety has the highest priority and receives the focus of our attention. The Company
strives to achieve the highest standard of safety within the commercial air transport
operations that it plans, provides and operates by identifying and mitigating those risks
arising from the Company activities which could contribute to a degradation in safety.
The Company regards the safety of its operations as the most important consideration
through all its activities and will continue to adopt explicit safety standards that comply
with and exceed the statutory obligations and the safety requirements of the CAD. The
Company will develop a culture among all staff that fosters an increasing understanding of
the importance of Safety in all our activities and the resultant responsibility of each
individual.
The Company has developed Safety Reports to be used by all employees for reporting
information concerning safety. All employees are advised that the Company will not initiate
disciplinary procedures against an employee who discloses an incident or occurrence
involving safety. This policy cannot apply to criminal, intentional or regulatory
infringements. The Company provides Safety Training to all staff appropriate to their roles
and responsibilities within the organisation.
The SMS contains an Emergency Response Plan (ERP) with Family Assistance Plan
included. For details, refer to the Safety Management System Manual (SMSM) and Crisis
Management Manual (CMM).
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2.2.2
Company Safety Culture
The Company encourages a “Reporting Culture”, an organisational climate in which
people are prepared to report an error.
The Company also subscribes to a “Just Culture”, which provides an atmosphere of trust
in which people are encouraged to provide essential safety-related information while
understanding where the line is drawn between acceptable and unacceptable behaviour.
The “Just Culture” concept and policy are designed to encourage compliance with the
appropriate regulations and procedures and foster safe operating practices.
The reporting of unpremeditated or inadvertent errors will not result in disciplinary or
punitive action being taken against the reporter.
It is not the aim of this policy to protect employees who deliberately put others at risk,
engage in wilful and/or deliberate violation of policies or procedures, or who fail to report a
safety occurrence or hazard. Neither does it limit management’s ability to rectify any
deficiency in personal or organisational standards or behaviour.
Refer to OM-A 11.3 for further information.
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2.3
POWER OF THE AVIATION REGULATORY AUTHORITY
2.3.1
General
The CAD has the power to deliver the right to operate commercial flights by means of an
Air Operator Certificate (AOC).
An AOC may be varied, suspended or revoked if the CAD is no longer satisfied that the
operation is safe. The CAD has the privilege to grant an exemption from
requirements prescribed in CAD 360. In such a case, the CAD is responsible for ensuring
that an acceptable level of safety can be maintained. The Accountable Manager, Post
Holders, and both the Heads of Corporate Safety and Quality shall be acceptable to the
CAD.
The CAD has the right to interview any nominee or call for additional evidence of his
suitability before deciding upon acceptability.
The CAD has the power to:
i) Determine the adequacy, relevance and consistency of the AOC holder’s compliance
with the requirements;
ii) Assess the efficiency of the operator’s internal monitoring procedures and confirm the
availability of sufficient resources and proper processes, as documented by the AOC
holder’s Quality System;
iii) Verify by means of inspections, compliance with the requirements and the
effectiveness of the AOC holder’s Quality System.
The CAD has the power to assess the continued competence of an AOC holder by
inspection and monitoring of:
i) Infrastructure;
ii) Manuals;
iii) Training;
iv) Crew records;
v) Maintenance;
vi) Ramp operations;
vii) Ground and aircraft equipment;
viii) Pre-flight preparation;
ix) Release of Flight/Dispatch;
x) In-flight operations;
xi) Ground operations;
xii) Dangerous Goods procedures and policies;
xiii) Quality System and results of operator’s Quality audits.
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The GMFO shall liaise with the CAD on matters concerning inspections and monitoring.
The CAD may direct, in the interests of safe operations, by means of Operational
Directives that an operation shall be prohibited, limited or subjected to certain conditions.
Operational Directives state:
i) The reason for issue;
ii) Applicability and duration; and
iii) Action required by the operator.
2.3.2
Regulatory Authority Flight Inspections
2.3.2.1
General
For flight inspections, any person authorised by the CAD or foreign State Authority shall
be permitted at any time to board and fly in any aircraft operated in accordance with an
AOC issued by that Authority and to enter and remain on the Flight Deck.
The Commander shall, within a reasonable time of being requested to do so by a person
authorised by an Authority, produce to that person the documentation required to be
carried on board.
However, at any time the Commander may refuse access to the Flight Deck if, in his
opinion, the safety of the aircraft would thereby be endangered.
After any inspection, including Ramp Inspections, the Commander should notify the
Company by ACARS addressed to the Operations Control Centre.
2.3.2.2
Access for Inspection
To determine continued compliance with the applicable regulations, the Company shall
grant the CAD access to and cooperation with any of the Company’s organisations,
facilities, aircraft, and facilities that it has contracted for services associated with
commercial air transport operations and maintenance for services, and grant the CAD free
and uninterrupted access to the Flight Deck of the aircraft during flight operations.
2.3.2.3
CAD Tests and Inspections
The CAD will conduct on-going validation of the Company‘s continued eligibility to hold its
AOC and associated approvals.
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2.3.2.4
Foreign Regulatory Authority Ramp Inspections
Foreign Authority Ramp checks may include questions regarding, and inspection of, the
following:
i) Crew licence;
ii) Medical certificate;
iii) English Language Certificate;
iv) Procedures, manuals and navigation charts that should be carried;
v) Compliance with these procedures by crew;
vi) Safety and emergency equipment in the Flight Deck and Cabin;
vii) Demonstration of the use of safety and emergency equipment;
viii) Use of the DG Emergency Response Guide;
ix) Cargo carried in the aircraft;
x) The technical condition of the aircraft;
xi) AOC and Operations Specifications documents;
xii) Aircraft Certificates.
As the time between arrival and departure (the turn-around time) may not be sufficient to
complete the full checklist, not all items may be inspected. The ramp inspection should not
delay an aircraft except for safety reasons.
Flight Crew shall ensure they are conversant with the details on their licence and the
location and use of the AOC, CofA, Aircraft Certificates, ICAO DG Emergency Response
Guide, Safety Equipment and Operations Manuals.
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2.4
OPERATIONAL CONTROL
2.4.1
General
Operational control is defined as the exercise of authority to initiate, continue, divert or
terminate a flight. Operational control is exercised so as to ensure the safety, efficiency,
economy, and schedule of all flight operations. Safety takes precedence over all other
considerations.
The Company uses a Commander assisted system for the purpose of operational control.
The Commander has sole authority over any and all decisions regarding operational
control. However, the Commander is assisted by others, such as OCC, Flight Operations
Duty Manager (FODM) or other operational staff assigned the responsibility to carry out
specific functions, duties or tasks, such as flight planning and in-flight support.
2.4.2
GMFO Responsibilities
The GMFO shall ensure, for the planned flight:
i) That a Commander has been designated and that a complete crew has been
scheduled, and that they meet all relevant competency and recency requirements;
ii) That for each crew member of the planned flight, the legal requirements concerning
flight time and rest requirements have been and are being observed;
iii) That the aircraft has undergone all maintenance that renders the aircraft capable,
from a technical and legal point of view, to finish its flight or series of flights and return
to home base before a major check becomes due.
2.4.3
Before Commencement of the Flight
The Company has authority for Operational Control, that is, the initiation, continuation,
diversion or termination of a flight.
The primary function of the OCC is to facilitate operational control through
communications and established procedures with relevant operational and commercial
departments. Furthermore, OCC is responsible for the effective and efficient coordination
of all applicable activities prior to the commencement of the flight.
The OCC reacts to operational irregularities by:
i) Crew member changes (e.g. use of standby or reserve crew);
ii) Aircraft changes;
iii) Changing the planned schedule by earlier departure, delay, re-routeing, cancellation
of flight, diversion of flight en-route, etc.
Once a Commander has commenced flight duty, he shall be informed of, and consulted
on, all questions relating to his flight, his crew and his aircraft.
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2.4.4
Initiation and Commencement of the Flight
The Commander is responsible for initiating the flight.
The Commander has the authority for operational control for any safety or legal issues
from the moment the aircraft is ready to move for the purpose of taking-off, until the
moment it finally comes to rest at the end of the flight and the engines are shutdown.
After the flight has been initiated, the final authority as to the disposition of the aircraft
rests with the Commander. He shall responsibly cooperate with the OCC and with
Maintenance, who shall in turn provide him with any information having an operational
impact or with information requested by him. The Commander shall base all of his
decisions on the safety of the aircraft, its passengers and the crew.
2.4.5
Aircraft Tracking
2.4.5.1
Normal Aircraft Tracking
The Company uses flight tracking software to assist in the timely identification and location
of a Company aircraft during an emergency such as a ditching or forced landing. Refer to
OCC Manual 2.16 ‘Company Oversight of Flight Operations’ for further information.
Aircraft Tracking is an established process that maintains and updates, at standardised
intervals, a ground-based record of the four-dimensional (4D) position (latitude, longitude,
altitude, time) of individual aircraft in flight. The terms associated with Aircraft Tracking
are:
4D/15 Service – In the provision of air traffic services, an ATS unit receives fourdimensional aircraft position information at 15-minute intervals or less from suitably
equipped aircraft.
4D/15 Tracking – The operator obtains four-dimensional aircraft position information
at 15-minute intervals or less.
2.4.5.2
Missing Position Reports
The Company has established an internal process to contact the aircraft in the event of
non-receipt of a 4D/15 report. OCC staff are trained to monitor 4D/15 position reports
transmitted from the aircraft and will follow the process below in the event of non-receipt of
such a report after an elapsed time of 15 minutes since the last report:
i) OCC will attempt to request a position report using ACARS or ADS-C;
ii) If no position report is received from the aircraft, OCC will send a free text ACARS
message requesting a position report;
iii) If there is still no response received from the crew, OCC will attempt to contact the
aircraft via SATCOM voice (if fitted). Crew shall respond to the SATCOM call as per
current procedures and verify operations normal and current position. If operations are
not normal, covert signalling may be appropriate;
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iv) If there is still no response, the FODM will be informed and OCC will alert the Air
Traffic Services Unit (ATSU) responsible for the FIR who will attempt to locate it using
their own established procedures. If contact cannot be established, the ATSU will
declare the appropriate emergency phase, and it is assumed that the aircraft is
missing until found.
2.4.5.3
Significant Deviation from Flight Plan
The flight tracking software generates an alert in OCC if the aircraft deviates by more than
100nm laterally or 10,000ft vertically from the flight plan. OCC will use the system to view
weather overlays, squawk codes and changes of altitude to determine whether such
deviations are normal. If doubt exists, OCC will contact the aircraft with a message “SIG
DEVIATION DETECTED. CONFIRM OPS NORMAL OR ADVISE INTENTION”.
If there is no response within a reasonable time, the FODM will be informed and OCC will
alert the Air Traffic Services Unit (ATSU) responsible for the FIR who will attempt to locate
it using their own established procedures. If contact cannot be established, the ATSU will
consider the possibility of unlawful interference and the appropriate emergency phase will
be activated.
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2.5
ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION
2.5.1
Company Communications
2.5.1.1
Communication Methods
The following modes of publication / communication for promulgation are practicable:
i) Print and distribution by mail and Company mail;
ii) Mailing to a staff member's email address;
iii) Telephone call or SMS;
iv) Relay by ATS (in flight);
v) ACARS.
2.5.1.2
Non-urgent Crewing and Administrative Issues
Crew should contact Crew Scheduling for NON-URGENT crewing and administrative
issues such as roster requests, etc.
Operating Hours: 08:00-17:00 on business days (Monday – Friday)
E-mail: rostering@greaterbay-airlines.com
2.5.1.3
Day-of-operations Issues
Crew should contact Crew Control for DAY-OF-OPERATIONS issues such as reporting
unfit for duty, crewing disruption (missing licence, certificates, CMC, COC, travel
documents), etc.
Operating Hours: H24*, year-round.
Telephone: 3184 2804, alternatively contact OCC on Teams.
* Calls received between 17:00 - 08:00hrs on business days and H24 on weekends/public
holidays will be attended by OCC.
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2.5.1.4
FOP Management Contacts
Flight Crew can contact the relevant FOP management teams directly, or through the
FODM via OCC. The following e-mail addresses can also be used:
Point of Contact
Subject
Engineering
Fleet, Technical and Flight Standards
Members: CP, MFS
Operations Manuals
FLT@greaterbay-airlines.com
Standardisation
Training
Flight Crew Training
Members: CTC, TM
FCT@greaterbay-airlines.com
Line Operations
Aircraft Performance
Members: LOM, AMNS
Charts
LOP@greaterbay-airlines.com
Flight Documents
Navigation Database
Flight Crew Resources
Allowances
Members: FCRM, FCRO
Hotel Feedback
FCR@greaterbay-airlines.com
Transportation Feedback
Personal/Family Issues
FOP Quality and Safety
Ramp Checks
Members: MFQS, FQSO
Quality, Safety and Security Concerns
FQS@greaterbay-airlines.com
2.5.1.5
Temporary / Informative Information
Regulations and procedures of a temporary or informative nature are published through
NOTAMs and notices from the relevant departments.
Company NOTAMs are used as a means of providing crew with additional operating
information or restrictions that may be relevant for the given flight. This information shall
be reviewed by crew members prior to departure.
The department responsible for issuance of information or instructions is also responsible
for its follow-up and cancellation. When applicable, the information/instruction shall state
the issue date along with the beginning and end dates of its applicability. If unable to state
the applicability period, it shall state “Valid until Further Notice” and/or “For Inclusion in the
Operations Manual”.
Flight Crew members shall read and acknowledge all Notices in the Notices group on the
E-Library (electronic Library).
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2.5.2
Flight Crew Notice (FCN)
2.5.2.1
Purpose
FCNs generally necessitate immediate dissemination and relate to operational, technical
or administrative information of either a temporary, ad hoc or semi-permanent nature.
Their method of classification and indexing corresponds to those who should be principal
recipients of the information.
2.5.2.2
Validity
For the FCN to be valid, an issue, effective and expiry date is required. The period of
validity shall not exceed 6 calendar months. Upon expiry, the FCN shall be cancelled or
incorporated in the respective OM Part, if so required.
2.5.2.3
Control Number
Each FCN shall have a sequence-based control number within its classification and
recorded in an index. The control number shall consist of the Calendar Year and Issued
Number, e.g. 2021-001.
2.5.2.4
Index
The index listing will include the:
i) Status;
ii) Control Number;
iii) Category;
iv) Subject;
v) Effective Date;
vi) Expiry Date.
2.5.2.5
Distribution
Flight Crew Notices will be published on the E-library in the Notices section.
i) Flight Crew members are obliged to regularly check the e-library for content changes.
They must acknowledge all Notices requiring read confirmation before flight duty;
ii) Where an FCN incorporates operational instructions, safety-critical or operationally
critical information, it shall be deposited in each Flight Briefing Package on the day of
issuance to ensure it is received by each crew member reporting for duty that day;
It shall also be sent by e-mail to each handling agent at stations where the crew starts
a Flight Duty Period for inclusion in the pre-flight briefing;
Confirmation that the FCN has been received and reviewed by the crew may also be
obtained via SMS, WhatsApp, telephone call, etc., where deemed necessary by the
department responsible for the issuance of the information.
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2.5.3
Regulatory Documents
The Company will make the following regulatory documents available to all staff who
require such access:
i) Hong Kong Aeronautical Information Publication (AIP);
ii) State AIPs (as applicable);
iii) Air Navigation (Hong Kong) Order (AN(HK)O);
iv) Aeronautical Information Circulars (AIC);
v) Aeronautical Information Regulation and Control (AIRAC).
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2.6
FLIGHT OPERATIONS MANAGEMENT MEETING AND COMMUNICATIONS
2.6.1
General
Flight Operations management meetings shall be held in accordance with the schedule in
the table below to address matters regarding the safety and security, services, operations
management, training programmes, recruitment plan, etc. The main areas to be
addressed will be safety, and a review of policy to enhance continual improvement in all
matters of the Company’s flight operations.
Type of Meeting
Purpose
Fleet Management
To discuss Operation
Meeting
Fleet Matters
Manpower Meeting
Manpower Planning
Frequency
Chair
Weekly
GMFO
Monthly
MO
Monthly
GMFO
Monthly
GMFO
Monthly
GMFO
As Required
GMFO
As Required
CTC
As Required
GMFO
To discuss all Safety
Flight Operations Safety
Group
related matters
including Flight Data
analysis and Air Safety
Reports
Fatigue Risk
To discuss all Fatigue
Management Group
Risk related matters
Flight Operations Crew
Management Meeting
To discuss various
Flight Crew related
matters
Command Selection
Selection of Pilots for
Committee
Command Upgrade
Training Committee
Selection of pilots for
Instructors
To Discuss crew non-
Review Committee
technical / training
performance related
matters
Minutes are taken at all meetings. They are distributed to all concerned managers,
through SharePoint and are available for view by all management personnel.
2.7
OPERATIONS DISPENSATION SCHEME
An Operations Dispensation is a temporary exemption from a specific requirement of an
Operations Manual.
Operation outside the requirements of the Operations Manuals without an Operations
Dispensation is not permitted and would constitute a breach of the conditions of the Air
Operator's Certificate (AOC).
The Company does not currently have approval to utilise an Operations
Dispensation Scheme.
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Chapter 3 - Quality, Safety and Security
Management Systems
CONTENTS
Subchapter
Page
3.1
Quality, Safety and Security Management
3-3
3.2
Hazard Identification and Risk Management
3-4
3.3
Hazard Analysis
3-4
3.4
Risk Assessment
3-4
3.5
Corporate Safety Objective
3-4
3.6
Quality Management (Compliance Monitoring) System
3-5
3.7
Quality Assurance (Compliance Monitoring) Audit
3-6
3.8
Safety Audit
3-6
3.9
Flight Operations Audit
3-6
3.10
Duties and Responsibilities
3-7
3.11
Documentation of Management System Processes
3-7
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3.1
QUALITY, SAFETY AND SECURITY MANAGEMENT
Greater Bay Airlines has established, implemented, and maintains integrated Quality,
Safety, and Security Management systems which include:
i) Clearly defined lines of responsibility and accountability throughout the Company,
including a direct safety accountability of the Accountable Executive;
ii) A description of the overall philosophies and principles of the Company regarding
safety, referred to as the Quality, Safety and Security Policy;
iii) A process of identification of safety hazards and security threats, their evaluation, and
the management of associated risks, including taking action(s) to mitigate risks and
verify the effectiveness of those actions;
iv) Provision of personnel trained and competent to perform their tasks;
v) Documentation of all management system key processes, including a process for
making personnel aware of their responsibilities and the procedure for amending this
documentation;
vi) A function to monitor compliance with the relevant requirements, including a
monitoring system which provides feedback to the Accountable Executive to ensure
effective implementation of corrective actions, as necessary.
The Company Management Systems (SMS, QMS, SeMS) are applicable worldwide to all
departments, and are in effect at all locations where operations are conducted. These
Systems and the Quality Manager shall be acceptable to the CAD.
Responsibility for implementing the Management Systems is delegated through the
Accountable Executive to the SMS Manager, Quality Manager, Head of Security, and to
Nominated Post Holders, who ensure that an integrated approach to all airworthiness
matters and operating standards is achieved and that all necessary regulatory and legal
requirements are satisfied. Regardless, the overall responsibility for Air
Operator’s Certificate matters and operating standards rests with the Accountable
Executive.
Greater Bay Airlines maintains a pro-active, integrated approach to safety, quality, and
security management, with each intended to be part of the Company culture.
This chapter provides an overview of each Management System’s functions for the
information of Flight Crew. Full details of the systems are contained in the applicable
manuals.
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3.2
HAZARD IDENTIFICATION AND RISK MANAGEMENT
The Safety Management System Manual (SMSM) defines the Hazard Identification and
Risk Management Policy as follows:
Hazard analysis and risk assessment are important in providing a pro-active approach to
safety management. The effort is to identify areas of relatively higher risk and aid the
development of safe, effective, procedures and practices, to mitigate risk.
3.3
HAZARD ANALYSIS
3.3.1
Effective identification of hazards is achieved by:
i) A review of accidents/incidents from both internal and external sources;
ii) A review of near miss / dangerous occurrences from internal and external sources;
iii) Identifying deficiencies during safety and quality audits;
iv) Identifying hazards using ‘brainstorming’ techniques (management & staff);
v) Periodic review of hazards if there are significant changes to processes or equipment;
vi) Flight events and trends from the Flight Data Analysis Programme (FDAP).
Operational Department Heads and Line Managers are responsible for putting in place
measures to remove, or mitigate, the risks of the identified hazards.
3.4
RISK ASSESSMENT
Risk assessment is a subjective, qualitative method of evaluating the likelihood and
severity of loss arising from an identified hazard, such as forecast volcanic ash in airspace
or on airports.
3.5
CORPORATE SAFETY OBJECTIVE
The Corporate Safety Objective is to focus safety efforts on those hazards considered to
pose the greatest safety risks to the airline and/or the aviation industry in general. The
Safety Objective is aligned with the Business Plan to ensure that safety risk and
performance is managed in line with the business strategy and development. The
Objective demonstrates Greater Bay Airlines’ commitment to develop processes, policies,
and procedures to improve safety, highlighting safety issues and identifies risks which will
be considered alongside the Business Plan. The Safety Objective considers the top risks
identified in each operational area. That information allows the departments to determine
the action to be taken to mitigate the risks and deliver further enhancements to safety. For
full details refer to the Safety Management System and Quality Management Systems
Manuals.
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3.5.1
Flight Data Analysis Programme (FDAP)
The FDAP is an integral component of the SMS, involving the collection, analysis, and
sharing of routine flight operations data, obtained by analysis of flight data recorder
information. FDAP compares everyday flight activity against Standard Operating
Procedure (SOP), with the intention of pro-actively applying non-punitive corrective action
to identified deviations. FDA analysis can result in changes to training programmes,
SOPs, ATC procedures, airport maintenance and design and aircraft operation and
design.
The Corporate Safety and Security Department is responsible for protecting the source(s)
of the data.
3.5.2
Emergency Response Planning (ERP)
The Corporate Safety and Security Department is responsible for developing accident and
serious incident response planning. Refer to the Crisis Management Manual (CMM) for
FOP procedures.
3.6
QUALITY MANAGEMENT (COMPLIANCE MONITORING) SYSTEM
3.6.1
Safety and Performance Monitoring is the process by which safety performance is verified
by comparison with the legal requirements and the Company’s safety policies and
procedures. Compliance monitoring ensures continued compliance with the Company’s
legal and other obligations. Monitoring activity includes the following:
i) Quality Control Check, Inspection and Gap Analysis (conducted by line management,
departments, or line stations);
ii) Regular management reviews by nominated persons;
iii) Compliance Monitoring against IOSA requirements;
iv) SMS Audits;
v) Flight Operations Audits.
3.6.2
Quality Control Check, Inspection and Gap Analysis provide a way for line staff and/or
management to conduct quality control as part of normal line business. They can be used
to:
i) Provide a means for the line management to identify and correct any safety risks;
ii) Provide information to the Corporate Quality Assurance programme and provide a
means to develop the business processes to support safe operations.
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3.6.3
It is the responsibility of each Nominated Post Holder to ensure that his Department
conducts regular reviews of those parts of the Management Systems which come within
their areas of responsibility, to ensure the system is suitable and effective. Such reviews
must be undertaken at least annually. Management review forms an integral part of the
overall safety-review process. Each review is documented and can include: results of
audits and other indicators; identification and correction of adverse trends, to prevent noncompliance; and assessment of areas for improvement (including, potentially,
organisational structure, reporting lines, authority given to individuals, responsibilities,
policies, processes and procedures).
3.7
QUALITY ASSURANCE (COMPLIANCE MONITORING) AUDIT
Compliance Monitoring Audits consider operational safety processes, procedures, and
practices to monitor compliance with the requirements of CAD, IOSA and/or any National
Aviation Authority (NAA) regulations in all areas where operations are conducted, as
applicable.
3.8
SAFETY AUDIT
Safety auditing is a core safety management activity and are designed to ensure that:
i) The structure of the SMS is sound in terms of the provision of appropriate levels of
staff; their compliance with approved procedures and instructions; and satisfactory
levels of personal competence and training to operate equipment and facilities, and to
maintain performance;
ii) Equipment performance is adequate for the safety of the service provided;
iii) Effective arrangements exist for promoting safety, monitoring safety performance and
processing safety issues;
iv) Adequate arrangements exist to handle foreseeable emergencies.
3.9
FLIGHT OPERATIONS AUDIT
The purpose of a Flight Operations Audit is to systematically acquire and analyse data
from the observations of crews during normal line operations. The lead auditor will
determine the scope of the audit by considering ASRs, SESMA records, risk assessments
and fleet management input. The audit itself may consider several sources of information,
such as:
i) Flight observations;
ii) Simulator observations;
iii) Management interviews;
iv) Review of Flight Operations Department documentation;
v) Review of previous audit findings.
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After the audit has taken place, any findings will be recorded in the Quality and Safety
Database and the fleet management will be debriefed. Relevant information will also be
provided to the Safety Plan working groups and to line pilots via notice or newsletter
article.
3.10
DUTIES AND RESPONSIBILITIES
The SMS Manager oversees the Safety Assurance Programme. He has the overall
responsibility for ensuring that the SMS is being implemented to ensure that the relevant
requirements are being satisfied. The SMS Manager has delegated authority from the
Accountable Executive to establish common procedures across the Company for the
management and control of the SMS, to ensure that procedures are comprehensive and
to provide a positive link between each part of the organisation where responsibilities may
cross departmental boundaries.
The Corporate Safety Department has a facilitation role in safety management. The
Department has the responsibility for the development, administration, and maintenance
of the SMS. Additional responsibilities include investigation of significant safety
occurrences, monitoring of incident trends, conducting safety-management reviews, and
providing safety management oversight.
The safety facilitation role includes setting common audit standards and processes,
managing cross-departmental and external audits and corporate reviews of the
effectiveness of the SMS.
3.11
DOCUMENTATION OF MANAGEMENT SYSTEM PROCESSES
The documentation and procedures used within the Management Systems are
fundamental elements in the management of risk. Procedures describe the standards
required to meet regulatory and Company requirements. Compliance with those
procedures cannot be assumed and all managers are responsible for ensuring compliance
with the requirements and monitoring the output. A periodic review will also take account
of the accuracy of, and compliance with, standard operating procedures and work
instructions.
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Chapter 4 - Crew Composition
CONTENTS
Subchapter
Page
4.1
Crew Complement
4-3
4.2
Crew Composition
4-6
4.3
Designation of Aircraft Commander
4-7
4.4
Command Succession
4-7
4.5
Observers
4-7
4.6
Jump Seat
4-8
4.7
Supernumerary
4-8
4.8
New to Line Pilots
4-8
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4.1
CREW COMPLEMENT
4.1.1
General
All Flight Crew members shall hold an applicable and valid licence and medical
certificate endorsed by the CAD and shall be suitably qualified and competent to conduct
the duties assigned to them;
One pilot amongst the Flight Crew, qualified as Pilot-in-Command (PIC), will be
designated as the Commander who may delegate the conduct of the flight to another
suitably qualified pilot.
Crew duty assignments, including designation of the Commander, are specified in the
Crew Rostering System and copied to the crew list in the Jeppesen Aviator app.
4.1.2
Minimum Crew
4.1.2.1
Flight Crew
One Captain and one First Officer constitute the minimum crew complement. The Flight
Crew complement may be augmented with additional Flight Crew when required by the
type of operation and the Approved Flight Time Limitation Scheme.
4.1.2.2
Cabin Crew
i) Passenger Flights
When passengers are carried, the required number of Cabin Crew is based on the
passenger seating configuration and is not affected by the number of passengers on
board, as follows:
Type
B737-800
Max Pax Seating
Number of Cabin Crew
Configuration
Members
189
4
There is no requirement for Cabin Crew to be carried on a flight if there are no
passengers on board.
The AN(HK)O defines a “passenger” as “a person other than a member of the crew”.
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ii) Operations Without Cabin Crew
For operations when there are no Cabin Crew on board, the PM will be responsible
for the following:
Security check of the Cabin, including emergency equipment as required;
Checking and signing for the catering and ensuring that the galley is secure
with all electrical equipment switched off before takeoff and landing;
Opening and closing of cabin doors as required in normal and emergency
situations;
Arming of Doors L1 and R1 after all doors have been closed, and disarming
all doors prior to the beacon light being selected off.
In addition, when supernumeraries are carried, the PM will be responsible for the
following:
Providing a Safety Briefing to supernumeraries, to cover:
The use of seatbelts and harnesses (as applicable), including that they
must be worn during taxi, takeoff, landing, and at any other time that the
Seatbelt signs are switched on (e.g. turbulence and emergency
situations);
The location and method of use of lifejackets and oxygen;
Use of emergency exits, highlighting that the Flight Crew are
responsible for opening the doors unless they are incapacitated;
The prohibition of smoking at all times;
That no person onboard the aircraft may be under the influence of
alcohol or drugs to the extent that the safety of the aircraft or its
occupants is likely to be endangered;
Communication with the Flight Crew in normal and emergency
situations.
Ensuring that the cabin is secure, with all baggage stowed, prior to takeoff and
landing;
Conducting Cabin Crew duties as described in OM-E 2.12, 2.14 and 2.15 in the
event of an evacuation.
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iii) Operations with Positioning Cabin Crew on Ferry / Positioning Flights
General
Refer to OM-A 8.7.1 for definitions of “ferry” and “positioning” flights.
Positioning Cabin Crew are responsible for their own safety and adherence
to the seatbelt signs or instructions from the cockpit during the flight.
Cabin Crew Within Their FDP
One Cabin Crew member will be nominated by the Company as the
Operating Crew, and the remaining crew will be free of duty.
The Operating Cabin Crew member is responsible for the following:
Security check of the Cabin, including emergency equipment as
required;
Arming and disarming of Doors L1 and R1;
Securing the Cabin & Galley;
Looking after the catering needs of both the Cockpit and
Positioning Cabin Crew;
Maintaining normal cockpit communications;
Additionally, when Cabin Crew are required to position other than
in the forward cabin zone due to aircraft trim requirements, arming
and disarming of one pair of doors adjacent to the cabin zone in
which the Cabin Crew are to be seated.
Cabin Crew Having Exceeded Their FDP
All Cabin Crew will position and be free of duty; however they are
responsible for their own catering needs and must secure any galley or
compartment that they disturb during the flight.
The PM will be responsible for the following:
Security check of the Cabin, including emergency equipment as
required;
Checking and signing for the catering and ensuring that the galley
is secure with all electrical equipment switched off before take-off
and landing;
After all doors have been closed on departure:
Arming of Doors L1 and R1;
Additionally, when Cabin Crew are required to position other
than in the forward cabin zone due to aircraft trim
requirements, arming of one pair of doors adjacent to the
cabin zone in which the Cabin Crew are to be seated.
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Prior to the beacon light being selected off after arrival:
Disarming of all cabin doors that were previously armed.
Normal Cockpit to Cabin communications with regard to seatbelt signs and
PAs to be seated for takeoff and landing will be made. The ‘Cabin Ready’
function shall not be actioned by the Positioning Crew.
iv) Carriage of a Lesser Number of Cabin Crew
Flight with a lesser number of Cabin Crew than specified in OM-A 4.1.2.2 para (i) is
not permitted without CAD approval.
4.2
CREW COMPOSITION
4.2.1
Two Commanders
Whenever two Flight Crew members with the qualification to act as PIC are scheduled
together, one of them shall be clearly designated as Commander of the flight or series of
flights.
Where two Captains are operating together, the PF shall occupy the left-hand seat. The
only exception is Captains that are designated as Training / Check Captains, who may act
as PF or PM from either seat.
4.2.2
Right Seat Qualification
If two Captains must fly together, the Captain operating in the right-hand seat must be
adequately qualified as detailed in the OM-D.
4.2.3
Pilots Aged 60 or Older
Pilots who have attained the age of 60 years may operate aircraft registered in Hong Kong
and operated by Greater Bay Airlines Company Limited, subject to the following
conditions:
i) the said pilot has not attained the age of 65 years;
ii) the said aircraft is fitted with dual controls; and
iii) the said pilot operates the aircraft in accordance with the policies and procedures
accepted by CAD for multi-crew operations.
4.2.4
Freelance Crew
The employment of part-time or ‘freelance’ Flight Crew will be acceptable only in
exceptional circumstances and in consultation with the Flight Operations Inspector (FOI).
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4.3
DESIGNATION OF AIRCRAFT COMMANDER
4.3.1
Non-training Flights
One pilot, qualified to operate as PIC, will be designated in the Crew Rostering System as
the aircraft Commander for a particular flight or series of flights.
4.3.2
Training and Testing Flights
For training flights, Line Flying Under Supervision and check flights with an instructor
occupying an operating pilot’s seat, the instructor will be nominated as the Commander of
the flight.
On flights during which the instructor is observing the conduct of the flight from the
observer’s seat, he shall not be the designated Commander.
Note: The designated Commander must be at the controls for takeoff and landing. When
conducting the final line check following conversion or command training, or an Annual
Line Check renewal (i.e. the previous line check has expired), the instructor must occupy
an operating pilot’s seat since the pilot under check is not qualified to be designated as
Commander.
4.4
COMMAND SUCCESSION
In the event of Flight Crew incapacitation, command will revert to the next most senior
pilot.
i) Commander;
ii) Training Captain (if carried);
iii) First Officer.
When no Flight Crew are on board the aircraft but Cabin Crew are on board, the chain of
command is:
i) SCCM;
ii) Cabin Crew member, according to seniority.
In case of incapacitation of the Commander, the Flight Crew member assuming command
shall operate from their normal control seat whenever possible. Aircraft docking should
only be accomplished by a Flight Crew member seated in their normal operating seat,
provided suitable controls are available, using either an aircraft Docking Guidance System
calibrated for that seat or ground marshalling. The aircraft shall be towed onto the parking
bay if this is not possible.
Refer to OM-E 1.22 for procedures in the event of Cabin Crew incapacitation.
4.5
OBSERVERS
Observers may be a Flight / In-flight Auditor, Technical staff, CAD Inspector, or Flight
Crew, who is planned for the flight to become informed with or to check the procedures in
cockpit.
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4.6
JUMP SEAT
Except for crew members on duty, any person onboard must be issued a ticket (Boarding
Pass). Jump seat occupancy can be granted in accordance with OM-A 10.16.
4.7
SUPERNUMERARY
A person in addition to the Flight Crew that is not a Cabin Crew member but is on board
an aircraft during commercial or non-commercial operations and is not classified as a
passenger by the Company or the CAD.
Supernumeraries required for the safety of operations on board an aircraft during
commercial or non-commercial operations shall be aware of (through training, briefing or
other means) their safety roles, responsibilities, and duties.
Supernumeraries shall be prepared to assist, but shall not interfere with, qualified crew
members in the performance their duties.
Such person is typically any of the following: An inspector, auditor or observer authorised
by the Company to be on board the aircraft in the performance of his or her duties (e.g.
CAD FOI, IOSA auditor, LOSA observer).
4.8
NEW TO LINE PILOTS
4.8.1
A pilot is deemed “New To Line” (NTL) until:
i) After initially joining the Company, they have successfully completed a final line check
and operated 10 consolidation sectors as operating crew in a pilot seat; or
ii) They have passed their final command upgrade line check and operated 20
consolidation sectors as operating crew in a pilot seat;
iii) They have completed transition training to a new fleet within the Company, completed
a final line check and operated 10 consolidation sectors as operating crew in a pilot
seat.
4.8.2
Consolidation sector considerations
Under normal circumstances, NTL pilots may not be rostered on the same flight. In the
event of roster disruption or exceptional circumstances, the Flight Operations Duty
Manager (FODM) may waive this requirement.
NTL Captains:
i) Are required to carry out all takeoffs and landings during their own period of
consolidation;
ii) Shall observe the limits specified in OM-A 8.1.3.1.c.
Upon completion of consolidation, a Captain may operate in the right seat as Pilot
Monitoring (PM) if right seat qualification training has been completed.
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Chapter 5 - Qualification Requirements
CONTENTS
Subchapter
Page
5.1
General
5-3
5.2
Flight Crew
5-5
5.3
Cabin Crew Qualification
5-9
5.4
Training, Checking and Supervisory Personnel
5-9
5.5
Flight Crew Records Monitoring
5-9
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5.1
GENERAL
All crew members must have an employment contract with the Company, possess a valid
work visa or a Hong Kong Permanent Identity Card, and be suitably qualified and
competent to conduct their duties as detailed in this OM.
5.1.1
Licences
In order to be qualified to operate Company aircraft, Flight Crew shall hold an appropriate
and valid licence, be trained, checked and competent to conduct the duties assigned to
them.
Flight Crew should be aware of their individual responsibilities in relation to the legality
and currency of any Flight Crew licences, associated ratings and certificates held. Flying
with an out-of-date document is illegal and can invalidate insurance coverage.
Both the Company and the licence holder are responsible for the validity of the Pilot’s
Licence. The Company will facilitate qualification and document renewal. However, each
crew member is personally responsible to ensure that he is in possession of the applicable
documents, qualifications and certifications required and that they are valid, current and
applicable. If a licence discrepancy is thought to exist, OCC or the FOP Team is to be
informed without delay.
All Flight Crew shall carry the required licence with Aircraft Rating, Instrument Rating and
English Language Proficiency (ELP) endorsements, Flight Radiotelephony Certificate,
associated Certificates of Test and valid Medical Certificate with them at all times when
they are on duty.
5.1.2
Medical Examination for Licence Renewals
Medical examination may be taken at any time during the calendar month in which they
expire. Appointments should be booked for the early part of the month to allow for CAD
assessment.
Pilots are to inform OCC or the FOP Team immediately of the result of their medical
examination.
5.1.3
Personal Flying Log Books
The pilot must complete their personal log book as prescribed in the AN(HK)O, Part 4,
Article 22 and Part 7 Article 59. Pilots are required to ensure that all flying hours and flight
simulator exercises are recorded accurately and in accordance with regulatory guidelines.
The claimed experience of potential employees must be substantiated.
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5.1.4
Passport Renewals or Changes
A photocopy of the relevant pages of a new passport, or of any of the details on the
existing passport which have changed, is to be sent to OCC or the FOP Team. Pilots are
to continue to carry the old passport along with the new one for a period of at least one
month to allow time for a revised crew list to be sent to various authorities that require
such information.
5.1.5
Age Limits
The maximum age of the Flight Crew member is 65 years of age.
5.1.6
Common Language
The English language is the common language for all Company operations and for all
manuals. All communications between Flight Crew and Cabin Crew shall be in the English
language.
5.1.6.1
Language Proficiency
It is an ICAO requirement that all Flight Crew engaged in international operations shall
demonstrate operational (Level 4) language proficiency.
5.1.6.2
Recurrent Language Testing requirements
English Language Testing criteria will be in accordance with the requirements of OM-D.
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5.2
FLIGHT CREW
5.2.1
General
5.2.1.1
Before acting as a member of the Flight Crew on any flight operated under the Greater
Bay Airlines AOC, a pilot must be in possession of:
i) A valid and current HK licence applicable to their role in the crew;
ii) A valid and current Class 1 Medical certificate;
iii) Successfully completed Type Rating Training for the relevant aircraft type, have his
licence endorsed with the relevant aircraft type and have revalidated/renewed the type
rating within the prescribed period of validity;
iv) Successfully completed the Company Conversion Training and Testing as described
in this section and the OM-D;
v) Successfully completed, within the prescribed period of validity, the Recurrent Training
and Testing described in this section and the OM-D;
vi) Meet the pilot recency requirements as described in this section and the OM-D.
5.2.1.2
To be designated as a Commander, a pilot must meet the requirements of:
i) 5.2.4.1 below for Direct Entry Captains or 5.2.4.3 for Command Upgrade within the
Company;
ii) Successfully completed the Route and Airport Qualification requirements for the
particular flight as described in 5.2.7.
A Commander required to operate in either pilot’s seat must meet the qualification
requirements described in paragraph 5.2.8.
5.2.2
Type and Class Rating
Each pilot must satisfactorily complete a Type Rating course in accordance with the
requirements of OM-D.
5.2.3
Conversion Training and Testing
After converting to an aircraft for which a new type or class rating is required, or when first
joining Greater Bay Airlines, each pilot must satisfactorily complete the Company
Conversion Course before commencing unsupervised line flying.
5.2.4
Flight Crew Qualifications
Pilots are required to be in possession of valid licences and have the minimum level of
experience as detailed below.
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5.2.4.1
Direct Entry Captain
i) At least 3,000 hours, of which a minimum of 1,000 hours PIC experience obtained on
a turbine or jet aircraft with a certified mass of 30,000kg or greater and certified for
flight with no less than two crew;
ii) An Airline Transport Pilot’s Licence (ATPL) endorsed in Part 1 for a relevant aircraft
type, containing up-to-date certificates in respect of medical fitness, flying competency
and Instrument Rating;
iii) A valid Radiotelephony Operator’s Licence.
5.2.4.2
First Officer
i) A valid Hong Kong ATPL or Hong Kong Commercial Pilot’s Licence (CPL) with passes
in ATPL subjects from Hong Kong or an ICAO Contracting State, endorsed in Part 2
for a relevant aircraft type, containing up-to-date certificates in respect of medical
fitness, flying competency and Instrument Rating;
ii) A valid Radiotelephony Operator’s Licence;
iii) At least 1,000 hours, of which a minimum 500 hours obtained on a turbine or jet
aircraft with a certified mass of 30,000kg or greater and certified for flight with no less
than two crew, except that a lesser experience level may be accepted in the case of
joining pilots who are currently qualified on type; or
At least 750 hours logged as P2X obtained on a turbine or jet aircraft with a certified
mass of 30,000kg or greater and certified for flight with no less than two crew.
5.2.4.3
​Command Upgrade within the Company
i) Successfully completed the Pre-Command Assessment;
ii) At the time of attempting the Command Upgrade Line Check, a total of 3,000 hours
experience, including a minimum of 1,500 hours P1 or P2 obtained on a jet aircraft
with a certified mass of 30,000kg or greater and certified for flight with no less than
two crew;
iii) At least 12 months of continuous employment as Flight Crew with the Company.
5.2.5
Command Training and Testing
Command training and testing will be conducted in accordance with the requirements of
OM-D.
5.2.6
Recurrent Training and Testing
A pilot is required to undergo recurrent training and testing relevant to the aircraft type he
operates. For training requirements, refer to OM-D.
5.2.6.1
The Recurrent Training programme consists of:
i) Ground Refresher training;
ii) Flight Simulator / Aircraft training;
iii) Annual Emergency Procedures;
iv) CRM Training.
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5.2.6.2
The Recurrent Testing programme consists of:
i) Proficiency Check;
ii) Annual Emergency Procedures;
iii) Annual Line Check;
iv) Annual Operational and Technical Quiz.
5.2.7
Route and Airport Competence Qualification
Before being designated as the Commander of a flight, the Flight Crew member shall
meet the requirements applicable to the route / airport.
Training requirements and period of validity can be found in OM-D.
5.2.7.1
Route Competence Training
Route competence training is detailed in OM-D.
5.2.7.2
Airport Competence Training
The airports covered within the Greater Bay Airlines route network are categorised as
Category A, B, and C, depending on their complexity.
5.2.8
Qualification to Operate in Either Pilot Seat
Commanders whose duties require them to operate from the right-hand seat shall be
trained and examined in accordance with the requirements of OM-D.
5.2.9
Recent Type Experience (Handling Recency) Requirements
5.2.9.1
Pilot Recency (3 Month Handling Recency)
A pilot shall not operate an aircraft as Commander or Co-Pilot unless he has carried out at
least three (3) takeoffs and three (3) manual landings as Pilot Flying in an aircraft of the
type to be used for the flight, or in a flight simulator so approved by CAD, during the
preceding three (3) months.
Refer to OM-D 2.11.2.2 for details of the revalidation of 3 Month Handling Recency.
5.2.9.2
Commander’s Recency (Captain’s 35 Day Handling Recency)
A Captain shall maintain 35 Day Handling Recency by completing, in the thirty five (35)
days preceding the flight, at least one (1) complete flight involving one (1) takeoff and one
(1) manual landing in an aircraft of the type to be used for the flight, in order to operate as
Commander.
A Captain may revalidate his 35 Day Handling Recency by carrying out one (1) takeoff
and one (1) manual landing with a LTC, provided that the Captain whose recency is being
revalidated is not operating as the Commander. A flight simulator shall only be used for
this purpose after consultation with a CAD Inspector.
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A flight simulator so approved by the CAD may be used for the maintenance and
revalidation of Captain’s 35 Day Handling Recency. Refer to OM-D 2.11.1.
5.2.9.3
Augmented Crew
A Relief Pilot is a Flight Crew member who is assigned to perform pilot/co-pilot tasks
during cruise flight, to allow the Commander or Co-pilot, as appropriate, to obtain planned
rest.
A Relief Pilot shall be qualified on type and shall not operate as a Relief Pilot unless he
has operated as Commander, Co-Pilot or Relief Pilot on the same type or variant of
aircraft during the previous 90 days. Landing recency is not required for the Relief Pilot.
5.2.10
Other Qualification Requirements
5.2.10.1
Low Visibility Operations
Low Visibility Operations are not approved. Refer to OM-A 8.4
5.2.10.2
EDTO
EDTO is not approved.
5.2.10.3
Crew Resources Management (CRM) and Threat and Error Management (TEM)
Initial and recurrent CRM and TEM training is specified in the OM-D.
5.2.10.4
Dangerous Goods
Initial and recurrent Dangerous Goods training is specified in OM-D.
5.2.10.5
Safety and Emergency Procedures (SEP)
A pilot is required to undergo training and testing on the location and use of all the
emergency and safety equipment on-board the aircraft type(s) operated by Greater Bay
Airlines. Details are given in OM-D.
SEP training is normally conducted together with Cabin Crew undergoing such training to
emphasise the importance of co-ordination and two-way communication between the
Flight Deck and the cabin.
5.2.10.6
Security Training
A pilot is required to undergo Security Training as detailed in OM-D.
5.2.10.7
TCAS
The TCAS course requires academic knowledge and is fully integrated into the type rating
course.
Details are included in OM-D.
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5.2.10.8
Performance Based Navigation (PBN)
Details are included in OM-D.
5.2.10.9
RVSM
Details are included in OM-D.
5.2.10.10
Performance Based Communication and Surveillance (PBCS, ADS-B and CPDLC)
Details are included in OM-D.
5.3
CABIN CREW QUALIFICATION
Refer to Cabin Crew Operations Manual.
5.4
TRAINING, CHECKING AND SUPERVISORY PERSONNEL
5.4.1
Flight Crew Qualifications:
Minimum requirements for appointment and duties of personnel who have training,
checking and/or supervisory functions with respect to Flight Crew are described in OM-D.
5.4.2
Cabin Crew Qualifications:
Minimum requirements for appointment and duties of personnel who have a training,
checking and/or supervisory function with respect to Cabin Crew are described in the
Cabin Crew Operations Manual (CCOM).
5.5
FLIGHT CREW RECORDS MONITORING
5.5.1
Company Rostering System
The Company rostering system tracks and ensures the validity of tests, ratings,
certificates and licences, and will monitor the following;
i) Licences and certificates;
ii) Type(s) qualification;
iii) Medical status;
iv) Training records: initial training / line check / Proficiency Check / recurrent training and
check, CRM/Human Factors, Dangerous Goods, Security, Engineering;
v) Special training / qualifications, e.g. All Weather Operations, RVSM, EDTO, etc.;
vi) Equipment qualifications, e.g. TCAS/ACAS, GPWS/EGPWS, PBN, PBCS, etc.;
vii) Recency: Captain’s 35 Day Handling Recency, 3 Month Handling Recency,
Route/Airport competence/recency (including Category C airports if applicable);
viii) Check and Training personnel qualification;
ix) Right-hand seat qualification.
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The Company rostering system guards against each crew member from being rostered for
duty when periodic checks are overdue, and for verifying that licences have been renewed
at the appropriate time.
5.5.2
Flight Time and Duty Time Records
The Company rostering system monitors accrued flight time, duty time, duty periods and
completed rest periods for the purposes of fatigue risk management. It uses FRMS
principles for roster production and guards against each crew member from being rostered
for duty when the requirements of the AFTLS cannot be met.
Refer to OM-A Chapter 7
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CONTENTS
Subchapter
Page
6.1
Crew Illness
6-3
6.2
Crew Meals
6-3
6.3
Deep Underwater Diving and Underwater (Scuba) Swimming
6-4
6.4
Blood Donation
6-4
6.5
Alcohol Consumption
6-4
6.6
Sleep and Rest
6-5
6.7
Surgical Procedures
6-5
6.8
Pregnancy
6-5
6.9
Dental Treatment
6-5
6.10
Vision Correction
6-5
6.11
Screening for Psychoactive Substances
6-5
6.12
Occasions for Testing
6-6
6.13
Cosmic Radiation
6-8
6.14
International Health Regulations
6-8
6.15
Notification of Unfitness
6-10
6.16
Fatigue
6-10
6.17
Immunisations (Vaccination)
6-11
6.18
Medication
6-12
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6.1
CREW ILLNESS
It is the responsibility of every individual crew member to report for duty fully fit and rested
and able to complete all duties during the subsequent period of duty. Details of the Flight
and Duty Time Limitations Scheme for both Flight Crew and Cabin Crew are found in
Chapter 7 of this manual.
No person may serve as a Flight Crew member knowing that he has a physical deficiency
or mental condition that would render him unable to meet the requirements of his current
medical certificate, to discharge his responsibilities to a safe standard or could endanger
the safety of the aircraft or its occupants. Flight Crew shall not undertake flying duties
while under the influence of alcohol or drugs. These drugs include narcotics or any
medicine that is not approved by a CAD Approved Medical Examiner (AME) for use by
Flight Crew.
Any Flight Crew who becomes ill or incapacitated whilst on duty or during a stop-over
period at an outstation must report the matter to the Commander at the earliest
opportunity.
Commanders should be aware that a sudden deterioration in health might be an indication
of the onset of a dangerous or an infectious condition. Carriage of a Flight Crew member
who is ill is not authorised without permission from a medical doctor. Carriage of an ill
Flight Crew member could prejudice the Company's position in several ways:
i) International health regulations;
ii) Liability to the staff member concerned, should a serious illness ensue;
iii) Invalidation of the insurance of the aircraft.
The Commander must ensure that a doctor is called at the earliest opportunity to examine
the Flight Crew member concerned. A certificate must be obtained stating whether the
individual is fit for duty, or alternatively for travel. The Commander is authorised to arrange
any tests necessary to ascertain the condition of the individual concerned.
An ASR should be submitted if the Flight Crew member becomes ill whilst on duty. A MOR
must be submitted if a Flight Crew becomes incapacitated. If the Commander becomes
incapacitated while in flight, the normal chain of command will be applied.
6.2
CREW MEALS
No two members of the Flight Crew are permitted to eat the same type of food during a
flying duty period. Every reasonable precaution should be taken to avoid eating the same
food in the 12 hours immediately prior to the commencement of a flying duty period.
The consumption of shellfish/molluscs/crustaceans by Flight Crew on duty is prohibited.
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When meals or refreshments are served on the Flight Deck, the following apply:
i) Flight Crew occupying an operating seat shall not consume meals simultaneously;
ii) Food and drinks must be handled carefully and shall not be placed on or around the
controls, due to the possibility of spillage, and damage to equipment;
iii) Drinks served on the Flight Deck must not be passed over the Centre Console. Drinks
should be passed on the window side of the cockpit. If a spillage of any liquid has
occurred in a vulnerable area, details must be recorded in the Aircraft Maintenance
Log;
iv) It is prohibited to serve, consume, or bring any alcoholic beverage on the Flight Deck.
6.3
DEEP UNDERWATER DIVING AND UNDERWATER (SCUBA) SWIMMING
There is a danger of decompression sickness if flying too soon after diving which is
potentially incapacitating or even fatal. Crew members must not undertake:
i) Diving which does not involve a decompression stop on ascent within 24 hours before
a rostered duty (dives of 0 to 30ft);
ii) Diving which requires a decompression stop on ascent, and/or the use of mixed gases
within 48 hours before a rostered duty;
iii) A crew member who has received treatment for decompression sickness must not fly
within 72 hours of recovery and not until cleared by an aviation or diving physician.
6.4
BLOOD DONATION
Crew members should allow at least 24 hours between donating blood and flying.
6.5
ALCOHOL CONSUMPTION
Crew members shall not consume alcohol:
i) Within 10 hours of the reporting time for a Scheduled Duty, including positioning;
ii) Within 10 hours of commencing or during Reserve Duty, training or ground based
duties;
iii) During any assigned Flying Duty Period;
iv) While wearing Company uniform.
Note: 'Ten (10) hours is considered as the absolute minimum period between consuming
alcohol and performing safety-sensitive duties. Alcohol is removed from the body at a
relatively constant rate regardless of the concentration present and it is impossible to
calculate precisely when the blood alcohol level will fall to zero after a given amount of
alcohol has been consumed, but the larger the amount of alcohol ingested, the longer time
it takes to be cleared.
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6.6
SLEEP AND REST
It is the responsibility of individual crew members to report for duty fully fit and rested and
able to complete all duties and requirements of the Company during the subsequent duty
period. (Refer to Chapter 7).
6.7
SURGICAL PROCEDURES
Flight Crew members should seek aeromedical advice from an AME following any surgical
or invasive procedure. Crew members need to be aware that some treatments may have
flight safety implications. Crew members should only return to work following surgical
procedures when they are fit to do so and there are no likely adverse consequences of
flying.
6.8
PREGNANCY
Female crew members should inform the Company as soon as their pregnancy is certified
by a medical doctor and will be removed from the line. Reinstatement while pregnant
requires clearance from an Authorised Medical Examiner and shall conform to any
conditions stated in the approval.
6.9
DENTAL TREATMENT
Following a dental extraction, crew members should not operate for at least 48 hours and
not until any bleeding, swelling or pain has been resolved.
6.10
VISION CORRECTION
When vision correction is required, whether by spectacles or contact lenses, a spare pair
of spectacles must be available to the licence holder while performing flight duties.
6.11
SCREENING FOR PSYCHOACTIVE SUBSTANCES
Annex 1 of the Convention on International Civil Aviation stipulates that holders of licences
shall not engage in any problematic use of psychoactive substances. Annex 1 further
recommends that Contracting States should ensure, as far as practicable, that all licence
holders who engage in any kind of problematic use of substances are identified and
removed from their safety-sensitive functions. Return to such function may be considered
after successful rehabilitation.
Article 49(1) of the AN(HK)O 1995 states that:
“A person shall not embark on an aircraft when under the influence of psychoactive
substances or under the influence of psychoactive substances on board an aircraft, to
such an extent as to jeopardize, or be likely to jeopardize the safety of the aircraft or of
persons or property on board the aircraft; or good order and discipline on board the
aircraft.”
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Article 49(2) of the AN(HK)O 1995 states that:
“A person shall not, when acting as a member of the crew of any aircraft or being carried
in any aircraft for the purpose of so acting, be under the influence of psychoactive
substances to such an extent as to impair his capacity so to act.”
Article 49(3) of the AN(HK)O 1995 states that:
“A holder of a licence granted under this Ordinance authorizing the holder to act as
a member of the crew of an aircraft shall not engage in the use of psychoactive
substances in a way that constitutes a direct hazard to the user or endangers the lives,
health or, welfare of others, or causes or worsens an occupational, social, mental or
physical problem or disorder.”
Articles 49(2) and 49(3) of the AN(HK)O 1995 put the focus on the responsibility of Flight
Crew and Cabin Crew. However, it is recognised that there are other personnel who may
not be covered by legislation, which have the potential to directly affect aviation safety. All
persons employed in aviation safety-sensitive occupations, (i.e. Flight Crew and Cabin
Crew under the context of this chapter) should be continually aware of the heavy burden
of responsibility such employment carries. It is the responsibility of the aforementioned
individual to ensure that he does not report for duty nor carry out duties if he is unfit to do
so. In the context of this chapter, “unfitness” relates to being under the influence of any
psychoactive substance. Employees and applicants for employment in aviation safetysensitive occupations must therefore declare any use of such substances.
6.12
OCCASIONS FOR TESTING
For the most part, the occasions when testing for drugs and/or alcohol is required should
be self-evident. Insofar as the categories of personnel listed at paragraph 6.11 (Screening
for Psychoactive Substances) are concerned, testing should be undertaken on the
following occasions:
6.12.1
Pre-Employment Testing
Administered during the interview/selection phase of employment for crew members. Only
after the Company receives a negative drug test result may an employee begin performing
aviation safety-sensitive duties.
6.12.2
Post-Accident / Serious Incident Testing
Will be administered on the personnel involved in an aircraft accident or serious incident.
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6.12.3
Reasonable Suspicion Testing
Conducted when there is a reasonable and articulable belief that a person may be under
the influence of a psychoactive substance while at work. A decision to test must be based
on reasonable observations of specific physical, behavioural or performance indicators
that are usually associated with the use of a psychoactive substance. Co-workers and
supervisors should be aware of the physical signs and symptoms or patterns of
performance and/or behaviour associated with problematic use of substances and the
need to recognise and report.
6.12.4
Return to Duty Testing
Performed on personnel prior to return to duties, following a positive test result or after
successful completion of rehabilitation treatment. The purpose of the testing is to ensure
the employee is free of psychoactive substances before being reinstated in aviation
safety-sensitive duties.
6.12.5
Follow-up Testing
Conducted to ensure that the concerned personnel should remain abstinent from
psychoactive substances following successful rehabilitation treatment. Follow-up testing
should be unannounced and administered for a minimum period of two years following
rehabilitation.
6.12.6
Random Testing
Performed on personnel selected by chance on an unannounced basis. Testing will be
performed immediately upon notification of the person. Random testing has an implied
deterrent role to usage by virtue not only of being random and occurring without warning,
but also because statistical data confirms that it is the most likely form of on-the-job testing
to reveal drugs and alcohol usage. The Company uses a random selection process. Each
employee subjected to random testing should have an equal chance to be selected and
tested. The Company bears the responsibility of ensuring compliance with all applicable
legal requirements for the implementation of the random testing arrangements.
Note: Each country has the authority to stipulate the psychoactive substances included in
the screening process and their minimum permitted detection thresholds. Crew should be
aware that some prescription medications, as well as over the counter medications /
preparations may contain controlled psychoactive substances, such as opiates and
synthetic opiates. These may be detected during random testing and return a positive
result in contravention of the permitted threshold of the country concerned. Crew
members are expected to be compliant with local regulations. Caution is advised if alcohol
or other psychoactive substances are ingested prior to the commencement of safetysensitive duties, due to the risk of violation of local regulations or Company policy.
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6.13
COSMIC RADIATION
Cosmic radiation exposure is prevalent during flight at high altitude and high latitude. The
Company is required to record the total dosage of cosmic radiation to which a crew is
exposed, along with the names of the crew, for the duration of all flight time above
26,000ft. When a crew member exceeds an exposure of more than 4mSv (millisievert) in
any 12 months period, that crew member is rostered to ensure the annual exposure does
not exceed 6mSv.
6.14
INTERNATIONAL HEALTH REGULATIONS
The Commander shall report all cases of illness on board his aircraft (excluding cases of
airsickness) on landing at an airport. The details are to be given in the appropriate part of
the General Declaration. Cases of ill passengers disembarked, at intermediate airports
shall also be reported on arrival at the final destination.
6.14.1
Quarantine Regulations
When a passenger on board shows symptoms, including the presence of a fever
(temperature 38 ºC/100 ºF or greater) with certain signs (e.g. appearing obviously unwell;
persistent coughing; impaired breathing; persistent diarrhoea; persistent vomiting; skin
rash; bruising or bleeding without previous injury; or confusion of recent onset) might
indicate the presence of a major infectious disease, the Commander of an arriving flight
must ensure the airport medical or health authority have been informed. It is the
responsibility of the airport medical or health authority to decide whether isolation of the
aircraft, crew and passengers is necessary. On arrival no-one shall be permitted to board
the aircraft or disembark, or attempt to offload cargo or catering, until authorised by the
airport medical or health authority.
Each station, in conjunction with the airport medical or health authority, will devise a plan
that would provide, when necessary:
i) Ground Medical Support can be used to inform local health authorities and start the
Public Health response;
ii) Transport of suspected cases of infectious disease by ambulance to a designated
hospital;
iii) Transfer of passengers and crew to a designated lounge or waiting area where they
can be isolated from other passengers until cleared by the airport medical or health
authorities;
iv) Decontamination of the aircraft, passenger baggage, cargo and mail and any isolation
lounges used by passengers or crew suspected of having infectious diseases.
The Flight Crew of an en-route aircraft shall, upon identifying a suspected case(s) of
communicable disease, or other public health risk, on board the aircraft, promptly notify
the ATS unit with which the pilot is communicating.
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Disease / Symptom
Amoebiasis (amoebic
dysentery)
Due to ingestion of a unicellular parasite, followed by an infection of
the intestinal tract.
Sudden onset. Initial symptoms are nausea, vomiting and diarrhoea,
Cholera
with variable degrees of fever and abdominal pain. If diarrhoea is
severe the resultant dehydration may lead to intense thirst, muscle
cramps and weakness.
The most common symptoms include fever, malaise, dry cough and
shortness of breath. Other symptoms include nasal congestion,
Corona Virus (Covid-19,
headache, conjunctivitis, sore throat, diarrhoea, loss of taste or smell,
MERS, SARS)
skin rash or discoloration of fingers or toes. Some people become
infected but only have very mild or non-specific symptoms. Some
cases may develop serious illness with breathing difficulty.
Dysentery
An acute infection of the bowel, characterised by frequent passage of
stools accompanied by abdominal cramps, malaise and fever.
Formerly called infectious hepatitis, is rarely fatal, although most
infected adults become quite ill, and many are unable to work for
Hepatitis A
several weeks or months. Typical symptoms include malaise, fever,
loss of appetite, gastrointestinal problems and jaundice and will
appear 15 to 55 days after infection.
About 30% of person has no signs or symptoms. Signs or symptoms
Hepatitis B
include jaundice, fatigue, abdominal pain, loss of appetite, nausea,
vomiting and joint pain.
Infection takes place through the bite of an infected anopheles
Malaria
mosquito and transmission of the parasite into the human blood
stream.
Vague symptoms of illness tending to increase in severity throughout
Typhoid and Paratyphoid
Fevers
the first week. Lassitude, frontal headache, general aches and pains,
disturbed
sleep,
anorexia
and
thirst,
abdominal
discomfort,
temperature rising to 40C, diarrhoea with or without bleeding.
Characterised by sudden onset, fever with relatively slow pulse, the
Yellow Fever
face is flushed, eyes infected, gums congested, tongue red and
pointed. Vomiting and constipation are common. Jaundice appears
after the third day.
The following information should be transmitted to Air Traffic Control:
i) Aircraft Identification;
ii) Departure Airport;
iii) Destination Airport;
iv) Estimated Time of Arrival;
v) Number of Persons On Board;
vi) Number of Suspected Case(s) on Board;
vii) Nature of the public health risk, if know.
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6.15
NOTIFICATION OF UNFITNESS
The holder of a Flight Crew licence who suffers any personal injury involving incapacity to
undertake licence functions, or illness (including surgery) involving incapacity to undertake
licence functions throughout a period of 20 days or more; or in the case of a woman, has
reason to believe that she is pregnant, shall inform the Company in writing of such injury,
illness or pregnancy, as soon as possible for injury or pregnancy, and as soon as the
period of 20 days has elapsed in the case of illness. The Company will inform the CAD of
any injury, illness exceeding 20 days or pregnancy.
The medical certificate shall be deemed to be suspended upon the occurrence of such
injury or the elapse of such period of illness or the confirmation of pregnancy. Holders are
advised to obtain medical clearance from a CAD Approved Medical Assessor (AMA)
before resuming licence duties.
Any holder of a medical certificate shall consult an AME following any hospital treatment
or the commencement of continued treatment with prescribed medication. If the
AME believes that the medical certificate holder is no longer medically fit to perform the
functions to which his licence relates, the AME must advise the medical certificate holder
to contact CAD without delay regarding the suspension of his medical certificate and
should inform CAD in writing of the case details. It is also a good practice for the AME to
inform CAD whenever there is any significant change in the applicant’s medical condition
which is of aeromedical concern.
6.16
FATIGUE
Fatigue is a physiological state of reduced mental or physical performance capability
resulting from sleep loss or extended wakefulness, circadian phase or workload (mental
and/or physical activity) that can impair a crew member’s alertness and ability to safely
operate an aircraft or perform safety related duties.
6.16.1
Responsibility
A Crew member shall not commence a flight duty or continue a flight duty after an
intermediate landing if they are aware that they are fatigued or will become fatigued before
next landing. The basic responsibility in fatigue management rests with the individual crew
member who should report for duty in an adequately rested and emotionally fit state to
perform their expected duty. This includes attention to such factors as sleep, personal
fitness and health, lifestyle and activities prior to flight. Due allowance for any adverse
effects of these factors should be considered, to ensure fatigue that can impair operational
performance is not encountered during flight duties.
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6.16.2
Unfit for Duty Due to Fatigue
The Unfit for Duty Due to Fatigue (UF) process is managed by the Safety Department with
the assistance of FRMS FOP representative(s) and is overseen by the FRMS Committee.
UF events fall into three categories:
i) Category 1: Roster related fatigue;
ii) Category 2: Non-roster related fatigue due to uncontrollable factor(s);
iii) Category 3: Non-roster related fatigue.
In cases where a UF event is deemed to be Category 3 based on the information
available, further follow-up action will be initiated by FOP.
There is no minimum notice period. The Company would prefer that pilots attempt to sleep
during the final sleep opportunity prior to a duty and then to assess their fitness for duty.
Generally, this will result in a UF call occurring within the 8 hours period prior to duty. In a
case of cumulative fatigue that cannot be addressed by a single sleep opportunity an early
decision to report UF is appropriate and mutually beneficial.
When advising OCC of any unfitness for duty, pilots should state whether they are unfit
due to fatigue or illness/injury. Unfit due to fatigue provides crew with a sleep opportunity
so applies for 1 day, or a maximum of 2 days. Having reported UF, a fully completed
Fatigue Risk Report (SMS-F005), including the sleep log, is required within a maximum of
96 hours from the time of reporting unfit.
6.17
IMMUNISATIONS (VACCINATION)
Crew are advised to be aware, especially whilst operating overseas, of the need for
preventative medicine such as immunisation, when operating to potentially infected areas.
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6.18
MEDICATION
The following are some of the types of medication in common use which may impair
reactions. There are many others and when in doubt a pilot should consult an AME.
Crews are advised to take precaution on consumption of alcohol combined
Alcohol
with most of types of medication which can result in a dangerous
combination.
Analgesics (Pain killers)
A side effect of analgesics and anti-inflammatory agents is a risk of gastric
irritation or haemorrhage.
The underlying condition for which antibiotics are being taken may prevent
a pilot from flying; however, most antibiotics are compatible with flying.
Antibiotics
Where any hypersensitivity is feared, the suspect antibiotic must not be
used. A pilot should have previous experience with antibiotic prescribed.
Alternatively, have a trial of it for at least twenty-four hours on the ground
before using it during flight duties.
Can produce side effects such as sedation, fatigue and dryness of the
Antihistamines
mouth. Used for treatment of common cold, hay fever and allergic rashes
or
reactions.
Some
nasal
sprays
and
drops
may
also
contain
antihistamines.
Medications used in treating symptoms of gastritis and enteritis (diarrhoea)
Anti-diarrhoea
may cause sedation, blurring of vision, etc. Care must be exercised in their
usage. In most cases grounding for a time may be necessary.
Anti-hypertensives
(drugs for treating blood
pressure)
Certain therapeutic agents are compatible with flying activity. They should
be prescribed only by a doctor experienced in aviation medicine. Sufficient
time must be allowed to assess the suitability and the possible side effects
before resuming flight duties.
An acute, sometimes chronic, often recurrent, febrile disease characterised
by periodic paroxysms of chills followed by high fever and sweating due to
the presence of parasites in blood. The early stage of the illness can very
Anti-malarial
easily be confused with many other infectious diseases, the more so if this
occurs after return to a temperate region where your Doctor may not think
immediately of the possibility of Malaria. Most anti-malarial preparations
used for prevention and taken in recommended dosage are considered
safe for flight duties.
Appetite Suppressants
Hypnotic (Sleeping
Tablets)
These preparations can affect the central nervous system and should not
be taken during flight duties.
Use of hypnotics is not permitted. They may dull the senses, cause
confusion and slow reactions.
Medical advice is to be sought concerning the period to be observed before
Immunisations
(vaccination)
returning to flying duties following immunisation.
When planning to operate to potential infected areas, medical advice is to
be sought reviewing immunisation schedule.
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Medication used for
Side effects include disturbance of vision, especially colour vision,
treatment of erectile
dizziness, flushing, headache and diarrhoea. The duration of side effects
dysfunction e.g.
can be as long as 36 hours. Viagra has the shortest half-life and should not
sildenafil (Viagra),
be used within 10 hours of reporting for flying duties. Cialis has a much
tadalafil (Cialis),
longer half-life and the interval between use and flying should not be less
vardenafil (Levitra and than 72 hours. The vardenafils are intermediate in duration of their side
Staxyn)
effects.
A hormone which plays a role in regulation of the circadian rhythm. It is not
a hypnotic and has not been shown to be useful as an aid to sleep. There
Melatonin
is evidence that taking melatonin following a period away from home may
help the body readjust to home time. However, if taken at the wrong time in
an individual’s circadian rhythm it may delay recovery from jetlag. Long
term adverse effects may also exist.
Steroids (Cortisone,
etc.)
Use of steroids, with few exceptions, precludes flight duties.
These types of drugs preclude crew members from flight duties because of
Tranquilliser,
the underlying condition for which the drug is being used as well as the
Antidepressants and
possible side effects. Flight duties should not be resumed until treatment
Psychotic Drugs
has been discontinued and any side effects of the drugs have worn off.
This can take several days in some instances.
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Chapter 7 - Flight Time Limitations (Issue 02)
CONTENTS
Subchapter
Page
7.1
Flight Time Limitations – (FTL)
7-3
7.2
Objective of Approved FTL Scheme
7-3
7.3
Responsibilities of the Company
7-4
7.4
Responsibilities Of Crew Members
7-5
7.5
Application of the Standard Provisions
7-6
7.6
Variations to the Standard Provisions
7-6
7.7
Definitions
7-7
7.8
Reporting Time
7-10
7.9
Reporting Time of Company Crew
7-11
7.10
Flight Crew In-flight Relief Facilities
7-11
7.11
Standard Operations
7-12
7.12
Long Range Operations
7-16
7.13
Ultra Long Range Operations
7-17
7.14
Commander’s Discretion
7-17
7.15
Late Finishes / Early Starts
7-18
7.16
Mixed Duties
7-19
7.17
Travelling Time
7-19
7.18
Positioning
7-19
7.19
Standby Duty
7-20
7.20
Rest Periods
7-21
7.21
Recovery Periods
7-23
7.22
Domestic Days Off (DDO)
7-25
7.23
Flying Hour Limitations
7-25
7.24
Duty Hour Limitations
7-26
7.25
Courses and Ground Duties Away From Home Base
7-27
7.26
Records to be Maintained
7-27
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7.27
Sector Times
7-28
7.28
Provisions Relating to Cabin Crew
7-28
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7.1
FLIGHT TIME LIMITATIONS – (FTL)
7.1.1
Part VI of the Air Navigation (Hong Kong) Order 1995 [the Order] comprises Articles 53 to
56 and addresses the Fatigue of Crew. The operator and crew members are expected to
be aware of the provisions of this legislation and their responsibilities under it. In general
terms the legislation is applicable to the operator and crew of an aircraft registered in
Hong Kong which is either engaged on a flight for the purpose of public transport, or
operated by an air transport undertaking.
7.1.2
The operator of an aircraft operated for the purposes listed above must present to the
Director-General of Civil Aviation (DGCA), for his approval, a scheme for the regulation of
the flight times of his crews (FTL Scheme). When approved by the DGCA the scheme
must be published in the Operations Manual, or when an Operations Manual is not
required by the Order, incorporated in a separate document. The Operations Manual, or
separate document, shall be readily available to every person employed by the operator
as a crew member of an aircraft. The operator is further required to take all reasonable
steps to ensure that the provisions of their approved FTL Scheme are complied with.
7.1.3
The approved FTL Scheme applies to all operating crew members on board the aircraft
and not merely those carried to meet the minimum crew requirements set out in Part V of
the Order.
7.1.4
Since the legislation requires the operators to include in their FTL Scheme provisions for
all crew members carried, this includes, apart from Flight Crew and Cabin Crew, crew
members boarded for special purposes, such as loadmasters. While many of the standard
provisions in this document may not sensibly apply to such crew members, a
common sense approach should be taken of their duty and rest periods. If their duties
have a direct bearing on the safety of the operation, or if the aircraft Commander assigns
them duties in the interest of the safety of any passengers, provisions similar to those
relating to Cabin Crew should be included in the FTL Scheme.
7.1.5
Holders of an Air Operator’s Certificate utilising leased foreign registered aircraft will be
directed under the provisions of Article 93 of the Order to comply with the requirements of
the Order with respect to flight and duty time limitations.
7.1.6
Any amendment to this Chapter of the Operations Manual must be approved by the CAD.
7.2
OBJECTIVE OF APPROVED FTL SCHEME
7.2.1
The objectives of a FTL Scheme are to ensure that crew members are adequately rested
at the beginning of each flight duty period (FDP), and that the duration and timing of
individual duty periods will enable them to operate to a satisfactory level of efficiency and
safety in all normal and abnormal situations. The standard provisions set out in this
document are therefore concerned solely with the prevention of fatigue and the
maintenance of vigilance in flight. They are not intended to take account of commercial
circumstances (including crew member basing), social considerations or lifestyle.
7.2.2
Interpretation of the standard provisions contained in this document or of any variations to
the Greater Bay Airlines Company Limited Approved Flight Time Limitations Scheme
(AFTLS) lies with the DGCA.
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7.3
RESPONSIBILITIES OF THE COMPANY
7.3.1
The Company will, by law, take all reasonable steps to ensure that the provisions of the
approved FTL Scheme are in compliance with the requirements of CAD 360 Part 1, CAD
371 (The Avoidance of Fatigue in Aircrews) and CAD 372 (Fatigue Management for Flight
Crew Members). The responsibility for making decisions concerning the interpretation and
application of the approved FTL Scheme, and for the processing of Commander’s
Discretion Reports, rests with the GMFO.
7.3.2
The Company must ensure that all personnel involved in the application of its approved
FTL Scheme appreciate the relationship between the frequency and pattern of rostered
flight duty periods, rest periods and days off and that due consideration is given to the
cumulative effects of working long hours interspersed with minimum rest periods.
Comprehensive guidance and instructions are included in the Operations Manual, for the
benefit of all staff concerned with the preparation and day-to-day management of rostering
and scheduling. This shall include instructions on rostering practices and guidance on the
physiological effects of disturbing circadian rhythms, extensive trans-meridian flight, sleep
deprivation and sleep disruption.
7.3.3
All Crew shall be provided on induction, and periodically thereafter, with instruction on
sleep strategy, fatigue management and fatigue countermeasures, and, where
appropriate, on the physiological effects of extensive trans-meridian flight and disturbing
circadian rhythms. The distinction should be drawn between normal tiredness resulting
from the physical and mental efforts of flight, and cumulative fatigue resulting from the
interaction of sleep loss and circadian disruption which can lead to significant decreases in
operational performance.
7.3.4
The Company must ensure that all crew rosters include sufficient physiological rest so as
to avoid the onset of crew fatigue. To this end, an individual crew member’s roster, should,
as far as is practical, reflect the crew member’s home base.
7.3.5
The Company must ensure that planned schedules allow for flights to be completed within
the maximum permitted flight duty period. The Civil Aviation Department (CAD), when
assessing the planning of a schedule will take into account the time allowed for pre-flight
duties, taxiing, the flight and turn-around times. However, it is recognised that on
occasions a planned flight will experience unforeseen delays. Under these conditions the
Company may request the aircraft Commander to extend a FDP or, exceptionally, to
reduce a rest period. Whilst the Company may only request the aircraft Commander to
exercise his discretion in the event of a service disruption, this does not preclude the
Commander from individually exercising his discretion at other times.
7.3.6
Factors to be considered when constructing crew rosters should include:
i) The undesirability of alternating day/night duties;
ii) Avoiding scheduling rest periods of between 18 and 30 hours, except when rest is
physiologically based;
iii) The effect of consecutive flights through, or ending within, the window of circadian
low;
iv) The effect of consecutive trans-meridian flights ensuring that sufficient rest, and where
applicable sufficient physiological rest, is provided;
v) The notification of crew well in advance of days off.
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7.3.7
The Company has established a means of communication with the crew through a
rostering committee to discuss basic roster concepts and the overall application of the
provisions of the Company’s approved FTL Scheme.
7.3.8
It is the Company’s responsibility to prepare duty rosters sufficiently in advance to provide
the opportunity for crew to plan adequate pre-duty rest. The Company will establish
minimum periods of notification of duty for crew, or where this is not practicable due to the
nature of the operation, will establish in advance minimum periods of notification of days
off, during which a crew member will not be required for any duties.
7.3.9
The Company must provide accommodation for crew members when away from home
base which allows the crew member the opportunity to obtain adequate pre-flight rest.
7.3.10
When the Company employs a crew member on an irregular basis, then the Company will
ensure that the crew member satisfies the provisions of the approved FTL scheme.
Furthermore, the Company will satisfy itself that crew members who undertake other
employment, if allowed by the Company, still have the opportunity to enjoy adequate preflight rest.
7.3.11
When the Company first plans a new route involving trans-meridian flights where the time
difference between the departure point and destination is more than 6 hours, the CAD will
be informed and will make a decision as to whether a further review, a formal
observational study be conducted and/or a Fatigue Risk Management System (FRMS) be
implemented.
7.3.12
Operations with a scheduled FDP exceeding 19 hours shall be submitted to the CAD after
a detailed safety case has been completed by the Company. CAD, may recommend either
a formal observational study be conducted and/or a FRMS be implemented.
7.3.13
Monthly duty roster should be issued at reasonable time of the previous month.
Amendments to this roster may be issued on an irregular basis depending on the changes
in the operational planning. The duty roster and its amendments will be issued in writing
and/or electronically.
7.4
RESPONSIBILITIES OF CREW MEMBERS
7.4.1
Responsibility for preventing the onset of fatigue cannot rest on the Company alone.
7.4.2
The formal responsibilities of crew members are set out in Articles 55 and 56 of the Air
Navigation (Hong Kong) Order, and crew members are expected to be familiar with these
provisions. In general terms they prohibit a person acting as a crew member if he knows,
or suspects, that he is suffering from, or having regard to the circumstances of the flight to
be undertaken, is likely to suffer from fatigue as may endanger the safety of the aircraft.
They are not intended to cover instances where normal tiredness resulting from the
physical and mental efforts of flying duty is likely.
7.4.3
A crew member is also required to ensure that the Company is aware of his flight times
including any freelance flight times (if authorised) during the preceding 28 days. Other
provisions of the Articles set out the maximum number of flying hours which may be flown
in any 28 day and 12-month period.
Note: Flight times in aircraft not exceeding 1,600kg AUW are not accountable.
7.4.4
Individual crew members shall ensure that they are not in breach of the Greater Bay
Airlines Company Limited approved FTL scheme.
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7.4.5
Crew members working on a freelance basis (if authorised) must maintain an individual
record of their flying and duty hours which must be presented to the Company before
undertaking a flying duty.
7.4.6
All crew members shall make optimum use of the opportunities and facilities for rest
provided, and plan and use their rest periods properly. Crew members must recognise that
the responsibility for being sufficiently rested before undertaking a flying duty remains
entirely with the individual.
7.4.7
No person shall act as a member of the crew of an aircraft registered in Hong Kong or of a
foreign registered leased aircraft to which an operator’s scheme applies, if the individuals
know, or suspect, that their physical or mental condition renders them temporarily unfit so
to act.
7.4.8
Travelling time, from home to departure airport, is a factor influencing any subsequent
onset of fatigue. If the journey time from home to the departure airport is in excess of 1½
hours, crew members should consider making arrangements for ‘suitable accommodation’
to be within 1½ hours of the departure airport.
7.5
APPLICATION OF THE STANDARD PROVISIONS
7.5.1
In order to gain approval of a FTL scheme, the Company shall construct the scheme in
accordance with all the provisions set out in CAD 371 ("the standard provisions").
7.5.2
It is incumbent on the Company to establish appropriate maximum flight duty periods
(FDP) and minimum rest periods in accordance with the maxima and minima specified in
this document. The essentials are identified by use of the words 'shall' or 'must', desirable
features are introduced by the words 'should' or 'may'.
7.5.3
The words 'scheduled', 'planned', 'rostered' are used interchangeably in this document
and shall be construed as meaning what was intended to happen. However, when a crew
member is called out from a rostered period of standby duty, the resulting duty undertaken
shall not be considered as having been scheduled, planned or rostered.
7.5.4
The Company and crew members must be aware that the existence of any industrial
agreement cannot in any way absolve either the Company or the crew member from
observing any of the conditions contained within the approved FTL Scheme.
7.6
VARIATIONS TO THE STANDARD PROVISIONS
7.6.1
While the Company is required to construct its scheme in accordance with the standard
provisions, it is recognised that these provisions will not necessarily interact sensibly with
every type of operation. In such circumstances it may apply to incorporate variations from
the standard provisions in the FTL Scheme. Approval to do so will only be given where the
Company can show that, despite the variation, the overall level of protection against
fatigue will, at least, be equivalent to that provided by the standard provisions.
7.6.2
If the Company requests permanent incorporation into its scheme of any significant
variation from the standard provisions the Company will consult with the crews or crew’s
representatives regarding the implementation of the variation(s). If no consensus is
reached in this consultation, then both parties will report their respective positions to the
CAD who will make the final decision.
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7.6.3
The Company may from time to time apply for temporary variations from its AFTLS which
may be applicable only to a certain aircraft fleet, schedule, route, flights or “one off” flight.
However as for permanent variations there must be documented confirmation of the
temporary variation. Temporary variations would normally be valid for a period not
exceeding 6 months, after which, any further extension should be in the form of a
permanent variation.
7.7
DEFINITIONS
7.7.1
Acclimatised: If a crew member ends a duty period at a place where local time differs by
more than 3 hours from his home base time zone he shall straightaway be considered as
"unacclimatised" for the purposes of the Company's approved Scheme.
An unacclimatised crew member will become acclimatised again if:
i) He returns to his home base time zone no more than 48 hours after the start of the
last duty period which took him away from his home base time zone; or
ii) A Flight Crew member returns to home base time zone more than 48 hours after the
start of the last duty period which took him away from his home base time zone, and
he has completed a recovery period in accordance with para 7.21;
iii) A Cabin Crew member returns to home base time zone more than 48 hours after the
start of the last duty period which took him away from his home base time zone, and
then has 3 consecutive local nights free of duty within a time zone band which is 3
hours wide.
7.7.2
Augmented Crew: The boarding of extra Flight Crew members for the purpose of
providing relief at the controls.
7.7.3
Cabin Crew: In relation to an aircraft means a person on a flight for the purpose of
performing in the interest of the safety of the passengers duties to be assigned by the
Company or Commander of the aircraft but who shall not act as a member of the Flight
Crew.
7.7.4
Dispatch Crew: A fully qualified and current Flight Crew / Cabin Crew authorised to carry
out pre-flight duties as defined by the Company.
7.7.5
Domestic Day Off (DDO): A period at home base available for leisure and relaxation and
free of all duties. A single DDO shall comprise a minimum of 34 continuous hours and
include two local nights. Additional consecutive DDOs must be of at least 24 hours
duration and shall include a further local night for each additional DDO. A Rest Period may
be included as part of a DDO. [At the request of the individual crew member, and with the
agreement of the Company, a DDO may be taken at other than his home base. In this
case the crew member will be considered acclimatised to the place where the DDOs are
taken, provided the conditions of an “Acclimatised Crew” (para 7.7.1) are met.
7.7.6
Duty Cycle – Flight Crew: A series of duty periods undertaken between DDOs.
Duty Cycle – Cabin Crew: A series of duty periods undertaken between “Days Off”.
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7.7.7
Duty and Duty Period: Any continuous period during which a crew member is required to
carry out any task associated with the business of the Company. It includes any:
i) flight duty period;
ii) positioning;
iii) ground training;
iv) ground duties;
v) standby;
vi) administrative or office time.
7.7.8
Extended Break (EXB): A period away from home base, normally in accommodation
provided by the Company, during which the crew member is free of all duties. An EXB
shall comprise a minimum of 30 continuous hours. A rest period may form part of an EXB.
7.7.9
Fatigue Risk Management System (FRMS): A scientifically based system to manage
transient and cumulative fatigue, which will provide an equivalent level of safety as a
component of a prescriptive FTL system, or may form the basis of an alternate FTL
system.
7.7.10
Flight Crew: In relation to an aircraft, mean those members of the crew of the aircraft who
undertake to act as pilot.
7.7.11
Flight Duty Period (FDP): Any time during which a person operates in an aircraft as a
member of its crew. It starts when the crew member is required by the Company to report
for a flight. It finishes at on-chocks or engines off on the final sector, or when the Flight
Crew last vacates a control seat and is free of all duty for the remainder of the flight,
whichever is earlier.
7.7.12
Home Base: The place nominated by the Company to the crew member, or otherwise
contractually agreed between them, from where the crew member normally starts and
ends a rostered/planned duty and at which place, under normal conditions, the Company
is not responsible for the accommodation of the crew member concerned.
7.7.13
Late Night Period (LNP): The period 01:00 to 06:59 hours home base time to which a
crew member is acclimatised.
7.7.14
Local Night: A period of eight hours falling between 22:00 and 08:00 local time.
7.7.15
Long Range Operations (LRO): An operation by a Two Crew Aircraft that includes a
Sector with a Scheduled Sector Time greater than 10 hours, but not greater than 16 hours.
7.7.16
Night: The time between half an hour after sunset and half an hour before sunrise.
7.7.17
Physiological Rest: The rostering of rest periods in accordance with para 7.20.3 and
7.28.8.3. pertaining to physiological rest.
7.7.18
Positioning: The practice of transferring crew from place to place as passengers in
surface or air transport at the behest of the Company.
7.7.19
Recovery Period: A period free of duty following a duty cycle of length greater than 48
hours during which the crew member became unacclimatised. A rest period and DDOs
may form part of a recovery period.
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7.7.20
Reporting Time: The time at which the crew member is required by the Company to
report for any duty.
7.7.21
Rest: The word rest shall be taken as meaning repose or sleep.
7.7.22
Rest Period: A period of time before starting an FDP which is designed to give crew
members adequate opportunity to rest before a flight.
7.7.23
Rostered/Planned Duty: A duty period, or series of duty periods, with stipulated start and
finish times, notified by the Company to crew in advance. These may comprise or form
part of a duty cycle.
7.7.24
Scheduled: An intended future plan of what is intended to happen.
7.7.25
Sector and Sector Time: The time between when an aircraft first moves from its parking
position until it next comes to rest, after landing, on the designated parking position.
7.7.26
Service Disruption: Unforeseen circumstances which occur during operation after the
commencement of an FDP.
7.7.27
Sleep Opportunity: A period which provides the opportunity to take at least 8 consecutive
hours of horizontal rest in suitable accommodation.
7.7.28
Split Duty: A flight duty period which consists of two or more sectors, separated by a
period of rest which is less than a minimum rest period.
7.7.29
Standard Operations (STO): An operation other than a Long Range Operation or an
Ultra Long Range Operation.
7.7.30
Standby Duty: A period during which the Company places restraints on a crew member
who would otherwise be off duty.
7.7.31
Suitable Accommodation: A well-furnished bedroom, which is subject To minimum
noise, is well ventilated, and has the facility to control the levels of light and temperature.
7.7.32
Travelling Time: All time spent by a crew member transiting between the place of rest,
and the place of reporting for duty.
7.7.33
Two Crew Aircraft: A fixed wing aircraft certificated to be flown by a minimum Flight Crew
of two pilots.
7.7.34
Three Crew Aircraft: A fixed wing aircraft certificated to be flown by a minimum Flight
Crew of two pilots and a flight engineer, or three pilots.
7.7.35
Ultra Long Range Operation (ULR): An operation by a two Crew aircraft that includes a
Sector with a Scheduled Sector Time greater than 16 hours, and where four pilots are
boarded so that In-flight Relief can be provided.
7.7.36
Unacclimatised: Not acclimatised.
7.7.37
Week: A period of seven consecutive days starting at any set time and on any set day as
specified and stated by the Company.
7.7.38
Window of Circadian Low (WOCL): The period 02:00-05:59 individual body clock time.
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7.8
REPORTING TIME
7.8.1
Reporting places and times must be specified by the Company. The reporting times must
realistically take account of all pre-flight preparation duties and should not be less than 60
minutes before departure, except where a dispatch crew is utilised. Pre-flight duties are
part of the FDP but immediate post-flight duties are not. The FDP commences as
specified by the Company and ends when the aircraft is “on chocks”. However, a duty
period must allow for post-flight activities which normally should not be less than 30
minutes. The time spent between arrival at the reporting place and the completion of postflight duties normally determines the length of the Duty Period and, hence, the length of
the subsequent rest period. However, if the time between arrival at the airport terminal and
arrival at the reporting place, or vice versa, is repetitively delayed due to airport
procedures (e.g. immigration, customs and security), this must be brought to the attention
of the Company and actioned accordingly.
7.8.2
If a specific operation requires the Cabin Crew to report before the Flight Crew, then the
difference between the report times shall be limited to 20 minutes. However in this event
the Cabin Crew’s “Local Time of Start”, associated FDP , and subsequent rest period shall
be in accordance with the Flight Crew’ local time of start, FDP and subsequent rest period
requirements. The Cabin Crew’s additional report time shall however be included in the
Cabin Crew’s overall total of duty hours.
7.8.3
If an operator intends to utilise dispatch crews then the mechanism to be adopted must be
included in the operator’s scheme.
7.8.4
Delayed reporting time
7.8.4.1
When a crew member is informed of a delay to the reporting time of less than 4 hours,
before leaving the place of rest, the maximum FDP shall be based on the more limiting
time band of the scheduled and the actual report time and shall start at the actual report
time.
7.8.4.2
However, when a crew member is informed of a delay of 4 hours or more, before leaving
the place of rest, the maximum FDP shall be based on the actual report time and shall
start at the actual report time.
7.8.4.3
In the event of a second or any subsequent delays, the maximum FDP and FDP start
time will both remain unchanged from the FDP and FDP start time calculated under para
7.8.4.1. or 7.8.4.2 respectively.
7.8.4.4
When the Company informs a crew member before leaving the place of rest of a delay in
reporting time of 10 hours or more ahead, and that crew member is not further disturbed
by the Company until a mutually agreed hour, then that elapsed time is classed as a rest
period. If, upon the resumption of duty, further delays occur then the appropriate criteria in
para 7.8.4.1, 7.8.4.2 and 7.8.4.3 above shall be applied to the rescheduled reporting time.
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7.9
REPORTING TIME OF COMPANY CREW
7.9.1
Flight crew shall report for duty at the following times before scheduled time of departure:
Reporting directly to the airport (all ports)
75 minutes
Reporting to a briefing office not located on the airport
90 minutes
Training flights (all reporting locations)
90 minutes
When taking over from a dispatch crew at the aircraft
30 minutes
7.9.2
Reporting times may be adjusted by prior notification to cover exceptional circumstances.
7.9.3
If a specific operation requires the Cabin Crew to report before the Flight Crew, then the
difference between the report times shall be limited to 20 minutes. However, in this event
the Cabin Crew’s “Local Time of Start”, associated FDP, and subsequent rest period shall
be in accordance with the Flight Crew’s local time of start, FDP and subsequent rest
period requirements. The Cabin Crew’s additional report time shall however be included in
the Cabin Crew’s overall total of duty hours.
7.10
FLIGHT CREW IN-FLIGHT RELIEF FACILITIES
7.10.1
When the Flight Crew is augmented for the purposes of extending a standard FDP, a bunk
or a comfortable reclining seat, separated and screened from the passengers and Flight
Deck, shall be provided for the Flight Crew member(s) not at the controls. However, when
seating arrangements in the passenger cabin ensure that the seat provided for the
relieved Flight Crew member is not immediately adjacent to a seat occupied by a
passenger, there shall be no requirement for screening.
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7.11
STANDARD OPERATIONS
(This Section Does Not Apply to Cabin Crew)
7.11.1
Standard Flight Duty Period – Acclimatised Flight Crew
7.11.1.1
Table “A” below shall be used to determine the Standard FDP for acclimatised Flight Crew
of two and three crew aircraft.
Table “A” - Standard FDP for Acclimatised Flight Crew
Sectors
Local Time of
Start
1
2
3
4
5
6
7
0700–0759
13
12¼
11½
10¾
10
9¼
9
8 or
more
9
0800–1259
14
13¼
12½
11¾
11
10¼
9½
9
1300–1759
13
12¼
11½
10¾
10
9¼
9
9
1800–2159
12
11¼
10½
9¾
9
9
9
9
2200–0659
11
10¼
9½
9
9
9
9
9
Note 1: If the scheduled FDP for a two-crew aircraft includes:
i) A scheduled sector length in excess of 9 hours; or
ii) Two or more scheduled sectors and the combined scheduled sector time exceeds 8½ hours
and one of the scheduled sectors encroaches on the period 0200 – 0559 at the local time where
the FDP commenced.
One additional pilot must be boarded.
When a third pilot is boarded a comfortable reclining seat or a bunk shall be provided for the Flight
Crew member not at the controls.
Note 2: If the preceding FDP was extended due to service disruption, the minimum rest period may
be reduced, provided that the subsequent allowable FDP is also reduced by the same amount.
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7.11.2
Standard Flight Duty Period – Unacclimatised Flight Crew
7.11.2.1
Table “B” shall be used to determine the FDP for unacclimatised Flight Crew of two and
three crew aircraft.
Table “B” - Standard FDP for Unacclimatised Flight Crew
Sector
Length of Preceding
Sectors Rest (hours)
1
2
Up to 18
13
18-30
11½
over 30
13
7 or
3
4
5
6
12¼
11½
10¾
10
9¼
9
11
10½
9¾
9
9
9
12¼
11½
10¾
10
9¼
9
more
Note 1: If the scheduled FDP for a two-crew aircraft includes:
i) A scheduled sector length in excess of 9 hours, and the FDP starts within 9 hours of the end of
a sleep opportunity in accordance with para 7.20.3.1 or 7.20.3.2; or
ii) A scheduled sector length in excess of 8½ hours, and the FDP starts 9 or more hours after the
end of a sleep opportunity in accordance with para 7.20.3.1 or 7.20.3.2; or
iii) Two or more scheduled sectors total sector time exceeds 8½ hours, and the FDP commences 9
hours or more after the end of a sleep opportunity in accordance with para 7.20.3.1 or 7.20.3.2.
One additional pilot must be boarded.
When a third pilot is boarded a comfortable reclining seat or a bunk shall be provided for the Flight
Crew member not at the controls.
Note 2: If the preceding FDP was extended due to service disruption, the minimum rest period may
be reduced, provided that the subsequent allowable FDP is also reduced by the same amount.
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7.11.3
Extended Flight Duty Period for Standard Operations
7.11.3.1
Use of Flight Crew Relief and Flight Crew In-flight Relief Facilities.
7.11.3.1.a
When augmented Flight Crew are boarded, the FDP may be extended as follows:
i) A total in-flight rest of less than three hours does not allow for the extension of a
Standard FDP, but where the total in-flight rest, which need not be continuous, is
three hours or more, then the Flight Crew member’s permitted Standard FDP may be
extended as follows:
When a bunk is available:
When only a seat is available:
A period equal to ½ the total in-flight rest A period equal to ⅓ the total in-flight rest,
provided that maximum FDP permissible shall provided that the maximum FDP permissible
be 18 hours.
shall be 15 hours
ii) No Flight Crew member may spend more than 8 consecutive hours at the controls
without being relieved of all flight duty for at least one hour, or a total of more than 10
hours at the controls within a FDP. For the purposes of this subsection “at the
controls” includes brief absences from the controls for physiological and/or duty
reasons;
iii) When calculating the period of in-flight relief, the maximum period on any flight cannot
be greater than the actual block time less one hour. Scheduled ground transit time
may not be taken into consideration;
iv) If, on the day, extended unscheduled ground time occurs (such as a technical delay
before departure or in transit) then, subject to the conditions set out in para 7.11.3.2.b,
rest taken on board the aircraft on the ground may count as in-flight rest at the
appropriate seat or bunk rate, as the case may be;
v) Where a Flight Crew member undertakes a period of in-flight relief and after its
completion is wholly free of all flight duty for the remainder of the flight, then that part
of the flight following completion of all flight duty shall be classed as positioning and
be subject to the controls on positioning detailed in para 7.18.
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7.11.3.2
Use of Split Duty
7.11.3.2.a
When an FDP consists of two or more sectors but separated by a period of consecutive
hours of rest that is less than a minimum rest period (Split Duty), then the FDP may be
extended by the amounts indicated below.
Period of Consecutive Hours of Rest
Maximum Extension of the FDP
Less than 3
NIL
3 - 10
A period equal to half the hours of consecutive rest taken
i) The portion of the FDP either side of the period of rest must not exceed 10 hours and
no FDP utilising the provision of split-duty may exceed 18 hours.
ii) Split duty may not be used to extend an FDP already extended by the use of an
augmented crew.
iii) The period of rest shall not include the time required for intervening post and pre-flight
duties or travel time to and from the place where rest is taken.
iv) When the period of rest is 6 hours or less it will suffice if a quiet and comfortable
place, not open to the public, is available. If the period of rest is more than 6 hours, or
covers 3 hours or more of the period 2200-0800 local time at the place where it
occurs, then suitable accommodation must be provided. Where security
considerations make the latter requirement inadvisable the provision of suitable
accommodation may be waived.
7.11.3.2.b
Only under the following conditions may a period of rest within a split-duty be taken in an
aircraft on the ground:
i) The period of rest is 6 hours or less, or the requirement for suitable accommodation is
waived in accordance with security considerations;
ii) A comfortable reclining seat, or bunk, must be available for each resting crew
member;
iii) There must be no passengers on board;
iv) There must be no cargo loading or unloading during the period of rest;
v) Maintenance must not take place within the vicinity of resting crew members;
vi) The crew must have adequate control of the temperature, lighting and ventilation.
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Chapter 7 - Flight Time Limitations (Issue 02)
7.12
LONG RANGE OPERATIONS
(This section does not apply to Cabin Crew)
7.12.1
Calculation of FDP
7.12.1.1
Where three pilots are boarded, the maximum scheduled FDP shall be follows:
Immediately Preceding Rest
Maximum FDP (hours)
Physiological Rest Achieved In accordance with 7.20.3.3
14¾
Physiological Rest Not Achieved
13
Notes:
i) When three pilots are boarded the maximum scheduled FDP shall be calculated from Table A or
B as appropriate and extended in accordance with para 7.11.3.1
ii) For all LROs, a bunk or a comfortable reclining seat shall be provided for the Flight Crew
member not at the controls.
iii) Bunks shall be provided for a Scheduled Sector Time in excess of 11 hours.
iv) On completion of a scheduled FDP greater than 13 hours, Flight Crew will be provided with a
minimum of 34 hours rest or two sleep opportunities in accordance with para 7.20.3 whichever
is the greater.
7.12.1.2
When four pilots are boarded, the maximum FDP that may be scheduled is 18 hours
regardless of considerations of acclimatisation or time of start of the FDP. Bunks shall be
provided for the Flight Crew members not at the controls. The division of duty and In-flight
Relief must be kept in balance according to operational circumstances and no Flight Crew
member will receive less than 3 hours’ total In-flight Relief, which need not be continuous.
7.12.2
No more than two Sectors will be scheduled within a single FDP. Only one sector will be
scheduled within a single FDP scheduled in excess of 13 hours where three pilots are
boarded. In the event of Service Disruption, a further Sector may be operated at the
Commander’s Discretion.
7.12.3
For each additional sector flown, the maximum FDP is to be reduced by 45 minutes.
7.12.4
During any single FDP, no Flight Crew member will:
i) Spend more than 8 consecutive hours at the controls without being relieved of all flight
duty for at least one hour; or
ii) Spend more than a total of 10 hours at the controls.
For the purposes of the above “at the controls” includes brief absences from the controls
for physiological and/or duty reasons.
7.12.5
If, on the day, extended unscheduled ground time occurs (such as a technical delay
before departure or in transit) then, subject to the conditions specified in para 7.11.3.2.b,
rest taken on board the aircraft on the ground may count as In-flight Relief.
7.12.6
When a Flight Crew member undertakes a period of In-flight Relief and, after its
completion, is wholly free of all flight duty for the remainder of the flight, then that part of
the flight following completion of the flight duty will be classed as Positioning.
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7.13
ULTRA LONG RANGE OPERATIONS
Not applicable
7.14
COMMANDER’S DISCRETION
7.14.1
This provision is to cover unforeseen circumstances which occur during operations. It is
not intended for use in regular practice, cannot be rostered and shall only apply once the
crew member has commenced a rostered FDP.
7.14.2
In the case of service disruption, the Company may request the aircraft Commander to
exercise his discretion in order to extend an FDP, or exceptionally, to reduce a Rest
Period, or the aircraft Commander may at his own initiative decide to do so. The
provisions of this Section will only apply to a reduction of a Rest Period as described in
para 7.14.3 below.
7.14.3
Reduction of a Rest Period
7.14.3.1
The provisions of this chapter do not apply to recovery periods taken between duty cycles.
7.14.3.2
The Company may request the aircraft Commander or the aircraft Commander may, at his
discretion after taking note of the circumstances of other members of the crew, reduce a
rest period but only insofar as the room allocated to the crew member must be available
for occupation for a minimum of 10 hours. The exercise of such discretion shall be
considered exceptional and must not be used to reduce successive rest periods. If the
preceding FDP was extended due to service disruption, the minimum rest period may be
reduced, provided that the subsequent allowable FDP is also reduced by the same
amount.
7.14.3.3
Whenever an aircraft Commander reduces a rest period, it shall be reported to the
Company on a Commander’s Discretion Report (CDR), in a format acceptable to the CAD.
If the reduction is more than 1 hour, then the Company shall submit the CDR together with
the Company’s comments, to the CAD, within 7 days of the aircraft’s return to base.
7.14.3.4
The rest period, following a sequence of reduced rest and an extended FDP, cannot be
reduced.
7.14.4
Requests made must be reasonable in the light of the prevailing circumstances. All such
requests shall be made by the General Manager Flight Operations, Chief Pilot, Chief
Training Captain or their designates, or by the Manager Operations or OCC Manager.
7.14.5
The extension of an FDP following a reduced rest period shall only be made in exceptional
circumstances. Aircraft Commanders and those persons listed in the scheme (para 7.14.4
above) must be made aware of this requirement.
7.14.6
After receiving a request, the aircraft Commander, taking into consideration all relevant
factors including the circumstances of the other crew members, and the over-riding
consideration of safety, shall inform the Company of his decision. The aircraft Commander
may elect to work less than, and not necessarily to the full extent of, the provisions of para
7.14.9 below. His decision in such matters shall be final and unquestioned.
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7.14.7
The Company shall maintain a written record of each and every request made. The record
must show the Company’s reason for the request and the aircraft Commander’s decision.
Where an aircraft Commander decides to operate he must complete a CDR giving
reasons for his decision. If the extension of an FDP exceeds 2 hours or follows upon a
reduced rest period, or a rest period is reduced by more than 1 hour, then a copy of the
written record and the CDR must be forwarded to Flight Operations Inspectorate within 7
days of the aircraft’s return to base.
7.14.8
The Company shall preserve for a period of 12 months all CDRs and records of requests
made.
7.14.9
In the case of service disruption, the maximum extension to an FDP shall be 3 hours. In
the event that a standard FDP has already been extended by use of an augmented crew,
or split duty, or follows upon a reduced rest period or in the case of LRO or ULR
operations, then the maximum extension to the FDP shall be 2 hours. These 2 and 3 hour
extensions may only be exceeded in an emergency. In this respect, an emergency is a
situation which in the judgement of the aircraft Commander presents a serious risk to the
health or safety of crew and passengers or endangers the lives of others.
7.15
LATE FINISHES / EARLY STARTS
7.15.1
These provisions:
7.15.1.1
Apply to acclimatised Flight Crew only.
7.15.1.2
Apply when a duty cycle contains an FDP which is preceded by one or more duty periods
any part of which falls within the LNP.
7.15.1.3
Do not apply if all the duties within the duty cycle are ground duties, or to ground duties
following FDP(s) where the former end the duty cycle.
7.15.1.4
Do not apply to FDP’s which are delayed into the LNP by service disruption.
7.15.1.5
Do not apply to standby duty when undertaken at home, or in suitable accommodation
provided by the Company.
7.15.2
Duties may not be undertaken that occur in more than 3 consecutive LNP’s, nor may there
be more than 4 such duties in any 6 consecutive LNPs, except under the provision of
para 7.15.6.
7.15.3
When a crew member is occupying suitable accommodation provided by the Company,
and the normal journey time from that accommodation to the reporting point does not
exceed 15 minutes, then for the purposes of defining the LNP, 0559 may be substituted for
0659.
7.15.4
When a crew member is scheduled for consecutive FDPs which encroach upon
consecutive LNPs, the crew member must receive a rest period, immediately prior to the
first of these consecutive FDPs, which includes a sleep opportunity in accordance with
para 7.20.3.1.
7.15.5
If duties occur on either 3 consecutive LNPs, or more than 3 LNPs within 6 consecutive
LNP’s then the subsequent rostered period free of duty must be of at least 48 hours
duration and include two local nights.
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7.15.6
Crew members employed on regular “overnight” duties may, subject to the following
conditions, operate a block of 5 FDPs on up to 5 consecutive LNPs which encroach upon
the LNP:
7.15.6.1
The minimum rest period before the start of such a series of duties shall be 36 hours.
7.15.6.2
The FDP must not exceed 8 hours, irrespective of the sectors flown.
7.15.6.3
At the finish of such a series of duties crew members must have a minimum of 63 hours
free from all duties.
7.16
MIXED DUTIES
7.16.1
General
When a crew member is required to report for duty in advance of the stipulated report time
for a scheduled flight, to carry out a task at the behest of the Company, then the time
spent on that task shall be part of the subsequent FDP.
7.16.2
Mixed Simulator and Aircraft Flying
When a Flight Crew member occupies a control seat in a simulator or conducts tests or
training in a simulator, and then within the same duty period operates as a crew member
on a public transport flight, the time spent in the simulator shall be counted as a sector
and counted in full towards the subsequent FDP. The allowable FDP is calculated from the
report time of the simulator detail.
7.17
TRAVELLING TIME
7.17.1
Travelling time, other than that time spent on positioning, shall not be counted as duty.
7.17.2
When crew members are required to travel from their home to an airport other than the
one from which they normally operate, any travelling time over and above the journey time
from home to the usual operating airport shall be classed as positioning.
7.18
POSITIONING
7.18.1
All time spent on positioning at the behest of the Company shall count as duty, but
positioning does not count as a sector when calculating the FDP, even if the positioning
journey precedes a split duty FDP. In these circumstances the FDP commences not later
than the time at which the crew member reports for the positioning journey, or positions in
accordance with para 7.17.2.
7.18.2
There is no limit to the amount of positioning which may be undertaken following the
completion of an FDP other than compliance with the maximum cumulative duty hours
limitation.
7.18.3
On occasion, the Company may recover a crew member from an overseas airfield on a
positioning flight on the seventh consecutive day of duty.
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Chapter 7 - Flight Time Limitations (Issue 02)
7.19
STANDBY DUTY
(This section does not apply to Cabin Crew)
7.19.1
The time of start, end and nature of the standby duty must be defined and notified to all
Flight Crew members. Furthermore, the report time from a standby callout must include, in
addition to the relevant travelling time, a minimum of 45 minutes for the Flight Crew
member to prepare to leave home, or the suitable accommodation provided by the
Company. Para 7.4.8 refers to the relevant travelling time.
7.19.2
The maximum duration of standby duty shall be 12 hours.
7.19.3
If a Flight Crew member is called out from standby, the standby duty will cease at that
time.
7.19.4
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a Flight Crew member is called out for duty then:
7.19.4.1
For Standard Operations, if acclimatised, the maximum FDP shall be based on the Local
Time of Start in Table A and shall start at the actual report time;
7.19.4.2
For Standard Operations, if unacclimatised the FDP shall be based on the Length of
Preceding Rest (hours) in Table B, which immediately precedes the standby duty and shall
start at the actual report time;
7.19.4.3
For Long Range Operations the maximum FDP shall be in accordance with
para 7.12.1 and the FDP shall start at the actual report time;
7.19.4.4
If a Flight Crew member is called out from Standby for an FDP with a report time after the
end of the scheduled Standby duty, then the maximum time limit between the start of the
scheduled Standby duty and the end of the FDP shall be 23 hours. This limit will not apply
when there is a period of 10 hours or more between call-out and the report time.
7.19.5
When a Flight Crew member is on standby duty on immediate readiness at an airport, the
maximum FDP is calculated for the Flight Crew member in accordance with para 7.19.4.1
to 7.19.4.4 as appropriate except the FDP shall be based on the actual start time of the
standby duty and the FDP shall commence at the start time of the standby duty.
7.19.6
Rest Periods Subsequent to Standby Duty
7.19.6.1
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a Flight Crew member is called out for duty which commences within the
scheduled period of standby or commences 10 hours or more after the callout, then the
rest period immediately following the duty shall be at least as long as the duty period for
which the crew member was called out.
7.19.6.2
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a Flight Crew member is called out for duty which commences after the
scheduled period of standby and less than 10 hours after the callout, then the rest period
immediately following the duty shall be at least as long as the call out duty plus half the
time spent on standby, except standby between 2200-0800 local time does not qualify for
the standby rest
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7.19.6.3
When standby is undertaken on immediate readiness at an airport, and a Flight Crew
member is called out for duty, then the rest period subsequent to the duty shall be at least
as long as the total of the standby duty and the duty period.
7.19.7
The method of adding time spent on standby to cumulative totals is stated in para 7.24.3.
7.20
REST PERIODS
(This section does not apply to Cabin Crew)
7.20.1
General
7.20.1.1
The Company will notify all Flight Crew members in good time of a flight duty period so
that sufficient and uninterrupted pre-flight rest can be obtained. When away from base the
Company shall provide the Flight Crew with the opportunity and the facilities for adequate
pre-flight rest. The Company shall provide suitable accommodation. When flights are
carried out at such short notice that it is impracticable for the Company to arrange suitable
accommodation, then this responsibility devolves to the aircraft Commander.
7.20.1.2
Flight Crew members who inform the Company that they are having difficulty in achieving
adequate pre-flight rest must be given the opportunity to consult an aviation medical
specialist.
7.20.1.3
When unacclimatised, no more than 3 consecutive 18-30 hour rest periods, or a total of 4,
may be rostered in any 14 day period. If 3 consecutive, or a total of 4 rest periods are so
rostered, any subsequent EXB rostered within the same 14 days shall be of at least 34
hours duration. This limitation does not apply to rostering of standby duties.
7.20.1.4
When a Rest Period affords a Flight Crew member a Physiological Rest and the duration
of the Rest Period is between 18-30 hours, then that Rest Period will not be counted for
the purposes of 7.20.1.3.
7.20.1.5
When a Flight Crew member is rostered for two consecutive FDPs both of which encroach
upon the period 0100-0659 local time at the place where the FDPs commence, and at the
completion of the second FDP the time difference between the places where the first FDP
began and the second FDP ended is six hours or more, the provisions of 7.20.3 will apply
except when the Rest Period between the two consecutive FDPs is Physiological Rest.
7.20.1.6
In a duty cycle that contains more than 2 FDPs which are LROs, then physiological rest
must be rostered between any two consecutive FDPs which are both LRO.
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7.20.2
Normal Rest
7.20.2.1
When the time difference between the places at which the preceding duty period began
and ended is less than 6 hours the minimum rest period which must be provided following
the end of that duty period and the commencement of the next FDP shall be:
i) At least as long as the preceding Duty Period (if the preceding duty period comprises
standby duties, see para 7.19.6), or
ii) 12 hours
whichever is the greater.
In the case when the rest period earned by a crew member is 12 hours, and suitable
accommodation is provided by the Company, then that rest period may be reduced by one
hour. In such circumstances, if the travelling time between the airport and the
accommodation is more than 30 minutes each way, then the rest period must be
increased by the amount the total time spent travelling exceeds one hour. The room
allocated to the crew member must be available for occupation for a minimum of 10 hours.
This sub-paragraph does not apply to rest periods that exceed 12 hours.
7.20.2.2
If the preceding Duty Period, which includes any time spent on positioning, exceeded 18
hours, then the ensuing rest period must include a Local Night.
7.20.3
Physiological Rest
When the time difference between the places at which the preceding duty period began
and ended is 6 hours or more the minimum rest period which must be provided following
the end of that duty period and the commencement of the next FDP shall be determined
as follows:
7.20.3.1
Where the rest period commences within 72 hours of the start of the duty period, which
resulted in the crew member becoming unacclimatised, the rest period shall be:
i) At least as long as the previous duty period; or
ii) A period of sufficient length to provide a sleep opportunity of at least 8 hours within
the period 2200-0800 home base time of the individual crew member; or
iii) 14 hours;
whichever is the greater; or
iv) Scheduled in accordance with para 7.20.3.3 below.
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7.20.3.2
Where the rest period commences later than 72 hours of the start of the duty period which
resulted in the crew member becoming unacclimatised, the rest period shall be:
i) At least as long as the previous duty period; or
ii) A period of sufficient length to provide a sleep opportunity of at least 8 hours within
the period 2200-0800 local time at the place where rest is taken; or
iii) 14 hours, whichever is the greater; or
iv) Scheduled in accordance with para 7.20.3.3.
7.20.3.3
As an alternative to para 7.20.3.1 and 7.20.3.2 above the Company may provide a rest
period which is:
i) At least as long as the previous duty period; or
ii) 34 hours, whichever is the greater.
Note: In the event of unforeseen circumstances, the sleep opportunity of 8 hours required
in para 7.20.3.1 (ii) and 7.20.3.2 (ii) may be provided between 2200 and 0930 instead of
between the stipulated 2200 and 0800, provided the total rest achieved is 14 hours or
more.
7.20.4
ULR Rest
Not applicable
7.21
RECOVERY PERIODS
(This Section Does Not Apply to Cabin Crew)
7.21.1
General
7.21.1.1
The recovery periods scheduled in Table “X” below apply when an unacclimatised Flight
Crew member returns to home base on completion of a duty cycle of duration greater than
48 hours.
7.21.1.2
The provisions of Table “X” are not intended to apply each and every time a Flight Crew
member touches home base during a duty cycle.
7.21.1.3
A rest period may form part of a recovery period.
7.21.1.4
DDOs contained within a recovery period shall count toward the overall entitlement of
DDOs provided that:
Where 6 or more time zones were crossed during the preceding duty cycle, then the first
DDO within the recovery period shall not count toward meeting the 7 DDOs in 28 days
requirement - see para 7.22.1.(iv).
7.21.2
Length of Recovery Period
7.21.2.1
The duration of the recovery period which must be given to a Flight Crew member
following return to home base is given by Table “X” below.
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7.21.2.2
The intent of Table “X” is to ensure that a Flight Crew member’s body clock is recovered to
home base local time before the commencement of the next duty cycle.
7.21.2.3
The length of the recovery period is dependent on the accountable length of the duty cycle
and shall be determined from the start of the first duty period in the duty cycle which
results in the crew member becoming unacclimatised, to the end of the duty cycle.
7.21.2.4
However, when the first duty period in the duty cycle which resulted in the crew member
becoming unacclimatised was immediately preceded by any FDP, or a standby at home
base where the crew member was called out, or a ground duty that encroached on the
Late Night Period then the length of the recovery period shall be determined based on the
start of that duty period and to the end of the Duty Cycle.
7.21.3
Table “X” – Instructions for Use
i) Enter Table “X” below with Total Accountable Hours of the completed Duty Cycle;
ii) Move across to the column which gives the Maximum Time Difference from Home
Base Time during the Duty Cycle;
iii) The figure at the intersection of these two values shows the required length of the
recovery period in DDO(s).
7.21.4
Table “X”
Table “X” - Length of Home Base Recovery Period
Maximum Time Difference from Home Base Time during the Duty Cycle
Total
More than 3
Accountable
hours but less
Hours
than
5 hours or more
6 hours or more
but less than 6
but less than 7
hours
hours
5 hours
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7 hours or more
48+ to 72
1 DDO
1 DDO
2 DDOs
2 DDOs
72+ to 96
3 DDOs
3 DDOs
3 DDOs
3 DDOs
96+ to 120
3 DDOs
4 DDOs
4 DDOs
4 DDOs
120+ to 144
3 DDOs
4 DDOs
5 DDOs
5 DDOs
144+
3 DDOs
4 DDOs
5 DDOs
6 DDOs
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7.22
DOMESTIC DAYS OFF (DDO)
(This Section Does Not Apply to Cabin Crew)
7.22.1
Flight Crew members:
i) Shall not be rostered for duty on more than 6 consecutive days before being given a
DDO or Extended Break (EXB); but
ii) May be positioned to their home base on the seventh day, provided they are then
allocated at least 2 consecutive DDOs; and
iii) Shall have 2 consecutive DDOs in any consecutive 14 days following the previous 2
consecutive DDOs; and
iv) Shall have a minimum of 7 DDOs in any consecutive 28 days; and
v) Shall have an average of at least 8 DDOs in each consecutive 28 days period,
averaged over three such periods;
vi) With a crew member’s agreement, he may be rostered for duty on not more than 7
consecutive days and be positioned to his home base on the eighth.
7.23
FLYING HOUR LIMITATIONS
(This Section Does Not Apply to Cabin Crew)
7.23.1
A person shall not act as a member of the Flight Crew of an aircraft if at the beginning of
the flight the aggregate of all previous flight times:
7.23.1.1
During the period of 28 consecutive days expiring at the end of the day on which the flight
begins exceeds 100 hours; or
7.23.1.2
During the period of 12 months, expiring at the end of the previous month exceeds 900
hours.
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7.24
DUTY HOUR LIMITATIONS
(This Section Does Not Apply to Cabin Crew)
7.24.1
General
7.24.1.1
For the purposes of this Section the various periods of consecutive days referred to herein
shall start at 0001 hour Hong Kong local time. However, when the Company has a
significant number of Flight Crew based overseas it should, if practical, use the based
Flight Crew’s midnight home base local time of start when calculating the running
cumulative duty hours.
7.24.2
Maximum Duty Hours
The maximum duty hours for Flight Crew, shall not exceed:
i) 55 hours in any consecutive 7 days, but may be increased to 60 hours, when a
rostered duty covering a series of duty periods, once commenced, is subject to
unforeseen delays. These 7 days, 60 hour limit may be further exceeded by a
maximum of 10 hours provided this 10 hour exceedence is used solely for the
purpose of positioning a crew member back to his home base to complete his duty
cycle;
ii) 95 hours in any 14 consecutive days;
iii) 190 hours in any 28 consecutive days;
Provided that for every duty period containing an FDP where the time zone difference
between the places at which the FDP began and ended is 6 hours or more, the individual
crew member’s 28 day allowable maximum cumulative total shall be reduced by 8 hours.
7.24.3
Calculation of Cumulative Duty Hour Totals
Duty hours shall be added to cumulative totals in accordance with the following:
7.24.3.1
To count in full:
All duty periods except as specified in 7.24.3.2.
7.24.3.2
To count as half the time on duty:
Standby duty during the period 2200 to 0800 hours at home, or in suitable accommodation
provided by the Company, and the crew member is not called out for duty.
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7.24.4
Accounting for Periods Away from Flying Duties
When a crew member is not rostered for either standby or flying duties for 28 or more
consecutive days then any duty hours worked within the 28 days need not be added to
cumulative totals. Before allocating a flying duty to a crew member the Company must be
satisfied that the crew member is in compliance with the scheme.
7.25
COURSES AND GROUND DUTIES AWAY FROM HOME BASE
7.25.1
The standard provisions with respect to DDOs (para 7.22) and the application of Table ‘X’
(para 7.21.4) above may be varied without reference to CAD to the extent necessary to
facilitate the attendance of Flight Crew members at extended ground courses overseas
and while undertaking other ground duties away from home base.
7.25.2
After completion of the course or ground duties, and before allocating a flying duty to a
crew member, the Company must be satisfied that the crew member is in compliance with
his approved FTL scheme. In some cases this may require the allocation of a Recovery
Period in accordance with Table “X” before flying duties may be undertaken.
7.26
RECORDS TO BE MAINTAINED
(This Section Does Not Apply to Cabin Crew)
7.26.1
Records must be kept for the duty and rest periods for all Flight Crew. These records shall
include:
For each Flight Crew member:
7.26.1.1
The beginning, end and duration of each duty or flight duty period, and function performed
during the period. Duration of each rest period prior to a flight duty or standby duty period.
Dates of days off. Cumulative totals of duty;
7.26.1.2
Daily, rolling 28 day and 12 month totals of flying hours;
Records shall be preserved for at least 12 calendar months from the date of the last
relevant entry;
7.26.2
Additionally, the Company shall retain all aircraft Commanders’ discretion reports of
extended flight duty periods and reduced rest periods for a period of at least twelve
months after the event.
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7.27
SECTOR TIMES
7.27.1
Sector times used by the Company in the application of its approved flight time limitation
scheme must reflect actual times achievable in operation. On some sectors the sector
time used may be critical in triggering a provision of the Company’s approved scheme,
such as the requirement for augmented crew or, being scheduled tightly within the
maximum and minimum set out in the Company’s FTL Scheme, cause regular
exceedence of the maximum allowable FDP. The Company must maintain records of the
number of occasions on which such achieved sector times cause the use of Commander’s
Discretion, and forward the Commander’s Discretion Reports involved to CAD. These
records are to be reviewed monthly and used to adjust where necessary the crew
rostering requirements.
7.27.2
If 15% or more sectors over a 2-month period as reported by Commander’s Voyage
Reports (VR) have actual sector times which exceed by more than 15 minutes the sector
times used in the application of the approved scheme, then these sector times shall be
adjusted accordingly. If 15% or more FDPs over a 2-month period as reported by
Commander’s Discretion Reports (CDR) exceed by more than 15 minutes the FDPs used
in the application of the approved scheme, then these FDPs shall be adjusted accordingly.
7.27.3
The CAD will conduct periodic checks on Company’s records and aircraft Commanders’
reports to determine if the planning of flight schedules and duty is compatible with the
limitations provided for in the Company’s scheme. Copies of these reports must be
retained for a period of 12 months and contain at least all of the items specified in
CAD 371.
7.28
PROVISIONS RELATING TO CABIN CREW
The following subsections apply to Cabin Crew, as appropriate, and are listed for ease of
reference.
Definitions
see para 7.7
Reporting Times
see para 7.8
Commanders Discretion: Reduction of a Rest Period
see para 7.14
Travelling Time
see para 7.17
Positioning
see para 7.18
7.28.1
General
7.28.1.1
The provisions set out in this section apply to all Cabin Crew employed as crew members
and not only those Cabin Crew carried to meet the provisions of the Air Navigation (Hong
Kong) Order.
7.28.1.2
In any scheduled sector of 10 hours or more, Cabin Crew must have a break from all inflight duties of at least 1 hour which need not be continuous.
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7.28.2
Standard FDP – Acclimatised Cabin Crew
7.28.2.1
Table “C” below shall be used to determine the Standard FDP for acclimatised Cabin
Crew.
Table “C” - Standard FDP for Acclimatised Cabin Crew
Sectors
Local Time of Start
1
2
0700-0759
13
0800-1259
14
1300-1759
6
8 or
3
4
5
7
12¼
11½
10¾
10
9¼
9
9
13¼
12½
11¾
11
10¼
9½
9
13
12¼
11½
10¾
10
9¼
9
9
1800-2159
12
11¼
10½
9¾
9
9
9
9
2200-0659
11
10¼
9½
9
9
9
9
9
more
Note: If the preceding FDP was extended due to service disruption, the minimum rest period may be
reduced, provided that the subsequent allowable FDP is also reduced by the same amount.
7.28.2.2
Table “D” shall be used to determine the FDP for unacclimatised Cabin Crew.
Table “D” - Standard FDP for Unacclimatised Cabin Crew
Length of
Sectors
Preceding Rest
(hours)
1
2
3
4
5
6
7 or more
Up to 18
13
12¼
11½
10¾
10
9¼
9
18 - 30
11½
11
10½
9¾
9
9
9
over 30
13
12¼
11½
10¾
10
9¼
9
Note: If the preceding FDP was extended due to service disruption, the minimum rest period may be
reduced, provided that the subsequent allowable FDP is also reduced by the same amount.
7.28.3
Extension of Standard FDP
The Standard FDP in Table C or Table D may be extended by the use of Split Duty as
follows:
7.28.3.1
Extended FDP – Split Duty
7.28.3.1.a
When an FDP consists of two or more sectors but separated by a period of consecutive
hours of rest that is less than a minimum rest period, then the FDP may be extended by
the amounts indicated as follows:
Period of Consecutive Hours of Rest
Maximum Extension of the FDP
Less than 3
Nil
3 – 10
A period equal to half the hours of consecutive rest taken
7.28.3.1.b
The portion of the FDP either side of the period of rest must not exceed 10 hours and no
FDP utilising the provision of split-duty may exceed 18 hours.
7.28.3.1.c
Split duty may not be used to extend an FDP already extended by the use of in-flight rest.
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7.28.3.1.d
The period of rest shall not include the time required for intervening post and pre-flight
duties or travel time to and from the place where rest is taken.
7.28.3.1.e
When the period of rest is 6 hours or less it will suffice if a quiet and comfortable place, not
open to the public, is available. If the period of rest is more than 6 hours or covers 3 hours
or more of the period 2200-0800 local time at the place where it occurs, then suitable
accommodation must be provided. Where security considerations make the latter
requirement inadvisable the provision of suitable accommodation may be waived.
7.28.3.1.f
Only under the following conditions may a period of rest within a split-duty be taken in an
aircraft on the ground:
i) The period of rest is 6 hours or less, or the requirement for suitable accommodation is
waived in accordance with para 7.28.3.1.e
ii) A comfortable reclining seat, or bunk, must be available for each resting crew
member;
iii) There must be no passengers on board;
iv) There must be no cargo loading or unloading during the period of rest;
v) Maintenance must not take place within the vicinity of resting crew members;
vi) The crews must have adequate control of the temperature, lighting, and ventilation.
7.28.3.2
Extended FDP – In-flight Rest – Rest Taken in a Seat
When in-flight relief is provided for Cabin Crew and rest is taken in a seat, the FDPs set
out in Tables C and D in para 7.28.2 may be extended provided that the total in-flight
relief, which need not be continuous, is three hours or more. The period of extension shall
be equal to one third of the total relief, provided that the maximum FDP permissible shall
be 15 hours.
7.28.4
Extended FDP - In-flight Rest – Rest Taken in a Bunk
7.28.4.1
When in-flight relief is provided for Cabin Crew and rest is taken in a bunk, Tables C and D
shall not apply and the maximum FDP permissible for a single sector shall be 19 hours
regardless of acclimatisation or time of start. The maximum FDP permissible shall be
reduced by 45 minutes for each additional sector flown. The minimum in-flight rest shall be
as follows:
FOP-M001 (31 Mar 2023)
Scheduled FDP
Minimum Bunk Rest
More than 14 hours and up to 16 hours
3 hours
More than 16 hours and up to 17 hours
3½ hours
More than 17 hours and up to 18 hours
4 hours
More than 18 hours and up to 19 hours
4½hours
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7.28.4.2
Scheduled ground transit time may not be taken into consideration. However if, on the
day, extended unscheduled ground time occurs (such as a technical delay before
departure or in transit) then, subject to the conditions set out in para 7.28.3.1.f, rest taken
on board the aircraft on the ground may count as in-flight relief.
7.28.4.3
ULR Sectors
Not applicable
7.28.5
Standby Duty
7.28.5.1
The time of start, end and nature of the standby duty must be defined and notified to all
Cabin Crew members. Furthermore, the report time from a standby callout must include,
in addition to the relevant travelling time, a minimum of 45 minutes for the Cabin Crew
member to prepare to leave home, or the suitable accommodation provided by the
Company. Para 7.4.8 refers to the relevant travelling time.
7.28.5.2
The maximum duration of standby duty shall be 12 hours.
7.28.5.3
If a Cabin Crew member is called out from standby, the standby duty will cease at that
time.
7.28.5.4
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a crew member is called out for duty then:
i) For Standard FDP, if acclimatised, the maximum FDP shall be based on the Local
Time of Start in Table C and shall start at the actual report time;
ii) For Standard FDP, if unacclimatised, the FDP shall be based on the Length of
Preceding Rest (hours) in Table D, which immediately precedes the standby duty and
shall start at the actual report time;
iii) For Extended FDP Operations where rest is taken in a seat, the maximum FDP shall
be 15 hours in accordance with para 7.28.3.2 The FDP shall start at the actual report
time;
iv) For Extended FDP Operations where rest is taken in a bunk, the maximum FDP shall
be 19 hours in accordance with para 7.28.4.1. The FDP shall start at the actual report
time;
v) If a Cabin Crew member is called out from Standby for an FDP with a report time after
the end of the scheduled Standby duty, then the maximum time limit between the start
of the scheduled Standby duty and the end of the FDP shall be 23 hours. This limit will
not apply when there is a period of 10 hours or more between call-out and the report
time.
7.28.5.5
When a Cabin Crew member is on standby duty on immediate readiness at an airport, the
maximum FDP is calculated for the Cabin Crew member in accordance with para 7.28.5.4.
(i) or 7.28.5.4.(ii) or 7.28.5.4.(iii) or 7.28.5.4.(iv) as appropriate except the FDP shall be
based on the actual start time of the standby duty and the FDP shall commence at the
start time of the standby duty.
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7.28.6
Rest Periods Subsequent to Standby Duty
7.28.6.1
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a Cabin Crew member is called out for duty which commences within the
scheduled period of standby or commences 10 hours or more after the callout, then the
rest period immediately following the duty shall be at least as long as the duty period for
which the crew member was called out.
7.28.6.2
When standby is undertaken at home, or in suitable accommodation provided by the
Company, and a Cabin Crew member is called out for duty which commences after the
scheduled period of standby and less than 10 hours after the callout then the rest period
immediately following the duty shall be at least as long as the call out duty plus half the
time spent on standby, except standby between 2200-0800 local time does not qualify for
the standby rest.
7.28.6.3
When standby is undertaken on immediate readiness at an airport, and a Cabin Crew
member is called out for duty, then the rest period subsequent to the duty shall be at least
as long as the total of the standby duty and the duty period.
7.28.7
The method of adding time spent on standby to cumulative totals is stated in paragraph
7.28.12.
7.28.8
Rest Periods
7.28.8.1
General
i) The Company must notify all Cabin Crew members in good time of a flight duty period
so that sufficient and uninterrupted pre-flight rest can be obtained. When away from
base the Company must provide the Cabin Crew with the opportunity and the facilities
for adequate pre-flight rest. The Company must provide suitable accommodation.
When flights are carried out at such short notice that it is impracticable for
the Company to arrange suitable accommodation, then this responsibility devolves to
the aircraft Commander;
ii) Cabin Crew members who inform the Company that they are having difficulty in
achieving adequate pre-flight rest must be given the opportunity to consult an aviation
medical specialist.
7.28.8.2
Normal Rest
7.28.8.2.a
When the time difference between the places at which the preceding duty period began
and ended is less than 6 hours the minimum rest period which must be provided following
the end of that duty period and the commencement of the next FDP shall be:
i) At least as long as the preceding Duty Period (if the preceding duty period comprises
standby duties, see paragraph 7.28.6), or
ii) 12 hours;
whichever is the greater.
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Chapter 7 - Flight Time Limitations (Issue 02)
In the case when the rest period earned by a crew member is 12 hours, and suitable
accommodation is provided by the Company, then that rest period may be reduced by one
hour. In such circumstances, if the travelling time between the airport and the
accommodation is more than 30 minutes each way then the rest period must be increased
by the amount the total time spent travelling exceeds one hour. The room allocated to the
crew member must be available for occupation for a minimum of 10 hours. This subparagraph does not apply to rest periods that exceed 12 hours.
7.28.8.2.b
If the preceding duty period, which includes any time spent on positioning, exceeded 18
hours, then the ensuing rest period must include a local night.
7.28.8.3
Physiological Rest
When the time difference between the places at which the preceding duty period began
and ended is 6 hours or more the minimum rest period which must be provided following
the end of that duty period and the commencement of the next FDP shall be determined
as follows:
7.28.8.3.a
Where the rest period commences within 72 hours of the start of the duty period during
which the Cabin Crew member first became unacclimatised, the rest period shall be:
i) At least as long as the previous duty period; or
ii) A period of sufficient length to provide a sleep opportunity of at least 8 hours within
the period 2200-0800 home base time of the individual crew member; or
iii) 14 hours;
whichever is the greater; or
iv) Scheduled in accordance with para 7.28.8.3.c below.
7.28.8.3.b
Where the rest period commences later than 72 hours of the start of the duty period during
which the Cabin Crew member first became unacclimatised, the rest period shall be:
i) at least as long as the previous duty period; or
ii) a period of sufficient length to provide a sleep opportunity of at least 8 hours within the
period 2200-0800 local time at the place of rest; or
iii) 14 hours.
whichever is the greater, or
vi) scheduled in accordance with para 7.28.8.3.c below.
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7.28.8.3.c
As an alternative to paragraphs 7.28.8.3.a and 7.28.8.3.b above, the Company may
provide a rest period which is:
i) at least as long as the previous duty period; or
ii) 34 hours.
whichever is the greater.
Note: In the event of unforeseen circumstances, the sleep opportunity of 8 hours required
in paragraph 7.28.8.3.a.(ii) and 7.28.8.3.b.(ii) may be provided between 2200 and 0930
instead of between the stipulated 2200 and 0800, provided the total rest achieved is 14
hours or more.
7.28.8.4
ULR Rest
Not Applicable
7.28.9
Recovery Periods – Non ULR FDPs
Cabin Crew completing a Duty Cycle of 120 hours or more, during which the maximum
time displacement was more than 6 hours, shall be rostered for a period of not less than 2
Days Off. This period must include 3 local nights. This does not apply to duty cycles.
7.28.10
Days Off
Cabin Crew shall not be rostered for duty on more than 6 consecutive days between Days
Off; but
i) May be positioned to their home base on the seventh day, provided they are then
allocated at least 2 consecutive Days Off, and
ii) Shall have 2 consecutive Days Off in any consecutive 14 days following the previous
2 consecutive Days Off, and
iii) Shall have a minimum of 7 Days Off in any consecutive 28 days, and
iv) Shall have an average of at least 8 Days Off in each consecutive 28 days period,
averaged over three such periods.
Note: A “Day Off” means periods free of all duties available for leisure and relaxation. A
single Day Off shall be a minimum period of 34 hours and include 2 local nights.
Consecutive Days Off shall include a further local night for each additional consecutive
Day Off. A rest period may form part of a Day Off.
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7.28.11
Duty Hour Limitations
7.28.11.1
The maximum duty hours for Cabin Crew shall not exceed:
i) 60 hours in any consecutive 7 days but may be increased to 65 hours when a
rostered duty covering a series of duty periods, once commenced, is subject to
unforeseen delays;
ii) 105 hours in any 14 consecutive days;
iii) 210 hours in any 28 consecutive days.
7.28.12
Calculation of Cumulative Duty Hour Totals
7.28.12.1
Duty hours shall be added to cumulative totals in accordance with the following:
7.28.12.1.a
To count in full:
All duty periods except as specified below.
7.28.12.1.b
To count as half the time on duty:
The standby duty is undertaken during the period 2200 to 0800 hours at home, or in
suitable accommodation provided by the Company, and the crew member can take
undisturbed rest and is not called out for duty.
7.28.13
Accounting for Periods Away from Flying Duties
When a crew member is not rostered for either standby or flying duties for 28 or more
consecutive days then any duty hours worked within the 28 days need not be added to
cumulative totals. Before allocating a flying duty to a crew member the Company will
ensure that crew member is in compliance with the scheme.
7.28.14
Records to be Maintained
Records must be kept for the duty and rest periods of all Cabin Crew. These records shall
include for each Cabin Crew member:
i) The beginning, end and duration of each duty or flight duty period, and function
performed during the period. Duration of each rest period prior to a flight duty or
standby duty period. Dates of days off. Cumulative totals of duty;
ii) Records shall be preserved for at least 12 calendar months from the date of the last
relevant entry.
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Operations Manual Part A
Chapter 8 - Operating Procedures
CONTENTS
Subchapter
Page
8.1
Flight Preparation Instructions
8.2
Ground Handling
8.3
Flight Procedures
8-111
8.4
All Weather Operations (AWO)
8-239
8.5
Extended Diversion Time Operations (EDTO)
8-243
8.6
Engineering
8-243
8.7
Non-Routine Flights
8-260
8.8
Oxygen Requirement
8-262
8.9
Passenger and Cargo Handling
8-265
8.10
Communication
8-271
8.11
Portable EFB Operational Guidelines and Procedures
8-296
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Chapter 8 - Operating Procedures
8.1
FLIGHT PREPARATION INSTRUCTIONS
8.1.1
Minimum Flight Altitudes
8.1.1.1
Policy
An aircraft should not be flown under IFR, lower than the published MSA, MEA, MORA or
MOCA for the route segment being flown, except:
i) When being assigned levels in accordance with ATS surveillance service terrain
clearance procedures/Minimum Vectoring Altitudes (MVA);
ii) When being flown in accordance with a published instrument approach or holding
procedure;
iii) When necessary during climb after departure from an airport;
iv) When following specific Company engine inoperative procedures;
v) When conducting a visual approach in accordance with Company procedures;
vi) When diverting in accordance with an Emergency Escape Route.
The Commander has ultimate responsibility for ensuring terrain clearance in particular
during radar vectoring for an instrument approach. Constant situational awareness must
be maintained to ensure that terrain clearance is not jeopardised by unsafe ATC
instructions.
8.1.1.2
Calculation of Safe Altitudes
Safe Altitudes applicable to the en-route portion of flights are published on the navigation
charts, OFP and Emergency Escape Routes.
On airways, separation must be maintained from obstacles and terrain within 10nm either
side of the track and 10nm beyond reporting or checkpoints. Off airways, separation must
be maintained from obstacles and terrain within 20nm.
When using charts to obtain MOCA, MEA or Grid MORA, the Commander should at all
times consider the probable effects of the following factors on the safety of the operation.
i) The accuracy and reliability with which the position of the aircraft can be determined;
ii) The inaccuracies in the indications of the altimeters used;
iii) The characteristics of the terrain (e.g. sudden changes in elevation);
iv) The probability of encountering unfavourable meteorological conditions (e.g. severe
turbulence, or descending air currents);
v) Possible inaccuracies in aeronautical charts;
vi) Airspace restrictions;
vii) Any applicable local State regulations.
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8.1.1.3
Minimum Altitude Definitions
The lowest published altitude (or Flight Level) between radio fixes that
meets obstacle clearance requirements between those fixes and in
MEA (Minimum En-Route
many countries assures acceptable navigational and radio signal
IFR Altitude)
coverage. The MEA applies to the entire width of the airway, segment,
or route between the radio fixes defining the airway, segment, or
route.
Note: It is Greater Bay Airlines policy that the MEA shall be used as the minimum altitude for both
flight planning and actual flight execution.
MOCA (Minimum
The lowest published altitude in effect between radio fixes on VOR
Obstacle Clearance
airways, off-airways routes, or route segments, which meets obstacle
Altitude):
clearance requirements for the entire route segment.
Route MORA values are computed on the basis of an area extending
10nm to either side of route centreline and including a 10nm radius
beyond the radio fix/reporting point or mileage break defining the
MORA (Minimum Off-Route
Altitude)
route segment.
Grid MORA is an altitude computed by Jeppesen and the values are
shown within each grid formed by charted line of latitude and
longitude. Figures are shown in thousands and hundreds of feet
(omitting the last two digits so as to avoid chart congestion).
MORA values clear all terrain or obstacle elevation (whichever is highest), by:
i) 1,000ft (300m) in areas where the highest reference points are 5,000ft (1,500m) AMSL, or
lower;
ii) 2,000ft (600m) in areas where the reference points are above 5,000ft (1,500m) AMSL.
The MSA depicted on an Instrument Approach/SID/STAR chart
provides 300m or 1,000ft obstacle clearance within a 25nm radius
from the reference point upon which the MSA is predicated. The MSA
reference point does not have to be located at the airport. If the radius
MSA (Minimum Safe/Sector
Altitude)
limit is other than 25nm, it will be stated on the chart. The MSA does
not necessarily guarantee navaid reception.
Flight Crew shall be aware of the applicable sector MSA and how the
arrival or departure clearance relates to terrain and obstacle
clearance, and challenge ATC on any clearance which contravenes a
safe descent through MSA.
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The lowest altitude at which an IFR aircraft will be vectored by a radar
controller, except as authorised for Radar approaches, departures and
missed approaches.
MVA (Minimum Vectoring
Altitude)
MVA considerations:
MVA may be below MSA;
MVA may provide only 1,000ft obstruction obstacle clearance.
TAA may be published on RNAV approach procedures and provides
the same obstacle clearance as MSA. It provides a transition from the
en-route structure via the terminal environment to an underlying RNAV
TAA (Terminal Arrival
Altitude)
instrument approach procedure for FMS and/or GPS equipped aircraft.
TAA consist of three areas defined by the extension of the initial legs
and the intermediate segment course. These areas are called the
straight-in, left-base and right base.
Note: The Company does NOT permit VFR operations for Public Transport flights. If VFR
is required for a specific flight or part(s) of a flight, an authorisation from the GMFO must
be given. VFR altitude requirements will be referenced to any national regulations
applicable to the area overflown. The flight will be authorised in writing stating the specific
VFR altitudes and be made available on a case-by-case basis subject to the approval of
the CAD.
8.1.1.4
Instrument Departure and Approach Procedures
8.1.1.4.a
General
Instrument departure and approach procedures are published in the Jeppesen charts.
These are established from State Aeronautical Information Publication (AIP) and made
available as part of the on-board aircraft library.
Notwithstanding the above, the Commander may accept an ATC clearance to deviate
from a published departure or arrival route, provided obstacle clearance criteria are
observed and full account taken of the operating conditions. The final approach must be
flown in accordance with the established instrument approach procedure or visually.
8.1.1.4.b
Takeoff Obstacle Clearance
The net takeoff flight path shall clear all obstacles by a vertical distance of at least 35ft.
When showing compliance with the takeoff obstacle clearance, the following shall be
taken into account:
i) Aircraft weight at the commencement of the takeoff run;
ii) Airport pressure altitude;
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iii) Airport ambient temperature;
iv) Not more than 50% of the reported head-wind component or not less than 150% of
the reported tailwind component;
v) Runway surface conditions (dry, wet, contaminated);
vi) Aircraft performance.
The above requirements are satisfied by Performance Engineer airport analysis and are
reflected in RTOW calculations in the RTOW charts.
Contingency procedures have been established to satisfy the requirements and to provide
a safe route, avoiding obstacles, to enable the aircraft to either comply with the en-route
requirements or land at either the airport of departure or at the takeoff alternate airport.
8.1.1.4.c
Obstacles in the Approach and Missed Approach Areas
Obstacle considerations for Approach and Missed Approach are embodied into the
construction of approaches in accordance with regulatory requirements and published by
the chart provider. As a result, minima are provided on the charts to ensure
gradient/obstacle clearance requirements where obstacles exist within the Approach and
Missed Approach.
The standard procedure design gradient for missed approaches is 2.5%, however a higher
value may be published where required to meet obstacle clearance criteria.
OPT calculations for the approach and missed approach are based on one engine
inoperative and shall be based on the published missed approach climb gradient.
In case of One Engine Inoperative, where obstacle clearance cannot be achieved by
following the published Missed Approach path, the Engine Out Missed Approach
Procedure (EOMAP) shall be used. If an EOMAP is not available, it is safe to follow the
Departure EOSID at weights below RTOW.
In all cases, ATC must be advised if the published missed approach will not be followed as
this may result in conflict with other traffic.
8.1.1.5
En-route Minimum Altitude
8.1.1.5.a
Normal Operations
On airways, en-route IFR flight levels or altitudes should be higher than the published
Minimum en-route IFR Altitude (MEA) indicated on en-route charts, and shall be higher
than the published Minimum Obstruction Clearance Altitude (MOCA).
Off airways, the minimum safe off-route altitude should be higher than the Minimum offRoute Altitude (MORA) and the published Minimum Obstruction Clearance Altitude
(MOCA). Both minimum altitudes are indicated on en-route charts when they exist.
The Grid MORA may be used as minimum flight altitude. These minimum altitudes must
be respected at all times.
En-route minimum altitudes shall be established for all route segments during flight
preparation.
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8.1.1.5.b
Abnormal Operations
It may be necessary to establish diversion procedures for critical cases taking into account
the topography along the route and the requirements mentioned for Engine Failure and/or
Pressurisation Failure.
When obstacle limited, the pilot should adopt the correct drift down procedure as specified
in the appropriate chapter of the FCOM.
Emergency Escape Routes are published in OM-C.
i) Engine Failure
For engine failure, the net flight path as defined in the FCOM must be considered.
The net flight path is established considering a drift down procedure, taking into
account a given drift down speed associated with the expected aircraft weight, the
remaining engine being set at MCT, and considering the effect of:
Air conditioning;
Icing protection system (if its use is expected);
Wind and temperature (weather forecast).
In the event of loss of one engine at the most critical point along the route and in the
meteorological conditions expected for the flight, the net flight path must:
Permit the aircraft to continue flight from the cruising altitude to an airport at
which a landing can be made whilst clearing vertically, by at least 2,000ft, all
obstacles within 5nm (9.3km) either side of the intended track.
Have a positive gradient at 1,500 ft above the airport of intended landing.
ii) Pressurisation Failure
For depressurisation, it may be necessary to descend below the en-route minimum
altitude determined for normal operation in order to cope with oxygen requirements.
At any time, the aircraft gross (actual) flight path must clear vertically all obstacles by
2,000 ft. A re-route and/or an escape path will be published if the aircraft cannot meet
this obstacle clearance criteria.
8.1.1.6
Wind Speed Effect in Areas of High Terrain
Winds deflected around areas of high terrain tend to accelerate, which results in a local
decrease of pressure. A pressure altimeter within such airflow is subject to an increase
error in altitude indication as a result.
Therefore, when the aircraft is within 20nm of terrain with a maximum elevation exceeding
2,000ft, the safe altitude displayed on the en-route charts shall be increased by at least
the following increments to counteract wind effect.
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Wind Speed
Elevation of
0-30kt
31-50kt
51-70kt
Over 70kt
2,000 – 8,000ft
500ft
1,000ft
1,500ft
2,000ft
Above 8,000ft
1,000ft
1,500ft
2,000ft
2,500ft
Terrain
8.1.1.7
Low Temperature Altimetry
8.1.1.7.a
Altimetry Errors
Barometric pressure altimeters are calibrated to indicate true altitude under ISA
conditions. Any deviations from ISA will result in an erroneous reading on the altimeter,
equating to approximately 4% height error per 10°C deviation from ISA, as measured at
the altimeter setting source. When temperatures are higher than ISA, true altitude will be
higher than the indicated altitude and this is considered safe from an obstacle clearance
perspective. Conversely, large temperature deviations below ISA will result in true altitude
substantially below indicated altitude and this may compromise obstacle clearance
requirements.
8.1.1.7.b
Low Temperature Altitude Corrections
Adequate allowance to calculated minimum safe altitudes shall be made when the
ambient temperature on the surface is much lower than that predicted by the standards
atmosphere.
When the ambient temperature is lower than International Standard Atmosphere (ISA)
-15°C, the following additions to minimum safe altitude shall be made:
8.1.1.7.c
Safe Altitude Correction Table
ISA Deviation
Altitude Correction
ISA -15°C to ISA -24°C
Not less than 10%
ISA -25°C to ISA -34°C
Not less than 15%
ISA -35°C to ISA -45°C
Not less than 20%
<ISA -45°C
Not less than 25%
Example:
Sea Level Airport
Minimum Safe Altitude (MSA): 7,100ft
ISA deviation: -15°C
From the table, an ISA deviation of -15°C requires a correction of not less than 10%.
7,100ft + 710ft = 7,810ft ≈ 7,900ft (rounded up to the next 100ft) corrected MSA.
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8.1.1.7.d
Procedural Altitude Correction Table
For airport temperatures below 0°C, a more accurate correction should be obtained from
the following table:
Airport
Height Above Airport Elevation (ft)
Temperature
200
300
400
500
1000
2000
3000
4000
5000
0°C
20
20
30
30
60
120
170
230
280
-10°C
20
30
40
50
100
200
290
390
490
-20°C
30
50
60
70
140
280
420
570
710
-30°C
40
60
80
100
190
380
570
760
950
-40°C
50
80
100
120
240
480
720
970
1210
-50°C
60
90
120
150
300
590
890
1190
1500
Note:
i) The corrections in the above table have been rounded-up to the next 10ft increment and
assume a linear variation of temperature with height;
ii) Interpolation of the chart is permitted;
iii) The calculated correction shall be rounded-up to the next 100ft, except for DA/MDA which shall
be rounded-up to the next 10ft;
iv) When Flight Crew apply altitude corrections to the FAF crossing altitude, procedure turns or
Missed Approach Altitudes, they shall advise ATC of the correction applied;
v) When under ATC radar control, ICAO recommends ATC apply low temperature corrections.
However, the Commander shall request a higher altitude if the assigned altitude is deemed to
be unacceptable;
vi) APV charts will contain a temperature limitation below which the LNAV/VNAV DA may not be
used.
If the actual temperature is at or below 0°C, and at or above the chart temperature limit,
then the approach may still be flown to the LNAV/VNAV DA. The FAF altitude does not
require correction as obstacle clearance during the Final Approach segment has been
assessed as acceptable with temperatures at or above the chart temperature limit.
If the actual temperature is below the chart temperature limit: The approach may still be
flown but only to the LNAV MDA. Temperature corrections using the table above are
required.
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8.1.1.7.e
Low Temperature Altimetry Correction Summary
Correction Required
Vertical
Approach Type
MSA/TAA
DA
MDA
FAF
IF
IAF
Profile
Check
MAA
Altitude
Precision Approach
Y
Y
N/A
Y
Y
Y
Y
Y
APV
Y
Y
N/A
N
Y
Y
N
Y
Y
N/A
Y
Y
Y
Y
Y
Y
Non-Precision
Approach
8.1.1.7.f
Low Temperature Altimetry Effect on Aircraft Performance
i) General
Aircraft performance with all engines operating will always be better than the
temperature corrected engine inoperative profile, consequently there is no
requirement to correct any All Engine Acceleration Height.
ii) Missed Approach
Performance assessment of missed approach climb gradients assumes a
temperature of ISA+15°C which is conservative in terms of engine performance.
The effects of cold temperatures are not included in obstacle clearance analysis.
Consequently, at temperatures at or below 0°C, altitude corrections should be made
to the Engine Inoperative Missed Approach Acceleration Altitude in the same manner
as for procedural approach altitudes.
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8.1.2
Usability of Airports
8.1.2.1
General
Airfield Identifiers can be found in the Airport Directory section of FDProX > Pubs for the
applicable region.
ICAO four-letter location identifiers are listed by two-letter FIR code then alphabetically by
airport code.
IATA three-letter location identifiers are listed alphabetically.
8.1.2.2
Selection of Airports
Alternate, Departure and Destination airports considered for operational use shall be
adequate for the type of aircraft and operation concerned.
In addition to being assessed as adequate for the conduct of Company operations, the
airport should comply with the Company weather minima at the time/period of operation.
All Company Destination and Alternate airports are adequate in terms of performance and
handling (traffic and ground). OCC maintains continuous monitoring of all relevant airports
to ensure operational capability.
All Company flights are planned so that the diversion time to an airport where a safe
landing could be made does not exceed the cargo compartment fire suppression time
capability of the aircraft, reduced by a safety margin of 15 minutes.
8.1.2.3
Adequate Airport
An Adequate Airport is an airport which is considered to be satisfactory, taking account of
the applicable performance requirements and runway characteristics. In addition, it should
be anticipated that, at the expected time of use, the airport will be available and equipped
with the necessary ancillary services such as ATS, sufficient lighting, communications,
weather reporting, suitable approach navigation aids or a suitable RNP approach and
emergency services.
8.1.2.4
Suitable Airport
An airport is suitable if it is adequate for Company operations and the meteorological
conditions meet the planning minima for the relevant time period, taking into account the
approach, runway, aircraft and crew capabilities.
For the Destination airport, the relevant time period is the Estimated Time of Arrival.
For Alternate airports, the relevant time period commences one hour before and ends one
hour after the ETA at the Alternate airport.
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8.1.2.5
Pavement Bearing Strength for Aircraft
The Aircraft Classification Number (ACN) is a number expressing the relative effect of an
aircraft’s wheel loading on the pavement for a specified standard subgrade category, using
a method defined by ICAO.
The Pavement Classification Number (PCN) is an ICAO standard used in combination
with the ACN to indicate the strength of a runway, taxiway or airport apron (or ramp).
The ACN/PCN relationship is checked for suitability by FOP Performance Engineers
during route and airport studies.
8.1.2.5.a
Operations
Provided the PCN is equal to or greater than the ACN of the aircraft, then unlimited use of
the airport pavement is permitted. If an airport is included in the navigation chart
library, then it can be assumed that PCNs at the airport are adequate for unlimited use.
Individual airport authorities can, based on their own criteria, approve overload operations
as long as the pavement remains safe for use by aircraft. If the FOP Performance
Engineers’ airport evaluation process determines the PCN to be restrictive, OCC will
request a pavement concession from the airport authority to support operations at the
airport.
Overload operations in excess of an ACN over PCN of 50% should only be undertaken in
an emergency. In an extreme emergency, an airport not included in the navigation chart
library may be considered for an emergency diversion as there is no requirement to
evaluate the ACN/PCN.
8.1.2.6
Airport Category
Airports are categorised in ascending order of difficulty from Category A to C. The List of
Airport Categories is contained in the OM-C.
8.1.2.6.a
Category A
Category A airports satisfy the following requirements:
i) Approved instrument approach procedure;
ii) At least one runway supporting satisfactory takeoff and/or landing performance;
iii) Appropriate airport/runway lighting for night operations, where applicable.
Commanders may operate unrestricted to Category A airports, however, if operating into
an airport for the first time he shall have completed the Programmed Instruction for selfbriefing in the OM-C.
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8.1.2.6.b
Category B
Category B airports do not satisfy the Category A requirements, or are airports which
require extra considerations such as:
i) Non-standard approach aids and/or approach patterns;
ii) Unusual local weather conditions;
iii) Unusual characteristics;
iv) Performance limitations;
v) Any other relevant considerations including obstructions, physical layout, lighting etc.
Prior to operating to a Category B airport, a Captain shall have completed the
Programmed Instruction for self-briefing in the OM-C.
8.1.2.6.c
Category C
Category C airports are Special Operations Airports which require additional
considerations to Category B airports.
Prior to operating to a Category C airport, a Captain shall be briefed and visit the airport
as an observer or be familiarised in a flight simulator approved by the CAD for that
purpose.
Takeoff and Landing at a Category C airport must be performed by the Captain.
In case of a crew member being promoted to the rank of Captain, competency must be reestablished in the new operating capacity.
8.1.2.6.d
Emergency Diversion
In the event of an emergency diversion, irrespective of competency or status, a
Commander may land at any suitable airport.
8.1.2.7
Rescue and Fire Fighting Service
8.1.2.7.a
ICAO Annex 14 Requirements
It is a requirement that the level of Rescue and Fire Fighting Services (RFFS) at an airport
be assessed by the operator to ensure an acceptable level of service is available for the
type of aircraft used.
The level of service available at each airport is expressed as an RFF category, which
takes into account the availability of extinguishing agents, equipment to deliver the agents
and personnel to man the equipment, etc. They are based on the critical aircraft type.
The critical aircraft can be defined as the aircraft type which has the greatest number of
movements during the busiest consecutive three months of the year. It is, therefore, not
necessarily the biggest or that with the greatest potential fuel load, or the one capable of
carrying the most payload.
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8.1.2.7.b
Company Policy
The RFF category for each aircraft type is based on the overall aircraft length and
maximum fuselage width. In principle, the RFF category for each airport specified on the
OFP should meet the RFF category for the aircraft type. However, the level may be
reduced for alternate airports which are infrequently used by the Company, all-cargo
flights, or in the event of temporary downgrades.
The minimum acceptable RFF level for Company aircraft is shown in the table below:
Minimum Airport RFF Category
Airport Type
B737-800
Departure & Destination
Takeoff ALTN
Destination ALTN
En-route ALTN
RFF Type
X
Y
Z
ICAO
7
6
5
FAA
C
B
A
ICAO
5
4
4
FAA
A
A
A
X – Unrestricted Operations
Y – Irregular Operations, e.g.
i) Charter flight Departure/Destination airports;
ii) Ferry flight Departure/Destination airports;
iii) Temporary RFF downgrade exceeding 72 hours, subject to GMFO’s approval.
Z – Temporary RFF downgrade of 72 hours or less
During flight, the Commander may decide to land at an airport regardless of its RFF
Category if, in his judgement after giving due consideration to all prevailing circumstances,
to do so would be safer than to divert.
8.1.2.7.c
Full Emergency / Local Standby
These are airport alert levels, instituted by the airport RFF service, when an aircraft
approaching the airport is known or suspected to have developed some defect or problem.
When the defect or problem is such that there is danger of an accident, a “FULL
EMERGENCY” is declared.
When the defect or problem is such that there would normally not be any serious difficulty
in effecting a safe landing, a “LOCAL STANDBY” is declared.
The decision to declare a “FULL EMERGENCY” or “LOCAL STANDBY” rests with the
airport RFFS operations commander, and is based on the report of the defect/problem
from the ATC Supervisor.
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A direct request for “FULL EMERGENCY” or “LOCAL STANDBY” by an incoming flight
would also be considered by the airport RFFS operations commander.
8.1.2.8
ICAO Aerodrome Reference Code
The ICAO Aerodrome Reference Code is designed to simplify the process of establishing
if a particular aircraft type can operate on a particular airport. The code is in two parts:
i) The first element is numeric, 1 to 4 and based on the aircraft reference field length;
ii) The second element is a code letter, A to F, which is based on the most restrictive of
either the wingspan or the main gear wheel span.
Note: The second element letter code is often used on its own in NOTAM information
as it relates directly to taxiway restrictions.
The B737-800 is Code 4C.
8.1.2.9
Runway Width
Boeing OPT performance data is based on a minimum runway width of 45m. Operation on
runways narrower than 45m requires revised performance data and GMFO approval.
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8.1.3
Methods for Determination and Use of Airport Operating Minima
8.1.3.1
Concept of Minima
The term “minima” refers to the airport weather conditions and defines the minimum
visibility (horizontal and vertical) prescribed for taking off from, or landing at, this particular
airport. For each flight, the Flight Crew members shall verify:
i) The Aircraft Capability minima;
ii) The Company-approved minima;
iii) The Crew minima;
iv) The Airport Operating Minima.
Commanders must use the higher value to determine the allowable operating minima for
their flight. In all cases, the minima selected by the Commander shall not be lower than
any of the limitations listed above. However, Commanders have the authority to apply
minima higher than those prescribed if, in their opinion, it is necessary to do so in order to
ensure the safety of the aircraft.
The takeoff, takeoff alternate and landing minima are normally published in the Jeppesen
charts.
8.1.3.1.a
Aircraft Capability Minima
Aircraft Capability Minima given in the Aircraft Flight Manual defines the lowest minima for
which the aircraft has been certified.
They depend on:
i) The aircraft type, performance and handling characteristics and any conditions or
limitations stated in the Aircraft Flight Manual;
ii) The equipment available on the aircraft for the purpose of navigation and/or control of
the flight path.
Aircraft categorisation is dependent on the indicated airspeed at threshold (VAT) in landing
configuration at the maximum certified landing weight.
VAT = 1.3 VSO
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Company aircraft categories are as follows:
Aircraft Type
VAT
B737-800
121 ≤ VAT < 141kts
Aircraft Category
Straight-in Approach
For Circling
C
C
The category defined shall be a permanent value and thus independent of the changing
conditions of day-to-day operations.
Note: The Company does not permit circling approaches.
8.1.3.1.b
Company Approved Minima
Company Approved Minima are approved by the CAD or other local national Authorities,
or in accordance with operational specifications, whichever is higher. They are the lowest
minima that the operator is permitted to use, and they are written in the
Operations Specifications (OPS SPECS).
8.1.3.1.c
Flight Crew Minima
Flight Crew Minima are the minima that the crew is authorised to utilise. They are based
upon the qualification of the Flight Crew.
i) New To Line (NTL) Captain:
NTL Captains must operate as PF. These Captains must add (+) the following
additives to determine their personal minima.
Published DA/MDA +100ft;
Published Visibility +800m or 1/2 mile;
Published RVR +150m or 500ft (if applicable for the Approach type);
These minimums may not be lower than 300ft HAA/HAT and visibility 1,500m or 1
mile.
Note: When a Training Captain occupies the RHS during approach and landing, the above
additive requirement may be waived.
The minima increments do not apply to Alternate Planning Minima.
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ii) First Officer (FO) Takeoff and Landing:
Captains may assign First Officers to perform takeoffs and landings from the right
seat only when all of the following conditions are met:
The Commander is not a NTL Captain;
The aircraft’s mechanical condition is such that the FO is not likely to
experience control difficulties, based on the Captain's assessment of his skill
and experience;
Crosswind component not greater than 15kt, including gusts;
For landing, the existing ceiling is equal to or better than 100ft above DH/MDH
but not lower than 300ft HAA/HAT and visibility is at least 800m above the
minimum visibility for the approach, but not less than 1,500m or 1 mile;
Takeoff visibility equal to or better than 400m;
The braking action must be Good.
The above restrictions are not applicable when the First Officer is flying with a
TRE/LTC.
In addition, the Commander must occupy the left-hand seat during the flight. He shall
announce, “I have control” and take over controls when he deems it necessary.
The Commander and First Officer must ensure that the PF/PM assignments are
properly recorded in the Voyage Report, utilising the appropriate codes, and in the
flying logbook.
Note: Nothing in this order detracts from the overall responsibility of the Commander for
the safety of the aircraft.
8.1.3.1.d
Airport Operating Minima
Airport operating minima shown on the airport charts are established in accordance with
the local national authorities of the airport.
They depend on:
i) The dimensions and characteristics of the runways which may be selected for use;
ii) The adequacy and performance of the available visual and instrument approach
aid(s);
iii) The obstacles in the approach, missed approach and the climb-out areas required for
the execution of contingency procedures and necessary clearance;
iv) The obstacle clearance altitude/height for the instrument approach procedures;
v) The means to determine and report meteorological conditions. They always take
obstacle clearance into account and have different values depending on the weather
conditions and the airport facilities available.
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vi) The conditions prescribed in the Operations Specifications; and
vii) Any minima that may be promulgated by the State of the airport.
Definitions
In relation to a runway means the distance in the direction of takeoff or landing
over which the runway lights or surface marking may be seen from the
touchdown zone as calculated by either human observation or instruments in
Runway Visual
the vicinity of the touchdown zone or, where this is not reasonably practicable in
Range
the vicinity of the midpoint of the runway; and the distance, if any,
communicated to the Commander of an aircraft by or on behalf of the person in
charge of the airport as being the runway visual range shall be taken to be the
runway visual range for the time being.
In relation to the operation of an aircraft at an airport, means a specified altitude
Decision Altitude in a 3D instrument approach at which a missed approach must be initiated if the
required visual reference to continue the approach has not been established.
In relation to the operation of an aircraft at an airport, means a specified height
Decision Height
in a 3D instrument approach at which a missed approach must be initiated if the
required visual reference to continue the approach has not been established.
Minimum Descent
Altitude
Minimum Descent
Height
A specified altitude in a non-precision 2D instrument approach or circling
approach below which descent must not be made without the required visual
reference.
A specified height in a non-precision 2D instrument approach or circling
approach below which descent must not be made without the required visual
reference.
A technique, consistent with stabilised approach procedures, for flying the final
Continuous
Descent Final
Approach (CDFA)
approach segment of a non-precision instrument approach as a continuous
descent, without level-off, from an altitude/height at or above the final approach
fix altitude/height to a point approximately 50ft (15m) above the landing runway
threshold or the point where the flare manoeuvre should begin for the type of
aircraft flown.
Factoring
Where the minimum RVR / Visibility are different to each other, they will be published with
the appropriate RVR / Visibility prefixes. Where the values are the same, the prefixes will
be omitted and only a single figure will be shown.
With the exception of the pre-flight planning stage, factoring of visibility shall NOT be used
at any time to obtain an equivalent RVR. When RVR is not available, the minimum
visibility shall be considered limiting in the same manner as RVR.
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8.1.3.2
Takeoff Operating Minima
Takeoff minima are generally expressed as VIS or RVR limits. Where there is a specific
need to see and avoid obstacles, a ceiling or climb gradient will be specified.
i) According to the information available to the Commander, the weather at the airport
and the condition of the intended runway to be used should not prevent a safe takeoff
and departure.
ii) Takeoff shall not be commenced unless weather conditions at the airport of departure
are equal to or better than applicable minima for landing at that airport, unless a
suitable Takeoff Alternate airport is available.
iii) Takeoff may only be commenced if the Commander can determine that the RVR along
the takeoff runway is equal to or better than the required minima. When the RVR is
not reported, the Commander should assess the apparent RVR by noting the number
of runway lights visible from the aircraft provided the relevant light spacing is
known. ICAO standard spacing for runway edge lighting is 60m. This procedure shall
only be used for the purpose of RVR assessment for takeoff and in conditions when
the assessment is 150m or greater. Factoring of meteorological visibility for takeoff is
not permitted.
iv) The lighting standard for an airport may be annotated on the airport chart. Pilot
assessment may only be used for the purpose of RVR evaluation for takeoff; the
assessed value shall in all cases be above the minimum obtained from OM-A
8.1.3.2.a or the values below:
Approved Takeoff Minima
B737-800
400m
v) Takeoff minima are determined by the State and published on the Airport Chart,
subject to published airport and facilities requirements. The minima shall take into
account the actual airport and facilities status.
Where the published value is higher than Company Approved Takeoff Minima, the
higher value shall be used. In no case shall the minima be below the Company
approved minima.
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8.1.3.2.a
Published Takeoff Minima Not Available
If takeoff minima are not published on the airport chart, and the State minima cannot be
obtained from the appropriate authority, the following minima apply:
Runway Environment
Minima
High Intensity Runway Edge Lights (HREDL);
RVR 400 m
Runway Centre Line Lights (RCLL);
Runway Centre Line Marking (RCLM).
If HREDL or RCLL or RCLM are available or
where the runway is marked in such a manner
RVR 400 m
that the pilot at all times has visual reference to
the line of forward motion during the takeoff run.
Above Not satisfied
8.1.3.2.b
RVR 800 m
Takeoff Alternate
A Takeoff Alternate airport shall be selected and specified in the OFP if either the
meteorological conditions at the airport of departure are below the landing minima for that
operation or if it would not be possible to return to the airport of departure for other
reasons (e.g. NOTAMed runway closure after takeoff or equipment failure).
For an airport to be selected as a Takeoff Alternate the available information shall indicate
that, at the estimated time of use, the conditions will be at or above the airport operating
minima for that operation. It shall be located within the following flight time from the airport
of departure:
For aircraft with two engines, one hour of flight time at a one-engine-inoperative
cruising speed, determined from the aircraft operating manual, calculated in ISA and
still-air conditions using the actual takeoff weight.
The following table, based on the one-engine-inoperative cruising speed (max continuous
thrust) in still-air conditions shall be used:
Aircraft Type
Maximum Diversion Distance*
B737-800
390 nm
* In case of dispatch under MEL, apply associated restrictions, if any.
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Requirements
When departure is in accordance with the above, the following requirements shall be
observed:
i) Pre-dispatch, aircraft serviceability and one-engine inoperative operation shall be
considered when calculating the departure airport landing minima;
ii) The Takeoff Alternate shall be annotated on the OFP;
iii) Weather conditions at the Takeoff Alternate shall be at or above the CAT I landing
minima (or the minima for the approach in use, if no ILS available);
iv) Planned operation to the Takeoff Alternate shall be predicated on the assumption of
one-engine inoperative flight;
v) Consideration shall be given to en-route terrain clearance and weather.
8.1.3.3
Approach Operating Minima
The Company is authorised to conduct the following instrument approach procedures:
Lowest Permissible DH or MDH
Precision Approach Aids
ILS CAT I
200ft DH
Non Precision Approach Aids
LOC/LLZ
250ft MDH
VOR, VOR/DME
300ft MDH
GPS/RNAV/RNP
250ft MDH
In order to conduct the above approaches, the crew shall ensure that the following
requirements are met:
i) Required ground equipment for the intended procedure is operative;
ii) Aircraft systems required for the type of approach are operative;
iii) Required aircraft performance criteria are met; and
iv) Crew is qualified accordingly.
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8.1.3.3.a
Classification of Approaches
i) 3D Instrument Approach Operations
Three-dimensional (3D) instrument approach operations are executed using both
lateral and vertical navigation guidance. The lateral and vertical guidance can be
provided by ground-based radio navigation aid or computer-generated navigation
data from ground-based, space-based, self-contained navigation aids or a
combination of these.
The aerodrome operating minima for 3D instrument approach operations are
expressed in terms of visibility and/or RVR and a DA(H) that includes a height loss
margin.
The two types of instrument approach procedures that are flown with a 3D operation
are precision approach procedure (PA) and approach procedure with vertical
guidance (APV).
Precision Approach (PA)
Precision approach procedures are instrument approach procedures based on
navigation systems (ILS, MLS, GLS, SBAS Cat I) and can be either Type A (DH
at or above 250 ft) or Type B (DH below 250 ft).
A standard Cat I operation is a 3D Type B instrument approach operation to a
decision height not lower than 200ft and with either a visibility not less than
800m or an RVR not less than 550m. Cat I operations are flown only on
precision instrument approach procedures (ILS, MLS, GLS and SBAS Cat I).
NOTE: MLS, GLS and SBAS Cat I approaches are not authorised for use by
HGB aircraft.
Approach with Vertical Guidance (APV)
APV are PBN approach procedures designed for 3D instrument approach
operations Type A (DH at or above 250ft).
As APV approaches use the on-board FMS navigation computer, the title of the
approach chart is RNP approach. There are two variants of vertical navigation:
1.
those based on barometric altitude, i.e. LNAV/VNAV; and
2.
those based on SBAS (LPV).
NOTE: SBAS (LPV) approaches are not authorised for use by HGB
aircraft.
Although they are classified as 3D approaches, APV approaches should not be
confused with classical non-precision procedures or 2D instrument approach
operations that have an MDA(H) below which the aircraft must not descend.
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ii) 2D Instrument Approach Operations
In VOR, LOC, NDB or RNAV approach procedures without approved vertical
guidance, track guidance is provided but vertical path information is not typically
available unless the VNAV function of the FMS is used as advisory information.
The errors in position that may occur at MDA(H) may be larger than those that would
occur in an ILS/MLS/GLS/SBAS approach procedure due to the characteristics of the
track guidance and the selected rate of descent.
If not using an RNAV instrument approach procedure designed with vertical
guidance, a larger visual manoeuvre may be necessary in order to successfully
complete the approach and landing. These considerations and the need to satisfy
associated obstacle clearance requirements result in generally higher operating
minima for non-precision approach procedures and 2D instrument approach
operations than for precision/APV approach procedures and 3D instrument approach
operations.
The height element in the minima of a VOR, LOC, NDB or an RNAV approach
procedure designed without vertical guidance is the MDA(H). It is the altitude/height
below which the aeroplane should not descend unless the required visual references
are available and the aircraft is in a position for a normal visual descent to land.
All 2D approaches shall be flown using the Continuous Descent Final Approach
(CDFA) technique when possible. CDFA is a specific technique for flying the finalapproach segment of a non-precision instrument approach procedure as a
continuous descent, without level-off, from an altitude/height at or above the Final
Approach Fix altitude / height to a point approximately 50ft above the landing runway
threshold or the point where the flare manoeuvre should begin for the type of aircraft
flown.
NOTE: NDB approaches are not authorised for use by HGB aircraft.
8.1.3.3.b
Decision Altitude (DA) / Decision Height (DH)
The DA(H) associated with a 3D approach shall not be lower than the highest of:
i) The minimum height, if stated in the Airplane Flight Manual (AFM), to which the
aircraft can be flown solely by reference to instruments;
ii) The minimum height to which the approach aid or position-fixing system can be used
solely by reference to instruments, as contained in the table in OM-A 8.1.3.3;
iii) The OCA(H); or
iv) The DA(H) to which the Flight Crew is permitted to operate.
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8.1.3.3.c
Minimum Descent Altitude (MDA) / Minimum Descent Height (MDH)
The MDA(H) associated with a 2D approach shall not be lower than the highest of:
i) The minimum height, if stated in the Airplane Flight Manual (AFM), to which the
aircraft can be flown solely by reference to instruments;
ii) The minimum height to which the approach aid or position-fixing system can be used
solely by reference to instruments, as contained in the table in OM-A 8.1.3.3;
iii) The OCA(H); or
iv) The MDA(H) to which the Flight Crew is permitted to operate.
For night operations at least runway edge, threshold and runway end lights must be on.
An aircraft allowance of 50ft shall be added to the published MDA(H) for the following 2D
approaches:
LOC approach to a published MDA(H);
VOR approach to a published MDA(H);
RNAV/RNP/GPS approach to a published MDA(H) (LNAV only).
The 50ft aircraft allowance is NOT required for the following approaches as they are
classified as 3D approaches:
LOC approach to a published DA(H);
RNAV/RNP/GPS approach to a published DA(H) (LNAV/VNAV).
NOTE: For these approaches to be treated as a 3D approach to a DA(H), VNAV
must be used as the FMA guidance mode.
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8.1.3.3.d
Visual Reference CAT I, APV and Non-Precision Approach Operations
The following table describes the types of approach lighting systems, which are
acceptable for calculation of the airport operating minima.
CAT I, APV AND NON-PRECISION APPROACH OPERATIONS / APPROACH LIGHT SYSTEMS
FACILITIES REQUIRED
FALS
IALS
BALS
NALS
(Full Approach
(Intermediate
(Basic Approach
(No Approach
Light System)
Approach Light
Lighting System)
Light System)
System)
Runway Markings
Required
Required
Required
Precision
Configuration,
approach CAT I
Length and
Intensity of
Approach Lights
Required
Any other
Simple approach
Any other
approach lighting
Lighting System,
lighting system,
approach Lighting
system,
(HIALS ≥ 720m)
(HIALS 420-719m)
System, (HIALS,
(HIALS, MIALS or
distance coded
Single source,
centreline, Barrette
Barrette
419m)
approach lights
Required
Required
Required
Required (Note)
Required
Required
Required
Required (Note)
IALS or ALS 210- ALS < 210m) or no
centreline
Runway Edge
Lights
Threshold Lights
Note: Lights must be serviceable and ON if required for night operations only
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DH or MDH (ft)
RVR (m) versus Class of Lighting Facility
FALS
IALS
BALS
NALS
200 - 210
600 Note 1
750 Note 2
1000
1200
211 - 220
600 Note 1
800 Note 2
1000
1200
221 - 230
600
Note 1
Note 2
1000
1200
231 - 240
600 Note 1
800 Note 2
1000
1200
241 - 250
600 Note 1
800 Note 2
1000
1300
251 - 260
600 Note 2
800 Note 2
1100
1300
261 - 280
600 Note 2
900 Note 2
1100
1300
281 - 300
650
Note 2
Note 2
1200
1400
301 - 320
700
Note 2
1000
1200
1400
321 - 340
800 Note 2
1100
1300
1500
341 - 360
900 Note 2
1200
1400
1600
361 - 380
1000
1300
1500
1700
381 - 400
1100
1400
1600
1800
401 - 420
1200
1500
1700
1900
421 - 440
1300
1600
1800
2000
441 - 460
1400
1700
1900
2100
461 - 480
1500
1800
2000
2200
481 - 500
1500
1800
2100
2300
800
900
Continued on next page
Note 1: RVR may be reduced to 550m for Cat I operations to runways with Runway Touchdown
Zone Lights (RTZL) and Runway Centre Line Lights (RCLL).
Note 2: Minimum RVR 1000m for VOR, VOR/DME, LOC, LOC/DME, or RNP (LNAV only) approach
if:
a) the approach is not flown using the CDFA technique; or
b) the designated vertical profile is greater than 3.77°; or
c) the Final Approach Segment is less than 3nm; or
d) the final approach track is offset by more than 5°; or
e) the FAF or fix where the descent is initiated is not available, and distance to THR is not
available by FMS or DME; or
f) if the MAP is determined by timing, the distance from the FAF to THR is 8nm or more.
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DH or MDH (ft)
RVR (m) versus Class of Lighting Facility
FALS
IALS
BALS
NALS
501 - 520
1600
1900
2100
2400
521 - 540
1700
2000
2200
2400
541 - 560
1800
2100
2300
2500 Note 3
561 - 580
1900
2200
2400
2600 Note 3
581 - 600
2000
2300
2500 Note 3
2700 Note 3
601 - 620
2100
2400
2600 Note 3
2800 Note 3
621 - 640
2200
2500 Note 3
2700 Note 3
2900 Note 3
641 - 660
2300
2600 Note 3
2800 Note 3
3000 Note 3
661 - 680
2400
2700 Note 3
2900 Note 3
3100 Note 3
681 - 700
2500 Note 3
2800 Note 3
3000 Note 3
3200 Note 3
701 - 720
2600 Note 3
2900 Note 3
3100 Note 3
3300 Note 3
721 - 740
2700 Note 3
3000 Note 3
3200 Note 3
3400 Note 3
741 - 760
2700 Note 3
3000 Note 3
3300 Note 3
3500 Note 3
761 - 800
2900 Note 3
3200 Note 3
3400 Note 3
3600 Note 3
801 - 850
3100 Note 3
3400 Note 3
3600 Note 3
3800 Note 3
851 - 900
3300 Note 3
3600 Note 3
3800 Note 3
4000 Note 3
901 - 950
3600 Note 3
3900 Note 3
4100 Note 3
4300 Note 3
951 - 1000
3800 Note 3
4100 Note 3
4300 Note 3
4500 Note 3
1001 - 1100
4100 Note 3
4400 Note 3
4600 Note 3
4900 Note 3
1101 - 1200
4600 Note 3
4900 Note 3
5000 Note 3
5000 Note 3
1201 and above
Note 3
5000 Note 3
5000 Note 3
5000 Note 3
Note 3:
RVR may be reduced to 2400m for:
a) ILS, ILS/DME or RNP (LNAV/VNAV) approach with a designated vertical profile no
greater than 3.77°; or
b) VOR, VOR/DME, LOC, LOC/DME or RNP (LNAV only) approach with a designated
vertical profile no greater than 3.77°, with a Final Approach Segment of at least 3nm,
flown using the CDFA technique where:
i) the final approach track is offset by not more than 5°; and
ii) the FAF or fix where the descent is initiated is available, or distance to THR is
available by FMS or DME; and
iii) if the MAP is determined by timing, the distance from the FAF to THR is less than
8nm.
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8.1.3.3.e
Precision Approach CAT II
Reserved
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8.1.3.3.f
Visual Manoeuvring (Circling)
Visual manoeuvring is the phase of flight after an instrument approach has been
completed. A circling approach will be published where terrain or other constraints cause
the difference between the final approach track and the runway centreline to exceed 30°,
or the descent gradient to exceed 3.5° for Category C, D and E aircraft.
WARNING
CIRCLING APPROACHES ARE NOT PERMITTED
8.1.3.3.g
Visual Approach
A visual approach takes place when either part or all of an instrument approach procedure
is not completed, and the approach is executed by visual reference to terrain.
It is recommended that crew utilise instrument approaches to a runway-aligned final
position whenever possible.
The PF may commence a visual approach provided the following conditions can be
maintained throughout the approach:
i) Visual contact with the landing runway environment (runway threshold, approach
lighting, or other markings identifiable with the runway); and
ii) Visibility along the intended flight path is not less than 5km.
Note: When a thin layer of ground fog or mist is present at an airport in otherwise good
visibility conditions, the minimum RVR for a visual approach shall be 800m, or the visibility
required for a non-precision approach to the runway of intended use, whichever is greater,
regardless of the approach lighting or the time of day.
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8.1.3.3.h
Conversion of Reported Meteorological Visibility to RVR/CMV
RVR: Runway Visual Range
CMV: Converted Meteorological Visibility
Equivalent RVR = Reported Visibility x Visibility Factor
Light Element Table Available
Visibility Factor
Day
Night
High Intensity Approach and Runway Lighting
1.5
2.0
Any type of lighting installation other than above
1.0
1.5
No lighting
1.0
-
Note: All pilots must ensure that a meteorological visibility to RVR/CMV conversion is NOT used for:
i) Takeoff
ii) For calculating any other required RVR minimum less than 800m. (When the airport operating
landing visibility minimum is below 800m, then RVR reporting is required for the runway of
intended use.)
iii) Or when a reported RVR is available.
Note: Factoring is only permitted at the planning stage. Refer to OM-A 8.1.3.1.d ‘Factoring’.
8.1.3.3.i
Failed or Downgraded Ground Equipment
The table is primarily intended for pre-flight and pre-approach. It is NOT expected
however that the Commander would consult the table after passing 1,000ft AAL. If the
failure of a ground aid is announced below 1,000ft AAL, the approach may be continued at
the Commander’s discretion.
If, however, failures are announced before passing 1,000ft AAL, their effect on the
approach should be considered as described in the table below, and the approach may
have to be discontinued to allow review.
Revised minima for FALS, IALS, BALS and NALS are available in OM-A 8.1.3.3.d.
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Failed or Downgraded
Equipment (Note1)
ILS standby transmitter
Outer Marker
Effect on Landing Minima
Cat IIIB
Cat IIIA
(Note ii)
Cat II
Non-
Cat I
Not allowed
Precision
No effect
Not
No effect if replaced by published equivalent position
applicable
No Effect
Middle Marker
No effect
unless used
as MAPT
May be temporarily replaced with midpoint
Touchdown Zone RVR
RVR if approved by the state of the airport.
assessment system
RVR may be reported by human
No effect
observation.
Midpoint or Stop-end
No effect
RVR
Anemometer for runway
No effect if other ground sources available
in use
Ceilometer
Approach lights
No effect
Not allowed for operations
with DH > 50ft
Approach lights except
No effect
the last 210m
Approach lights except
Minima as for BALS
Not allowed
Minima as BALS
No effect
the last 420m
Standby power for
Whole runway light
Minima as for IALS
RVR as for CAT I basic
No effect
approach lights
No effect
facilities
Minima as for BALS – day
Not allowed
system
Edge lights
only
Day only – Night not allowed
Day: RVR 300m
Centreline lights
Not allowed
Night: not allowed
Day: RVR
300m
Night: RVR
No effect
550m
Centreline lights spacing
increased to 30m
RVR 150m
No effect
Day: RVR
Touchdown zone lights
200m
Day: RVR 300m
Night: RVR
Night: RVR 550m
No effect
300m
Standby power for
runway lights
Taxiway light system
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No effect
No effect - except delays due to reduced movement rate
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Note:
i) Conditions applicable to the table above:
Multiple failures of runway lights other than indicated in the table above are not acceptable;
Deficiencies of approach and runway lights are treated separately;
Category II or III operations. A combination of deficiencies in runway lights and RVR
assessment equipment is not allowed;
Failures other than ILS affect RVR only and not DH.
ii) For CAT IIIB operations with no DH, an operator shall ensure that, for aircraft authorised to
conduct no DH operations with the lowest RVR limitations, the following applies in addition to
the content of the table above:
At least one RVR value must be available at the airport unless specified otherwise by the
State requirements.
Runway lights:
No runway edge lights, or no centreline lights – Day – RVR 200m; night – not
allowed;
No TDZ lights – no restrictions;
No standby power to runway lights – Day – RVR 200m; night – not allowed.
8.1.3.4
Planning Minima
8.1.3.4.a
Definitions
i) Cloud ceiling is defined as more than half the sky covered by cloud. The
meteorological designations BKN and OVC, both constitute cloud ceiling;
ii) TEMPO (changes expected to occur for periods of less than 60 minutes);
iii) INTER (changes expected to occur for periods of less than 30 minutes).
Note: The term INTER is not used by all States
8.1.3.4.b
Planning Minima for Takeoff Alternate Airport
Weather conditions at the Takeoff Alternate must be at, or above, the CAT I landing
minima (or the minima for the approach in use if no ILS available).
8.1.3.4.c
Planning Minima For Destination Airport
The forecast weather conditions for the ETA at the Destination airport shall be at or above
the published landing minima.
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The following criteria shall be used in the assessment of Destination weather:
i) For landing minima, the following forecast visibilities may be ignored:
PROB of any value;
TEMPO or INTER.
ii) Visibility which, when converted to an equivalent RVR, is at or above the minima for
landing. Refer to OM-A 8.1.3.3.h.
Cloud ceiling shall be evaluated, but is not a limiting factor when a precision approach is
available.
Where the approach is a non-ILS approach, the cloud ceiling shall be forecast to be above
the DH/MDH.
Crosswind shall be evaluated in relation to the aircraft and crew limits, but is not a limiting
factor when two suitable Destination Alternates are nominated.
Destination Airport Below Landing Minima or Forecast Not Available
When actual weather reports or forecast weather for the Destination airport, or any
combination thereof, indicate the weather at the time of intended landing will be below the
published landing minima, or if a valid forecast is not available, two Destination Alternate
airports shall be selected.
Both Destination Alternate airports shall have the following requirements:
i) The weather shall meet the criteria for filing as a Destination Alternate;
ii) Fuel shall be planned to permit diversion to the most distant of the two selected
alternates.
Note: All Destination Alternates shall be specified on the ATS Flight Plan and annotated
on the OFP.
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8.1.3.4.d
Planning Minima for Alternate Airports
The minima calculated in accordance with the table below (and associated notes) shall be
used to determine minima for filing as an alternate.
Calculation of Minima for Filing as an Alternate
Approach Facility
Ceiling
Visibility / RVR
Add 400ft to the published
Add 1,500m to the published
Configurations
One available approach to a
DH/MDH(1)
suitable runway
/ (DA/MDA)
visibility or RVR
Two (or more) available
Add 200ft to the higher of the
Add 800m to the higher of the
approaches to separate,
two least restrictive published
two least restrictive published
DH/MDH(1)
suitable runways
/ (DA/MDA)
visibilities or RVRs
(1) Use of DH/MDH permits direct correlation with the forecast could ceiling, which is referenced to
AAL.
Note:
i) A “separate” runway is defined as a separate landing surface located at the same airport. Each
runway may overlay or cross such that, if one of the runways is blocked, it will not prevent the
planned type of operations on the other runway.
Each runway shall have a separate approach procedure based on a separate approach
navigational aid. A published RNP, RNAV(GNSS) or GPS approach shall be considered a
separate navigational aid in this context.
ii) A “suitable” runway is defined as a runway where a safe landing may be made taking into
account the forecast weather conditions.
iii) LVO minima shall not be used as a basis to calculate Minima for Filing as an Alternate.
iv) Where State Alternate Minima are published, they will be shown on the Airport Chart under “For
Filing as an Alternate”. Crew calculated minima from the table above must not be less than any
State minima, where published.
i) Destination Alternate Airport
All flights shall be planned with at least one Destination Alternate. The Destination
Alternate(s) shall be specified in the ATS Flight Plan and OFP.
Forecast visibility and cloud ceiling shall be at or above the specified Minima for
Filing as an Alternate for the ETA ± 1 hour at the alternate airport. Additionally,
crosswind shall be forecast to be at or below the aircraft and crew operating limits.
The following forecast weather conditions may be ignored provided they are at or
above the applicable landing minima:
PROB of any value;
TEMPO or INTER.
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ii) En-Route Alternate (ERA) - Non-EDTO/ETOPS
Prior to dispatch and at the planning stage, en-route airports nominated in support of
engine inoperative, depressurisation or additional fuel calculations shall have a
weather forecast at or above the published landing minima and a crosswind at or
below the aircraft and crew limits at the time of intended use.
8.1.3.4.e
Isolated Airport (Island Reserve)
An Isolated Airport is a Destination airport that does not have an acceptable alternate
airport within 1 hour and 45 minutes of the Destination.
WARNING
Isolated Airport (Island Reserve) operations are not authorised.
8.1.3.4.f
Adequate En-route Alternate (ERA) Distance Requirement
Twin-engined aircraft are to remain within 60 minutes flying time of an adequate ERA. For
this purpose, this is defined as:
8.1.3.4.g
Aircraft Type
Distance
B737-800
418 nm
Post-Dispatch Minima
From the time that the aircraft first moves under its own power, landing minima, including
aircraft and crew crosswind limits, shall be used to assess the continued adequacy of any
airport.
8.1.3.4.h
Diversion to an Alternate:
i) Landing at any airport other than the scheduled Destination is considered a diversion
to an alternate;
ii) Selected Destination Alternate airports are shown on the OFP. Normally, the closest
suitable airport will be the filed as the Destination Alternate when it meets the weather
criteria for filing as a Destination Alternate;
iii) Whenever possible, co-ordinate selection of an alternate through OCC prior to
diverting. An online port is preferable to an offline port with limited support;
iv) When a diversion becomes necessary due to weather factors, Commanders shall
consider whether the intent is to refuel and continue or return to Destination within
permitted Flight Time Limitations, or to await the arrival of a relief crew. If the latter
option is likely and more than one suitable alternate option exists, passenger and
cargo handling aspects shall be the prime consideration.
Note: If the Destination Alternate becomes unavailable en-route, prior to arrival at the
Destination, the Commander should complete an assessment of available options, taking
into account all relevant safety factors (e.g. destination weather, aircraft landing capability,
number of available runways, etc.) before electing to divert to an en-route airport.
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8.1.4
VFR En-route Operating Minima
VFR flights are not permitted except when authorised by the GMFO.
8.1.5
IFR En-route Operating Minima
Airport and en-route operating minima as presented on the Chart must be used as long as
they do not conflict with the basic minima.
Furthermore, the operating minima are applicable if:
i) The ground equipment shown on the respective chart required for the intended
procedure is operative;
ii) The aircraft systems required for the type of approach are operative;
iii) The required aircraft performance criteria are met;
iv) The crew is qualified accordingly.
The airport operating minima for takeoff and Landing must be established as specified in
OM-A 8.1.3.
These minima must NOT be lower than the minima indicated on the chart. If minima
higher than those shown on the approach chart are required, these will be highlighted in
the Airport Briefing and/or Company NOTAMs.
In addition:
i) The instrument departure and approach procedures established by the State in which
the airport is located must be used;
ii) Notwithstanding sub-paragraph (i) above, a Commander may accept an ATC
clearance to deviate from a published departure or arrival route, provided obstacle
clearance criteria are observed and full account is taken of the operating conditions.
The final approach must be flown visually or in accordance with the established
instrument approach procedure.
Different procedures to those required to be used in accordance with subparagraph (a)
above will be implemented by the Company provided they have been approved by the
State in which the airport is located, if required, and accepted by the CAD.
8.1.6
Meteorological Information
8.1.6.1
General
All Flight Crew are required to have an understanding of the system used for reporting
airport actual and forecast weather conditions and of the codes associated with it. Full
details of all codes and abbreviations are detailed in FDProX > Pubs > General Airway
Manual > Meteorology.
During pre-flight preparations Flight Dispatch will provide meteorological information to the
Flight Crew for the point of Departure, Takeoff Alternate (if required), Destination,
Destination Alternate and En-route Alternates.
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Flight Dispatch will also provide Significant Meteorological Information warnings
(SIGMETs) for en-route significant weather.
Flight Crew are responsible for the in-flight monitoring of SIGMETs, and the current
weather and forecasts for the Destination airport, Destination Alternate airport, and
applicable en-route airports by use of air-ground data links for delivery of flight information
services through Aircraft Communications Addressing and Reporting System (ACARS),
Automatic Terminal Information Service (ATIS) or Meteorological Information for Aircraft In
Flight (VOLMET).
8.1.6.2
Meteorological Forecasts and Reports
Note: It should be cautioned that SPECIs are not mandatory under ICAO Annex 3
requirements if a country is reporting METARs every 30 minutes. It is up to the country to
decide if they will issue SPECIs even though they are issuing METARs every 30 minutes.
However, if a country is only reporting METARs every hour, they must issue SPECIs.
8.1.6.2.a
ATIS
ATIS frequencies are listed on the applicable terminal charts.
8.1.6.2.b
D-ATIS
Digital delivery of the ATIS via ACARS is a useful tool, which should be used sensibly to
relieve crew workload.
8.1.6.2.c
VOLMET
A list of airports with a VOLMET service, together with the applicable frequency, hours of
operation and the airports included in the broadcast can be found at the front of the
Meteorology section of FDProX > Pubs for the applicable region.
8.1.6.2.d
D-VOLMET
Digital delivery of METAR, SPECI, SIGMET and TAF may be accessed via ACARS.
8.1.6.3
Weather Decode
METAR and SPECI decode details can be found in FDProX > Pubs > General Airway
Manual > Meteorology > Meteorology Service for International Air Navigation > Aerodrome
Weather Report.
TAF decode details can be found in FDProX > Pubs > General Airway Manual >
Meteorology > Meteorology Service for International Air Navigation > Aerodrome Weather
Forecast
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8.1.6.4
Pilot Reports (PIREPs/AIREPs)
AIREP REPORT messages are from an aircraft in flight to a ground station detailing
weather conditions in the upper layers of the atmosphere and are normally requested over
areas where weather information is limited (e.g. Oceanic and Remote areas). The reports
are typically transmitted at intervals of 10 degrees longitude and appended to a routine
position report. AIREPs may be required on any route where position reporting points are
designated with an “M” or at any point requested by ATC.
The AIREP format can be found in FDProX > Pubs > General Airway Manual >
Meteorology > Meteorology Service for International Air Navigation / Aircraft Observations
- Annex 3.
AIREP SPECIAL REPORT messages should be passed to ATC as soon as practicable
whenever any of the following meteorological phenomena are encountered in flight;
severe icing, hail, severe or extreme turbulence, mountain wave activity, thunderstorms
along a frontal line with little or no spacing between individual storms, volcanic eruption,
volcanic ash or smoke clouds, widespread dust or sandstorms and any other occurrence,
which in the opinion of the Commander may affect the safety or efficiency of aircraft
operations.
A PIREP or Pilot Report shall be made as soon as practical to ATC whenever any
hazardous flight conditions are encountered. Such conditions include, but are not limited
to, the following:
Generic Hazard
Report Description
Meteorological
Unforecast weather conditions, severe weather conditions, icing, windshear,
Conditions
Geophysical
Events
Security Breaches
Wildlife
Facilities and
Infrastructure
Aircraft
Performance
severe turbulence
Volcanic ash observed or encountered
Air piracy or other hostile acts that threaten the safety of the aircraft or its
passengers
Birds or large animals in the vicinity of the airport or runways
Inadequacy
of
navigational
facilities
or
undesirable
navigational
aid
performance, Braking Action not as good as reported, or other irregularity in
navigational or ground facilities
Unable to accept or maintain RVSM and reason (e.g. turbulence, mountain
wave, wake turbulence, etc.), loss of navigational capability
Lasers
Illumination activities, events or exposure
Other
Unmanned drones/free balloons, downed aircraft observation or ELT broadcast
When windshear is reported for arrival or departure, the Commander shall advise ATC as
soon as practical if none is encountered.
Note: Pilot Weather Reports (PIREPs) of conditions encountered by aircraft during flight
are useful to other Flight Crew, weather briefing units and forecasters as they supplement
the weather information received from meteorological observing stations.
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8.1.6.5
SNOWTAM
A SNOWTAM is a NOTAM reporting the presence or removal of hazardous conditions on
the movement area caused by snow, ice, slush or standing water.
A specimen SNOWTAM format and decode can be found in FDProX > Pubs > General
Airway Manual > Tables and Codes > SNOWTAM Reference Information.
Note that the Japanese SNOWTAM format differs from the ICAO format. An example and
decode of a Japanese SNOWTAM can be found in FDProX > Pubs > Pacific Airway
Manual > Meteorology Data - Far East > Japan.
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8.1.7
Determination of the Quantities of Fuel and Oil to be Carried
8.1.7.1
Fuel Policy
8.1.7.1.a
General
It is incumbent that Flight Crew and Dispatchers fully understand and comply with the Fuel
Policy. The total amount of fuel on board the aircraft shall be sufficient for the intended
flight and include a safe margin for contingencies, including depressurisation and engine
shutdown. The Total Fuel for the flight is specified on the OFP.
At the planning stage the ZFW will be limited based on the MLW -300kg. This buffer will
cater for short cuts and other efficiencies during the flight so that the MLW restriction is not
compromised. The fuel planning policy allows for the carriage of additional fuel, wherever
it is known or suspected that there may be excessive landing delays due to traffic or
weather issues at destination or diversion airports.
It is Company policy to load OFP Total Fuel unless there are sound operational reasons
for loading extra fuel. When OFP Total Fuel is carried, the Company accepts responsibility
for any diversion as a result of unusual circumstances.
The Commander retains final responsibility for adjusting the Total Fuel if, in his opinion, it
is operationally justified.
8.1.7.1.b
Definitions and Policy
Taxi Fuel (TXI)
Taxi Fuel shall be the amount of fuel expect to be consumed before takeoff taking into
account local conditions at Departure airport and is comprised of the following fuel
allowances:
i) APU usage;
ii) Engine start;
iii) Taxi for departure.
Standard Taxi Fuel is 500kg.
At certain airports where taxi time is above average, a higher Taxi Fuel may be planned.
Taxi Fuel may be varied at the discretion of the Commander.
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Trip Fuel (DST)
Trip Fuel shall be the amount of fuel required to enable the aircraft to fly from takeoff or
from the point of in-flight re-planning until landing at the Destination airport.
Trip Fuel shall include:
i) Fuel for takeoff and climb from airport elevation to initial cruising level/altitude, taking
into account the expected departure routeing;
ii) Fuel from top of climb to top of descent, including any step climb/descent; Fuel from
top of descent to the point where the approach is initiated, taking into account the
expected arrival procedure;
iii) Fuel for approach and landing at the Destination airport.
These values shall be based on:
i) Current aircraft-specific data provided by the aircraft manufacturer, modified where
necessary based on data from the Company's fuel monitoring programme - refer to
Performance Factor;
ii) Anticipated aircraft weight, calculated backwards from the planned Landing Weight at
the Destination;
iii) NOTAMs;
iv) Current meteorological reports, or a combination of current reports and forecasts;
v) Applicable air traffic services procedures, restrictions and anticipated delays;
vi) MEL/CDL penalties - refer to MEL/CDL Items;
vii) Any other conditions that might cause increased fuel consumption.
Should the actual ZFW differ from the planned ZFW, the Trip Fuel should be adjusted by
the burn-off adjustment figure, which is given on the OFP.
Contingency Fuel (CONT)
Contingency Fuel shall be the amount of fuel required to compensate for unforeseen
factors, which could have an influence on the fuel consumption to the Destination airport.
Contingency Fuel is to allow for:
i) Errors in forecast winds or temperatures;
ii) Restrictions on altitude;
iii) Minor route changes due to ATC or weather;
iv) Extended taxi times;
v) Extended delays.
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Standard Contingency Fuel is planned as 5% of the Trip Fuel from Departure to
Destination. In the event of in-flight replanning, the minimum planned Contingency Fuel
shall not be less than 5% of the fuel required from the point of in-flight replanning based
on the consumption rate used to plan the Trip Fuel.
Planned Contingency Fuel will never be less than the amount required to fly for five
minutes at holding speed at 1,500ft above the Destination airport in standard conditions,
i.e. approximately 200kg.
The 5% Contingency Fuel for the planned Destination Alternate (ALT) is included in all the
OFP ALT fuel figures.
Additional Fuel (MAND)
All flights shall have:
i) Sufficient fuel from any point on the planned route to permit diversion to an ERA with
the following fuel:
Diversion Trip Fuel to a suitable ERA;
Hold for 30 minutes at 1,500ft AAL;
Carry out an approach and landing.
i) Sufficient fuel from any point on the planned route to permit diversion to an ERA in the
case of depressurisation or engine failure, whichever is greater, with the following fuel:
Diversion Trip Fuel to a suitable ERA plus 5% contingency;
Hold for 15 minutes at 1,500ft AAL;
Carry out an approach and landing.
Note 1: The 5% Contingency Fuel is only required at the planning stage and is not an
in-flight requirement.
Note 2: Additional (Mandatory) fuel may be required to satisfy the depressurisation or
engine failure cases.
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Alternate Fuel (ALT)
Alternate Fuel must include:
i) Fuel for a missed approach from the minima at Destination to missed approach
altitude, taking into account the complete missed approach procedures;
ii) Fuel for climb from missed approach altitude to cruising level taking into account the
expected route;
iii) Fuel for descent from top of descent to the point where approach is initiated, taking
into account the expected arrival procedure;
iv) Fuel for executing an approach and landing at the Destination Alternate.
Note:
i) When two Destination Alternate airports are required, Alternate fuel shall be planned
using the Alternate airport which requires the greater amount of Alternate Fuel;
ii) An Alternate must be planned for each destination. When the planned Alternate
airport is in the same busy area as the destination, for instance Hong Kong and
Macau, the track miles on which the fuel requirement for flying to the Alternate is
calculated should be realistically assessed taking account of the extended routeing
which can reasonably be expected during busy periods;
iii) All OFP calculations of ALT fuel are at LRC and include 5% Contingency.
Final Reserve Fuel (HLD)
Final Reserve Fuel is the minimum fuel with which the aircraft shall land, except in the
event of diversion following a depressurisation and/or engine failure.
Final Reserve Fuel is the fuel to fly for 30 minutes holding in clean configuration at 1,500ft
AAL at the Alternate airport, based on the aircraft’s planned landing weight at the alternate
airport.
For situations where an OFP Final Reserve Fuel (HLD) figure is not available, the
following figures can be used as a conservative estimate:
Aircraft Type
B737-800
Final Reserve Fuel (HLD)
1,200kg
Fuel Required (REQ)
Fuel Required is the sum of TXI + DST + CONT + MAND + ALT + HLD.
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Extra Fuel (XTR)
Flight Dispatch may include Extra Fuel on the OFP, e.g. due to fuel tankering, adverse
weather, etc. The reason for planning such Extra Fuel shall be annotated on the OFP.
If thunderstorms are forecast at destination, 15 minutes of extra fuel shall be carried for
scheduled flights during Winter in the Northern Hemisphere and 30 minutes for scheduled
flights during Summer in the Northern Hemisphere. This does not apply if 30 minutes or
more of Extra Fuel is already planned as above.
Total Fuel (TTL)
Total Fuel is the sum of REQ + XTR.
Discretionary Fuel (DIS)
The Commander may decide to add fuel to the minimum required fuel quantity defined
above if he expects significant deviations from present flight planning.
However, it should be remembered that carrying unnecessary extra fuel increases the fuel
consumption for that sector and therefore reduces the economy of the operation (lower
flex temperature, more tyre and brake wear, more time in climb phase, lower than
optimum flight level, etc.) Good airmanship should dictate the amount of extra fuel carried.
The Commander must clearly annotate the quantity and specific reason(s) for additional
fuel on the Voyage Report.
Minimum Diversion Fuel
Minimum Diversion Fuel is the sum of Alternate Fuel plus Holding (Final Reserve) Fuel.
Where an amount of fuel is determined to be unusable, the Minimum Diversion Fuel
entered in the FMC shall be increased by an amount equal to the amount of unusable fuel.
Performance Factor
OFP fuel calculations are based on manufacturer data, corrected by a Performance Factor
which is generated by the Company’s internal fuel monitoring programme. This
programme compares each aircraft’s actual fuel flow with the manufacturer’s baseline
data and applies it to the OFP calculations. The applied Performance Factor is shown on
the OFP as a percentage variation, where a positive value indicates additional burn
compared to the baseline.
MEL/CDL Items
Where MEL/CDL items are known in advance, the flight planning system applies any
applicable fuel penalties to the OFP fuel figures.
Where MEL/CDL items occur after the OFP has been generated, it is the Flight Crew’s
responsibility to apply the relevant fuel penalties or obtain an updated OFP.
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8.1.7.1.c
Minimum Fuel for Flight Release
Note: Extra Fuel is not shown in the figure above.
An OFP will be produced for every sector specifying the Total Fuel Required for the flight
using the planned ZFW for the flight. No person may release a flight with less than the
amount specified below:
i) Trip Fuel; and
ii) Alternate Fuel; and
iii) Final Reserve Fuel; and
iv) Contingency Fuel; and
v) Additional (Mandatory) Fuel; and
vi) Taxi Fuel.
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8.1.7.1.d
Use of Nominated En-route Alternate (ERA) for Fuel Planning
The ERA must be an adequate airport, which is open. The forecast weather must be such
that a landing can be assured.
Use of this policy allows Contingency Fuel to be reduced to 5% of the Trip Fuel from
abeam the ERA to Destination.
8.1.7.1.e
Re-Clearance Operations
When a flight cannot depart with the total fuel calculated in accordance with the normal
planning formula, dispatch may be achieved by the operator nominating a suitable airport
en-route as the Destination with the intention of obtaining an in-flight re-clearance to the
preferred Destination. The Commander shall be satisfied that:
i) The nominated Destination airport is both suitable and available with the weather
forecast satisfactory for landing; and
ii) The fuel on board meets the requirements in 8.1.7.1.c (i) to (vi) and, from the point of
in-flight replanning, meets the requirements in 8.1.7.1.c (i) to (v), as appropriate.
The name of the suitable en-route airport that is used for this planning purpose shall be
shown on the OFP, and the weather conditions relating to both Destination and nominated
en-route airports must be recorded.
8.1.7.1.f
Fuel Tankering
Due to the variation of fuel costs at different destinations, the tankering of fuel may be cost
effective on certain sectors. The economics of fuel tankering is decided by comparing
intended uplift fuel cost against that at the Destination. The benefits of fuel tankering are
sector specific and revised on a regular basis.
It is Company policy that fuel tankering should never be applied to the extreme. The fuel
uplift should be considered judiciously with regard to all operational factors, such as
runway changes and possible en-route track shortening, which may result in a lower trip
fuel and the aircraft arriving at Destination over the Maximum Landing Weight.
Tankering will be subject to the following limitations:
i) Estimated Landing Weight shall be limited to MLW -500kg and must not exceed
RTOW or Required Landing Distance (Dispatch);
ii) Tankering is not recommended when the Destination airport runway is covered with
standing water, slush, snow, or ice.
Consideration should be given to the need to uplift warmer fuel on arrival to clear coldsoaked fuel frost during cold and/or humid weather conditions.
Should the Commander decide to reduce the recommended tankering fuel because of
operational considerations, the reasons must be annotated on the Voyage Report.
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8.1.7.2
Oil Quantity
The Commander shall only commence a flight or continue in the event of in-flight replanning when he is satisfied that the aircraft carries at least the planned amount of usable
oil to complete the flight safely, taking into account the expected operating conditions.
8.1.7.3
Fuel and Oil Records
Fuel and oil data shall be entered into the Aircraft Maintenance Log as per the AML
completion instructions.
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8.1.8
Weight and Balance
8.1.8.1
General
8.1.8.1.a
Commander’s Responsibility
The Commander shall ensure that before each flight a Load and Trim sheet is prepared
and complies with the aircraft’s certified weight and Centre of Gravity limitations.
The correct loading of the aircraft is the legal responsibility of the Commander.
The person preparing the Load and Trim sheet confirms the correct distribution of the load
with their signature on the form.
The Commander should be satisfied that the load is distributed in a correct and safe
manner and that it is properly stowed and secured.
The Commander should bear in mind the following assumptions:
i) The Weight and Balance Schedule showing the Basic Weight and Basic Index of the
empty aircraft has been correctly compiled;
ii) Passengers are positioned, and all freight has been correctly weighed and loaded, in
accordance with the Load and Trim sheet.
The Commander is personally responsible for:
i) Checking that sufficient fuel and oil of the correct grade are on board and correctly
loaded and distributed;
ii) Checking the Load and Trim sheet calculation;
iii) Accepting the loadsheet.
8.1.8.1.b
Loading Instructions
A qualified Load Controller shall complete a Loading Instruction Report (LIR) that confirms
the load distribution prior to departure for every flight.
The purpose of the aircraft loading instructions is to ensure that the aircraft is loaded
safely and complies with the rules and limitations set by the Company and the aircraft
manufacturer’s specifications.
The Commander must be advised when a non-standard method has been used for
determining the weight of the load, and the method must be stated in the Weight and
Balance documentation.
The cargo and checked baggage shall be weighed and positioned so as to respect all
applicable weight limitations as given in the Weight and Balance Folder.
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8.1.8.2
Loading
8.1.8.2.a
Weight and Balance Schedule
To ensure aircraft weight and balance data is current and accurate, periodic aircraft
weighing is performed in accordance with regulatory requirements, heavy maintenance,
retrofit, change of catering weights, etc.
The resulting Aircraft Weighing Report is used by the Engineering Department to produce
a Weight and Balance Schedule for individual Company aircraft. This contains details of
the aircraft weight, together with the Centre of Gravity expressed as a percentage MAC
and as an Index.
The Basic Weight and Basic Index are updated by the Engineering Department prior to
the aircraft returning to service whenever any additional equipment is added to, or
removed from, the aircraft. The Basic Weight and Index are notified to Flight Crew via
Flight Crew Notice.
8.1.8.2.b
Passenger Weights
Standard passenger weights shall be used for Loadsheet calculations unless there is an
obvious discrepancy between the standard weight and the physique of a large percentage
of the passengers. Standard passenger weights shall be defined according to type of
passenger and class of travel for Loadsheet calculations, according to the following table:
Class
Male
Female
Child
Infant
(over 12 yrs)
(over 12 yrs)
(2-12 yrs)
(under 2 yrs)
Economy
82kg
72kg
46kg
(75+7)
(65+7)
(39+7)
8kg
Notes:
i) Standard passenger weight = body weight + cabin baggage weight.
ii) Adults – when not using gender distinction, shall use 77kg (70kg + 7kg) as the standard
passenger weights.
iii) Infant standard passenger weight includes food and carry-basket.
iv) Hand-carry baggage in excess of the standard weights detailed above shall be included as
additional cabin baggage in the loadsheet weight calculation. No additional trim calculation is
required, as it is assumed the baggage is evenly distributed throughout the aircraft cabin.
v) The weight of jump seat passengers is NOT included in the Dry Operating Weight (DOW), but is
included as Loadsheet Traffic Load.
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8.1.8.2.c
Crew Weights
Crew and Supernumerary passenger baggage shall be loaded and secured in accordance
with the Company Aircraft Handling Manual.
The following standard crew weights will be used for loadsheet calculations:
Flight Crew 85kg (78kg + 7kg carry-on baggage)
Cabin Crew 75kg (68kg + 7kg carry-on baggage)
Positioning Crew 75kg (68kg + 7kg carry-on baggage)
8.1.8.2.d
Baggage Weights
A standard weight of 16kg per item of checked baggage shall be used for the load
distribution estimate. Actual baggage weight will be included on the Loadsheet.
8.1.8.2.e
Pantry Weight and Index
The Pantry Weight and Index is dependent on the aircraft type, cabin configuration, route
and cabin service for each flight.
8.1.8.2.f
Potable Water
The Basic Weight and Index takes into account the carriage of potable water.
8.1.8.2.g
Fuel Weight and Index
For ACARS/Computer Loadsheets generated for online ports, the Specific Gravity (SG)
will be based on a default value for that port. For Manual Load and Trim Sheets, a
standard SG of 0.8028 is used to calculate the Fuel Index.
The Commander has the discretion to change the SG subject to actual conditions. If this
occurs, the Commander shall pass the required SG to the Ramp Coordinator at the
departure airport who will then relay the figure to the LCO over the phone.
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8.1.8.3
Load and Trim Sheets
8.1.8.3.a
Definitions
The Basic Weight includes the aircraft manufacturer’s empty weight, plus or
Basic Weight (BW) minus weight of standard item variation. Standard items include fixed
equipment, system fluids, unusable water, potable water and galley structures.
Basic Index (BI)
Index indicating the position of the Centre of Gravity at the Basic Weight.
Dry Operating
The Dry Operating Weight is the Basic Weight of the aircraft plus the weight
Weight (DOW)
of operating crew and catering.
Dry Operating
Index indicating the position of the Centre of Gravity at the Dry Operating
Index (DOI)
Takeoff Fuel (TOF)
Weight.
Weight of the fuel on board minus the quantity needed for taxiing to the start of
the takeoff roll.
Operating Weight The weight obtained by addition of the Dry Operating Weight and the Takeoff
(OW)
Allowed Traffic
Load
Fuel.
The weight capacity available for a certain flight sector. It is the result of the
subtraction of the Operating Weight from the Allowed Weight for Takeoff.
Maximum permitted takeoff weight for a particular flight sector, and is calculated
as the lowest of:
Allowed Weight for
Takeoff
i) Maximum Zero Fuel Weight plus Takeoff Fuel;
ii) Maximum Weight for Takeoff;
iii) Maximum Landing Weight plus Trip Fuel.
Total Traffic Load
Underload
Total weight of the load consisting of passengers, baggage, cargo, mail,
including the weight of the unit load devices (ULD) (if applicable).
Remaining weight capacity still available for loading; the difference between the
Allowed Traffic Load and the Total Traffic Load.
Zero Fuel Weight Weight of the equipped and loaded aircraft without fuel (but including ballast
(ZFW)
fuel); the sum of DOW plus Total Traffic Load.
Takeoff Weight The weight at takeoff. It is equal to the addition of the Zero Fuel Weight and
(TOW)
Takeoff Fuel.
Trip Fuel
Landing Weight
(LW)
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Pre-calculated, estimated fuel consumption from takeoff to landing at the next
scheduled destination airport.
The weight at landing. It is equal to Takeoff Weight minus Trip Fuel.
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There are two different categories of Maximum Weights, which shall never be
exceeded:
i) Maximum Certified Weights
The Maximum Zero Fuel Weight, Maximum Takeoff Weight and Maximum
Landing Weight are fixed weights established by the manufacturer on the
Maximum
Weights
basis of structural limitations;
ii) Performance Limited (Regulated) Weights
The Regulated Takeoff Weight (RTOW) and the Regulated Landing
Weight (RLW) are dependent on factors such as MEL performance
penalties, runway length, obstacles and environmental conditions, and
may be more restrictive than the Maximum Certified Weights.
8.1.8.3.b
Provision of Loadsheets
A Load Control Office (LCO) is located at each port used by the Company, with the
associated services being provided by a contracted Ground Handling Agent. If a local
LCO is not available, the Loadsheet will be prepared remotely or a Riding Loadmaster will
be carried on the flight.
If contact with the LCO is required, this should normally be achieved by ACARS via OCC.
The Ramp Coordinator will verbally inform the Flight Crew of the latest EZFW .
ETD – 34 minutes The Flight Crew will confirm the Ramp Fuel, Taxi Fuel and Trip Fuel to the Ramp
Coordinator for Loadsheet preparation.
ETD – 6 minutes Load and Trim Sheets will be prepared and delivered to the aircraft.
An ACARS/Computer loadsheet, or a Manual Load and Trim Sheet, shall be produced for
every flight.
i) The ACARS Loadsheet is the primary Loadsheet and is sent directly to the Flight
Deck;
ii) If ACARS is not available, a Computer Loadsheet can be sent to the gate printer;
iii) If an ACARS/Computer loadsheet is not available, a Manual Load and Trim Sheet
shall be produced.
The ACARS/Computer Loadsheet comprises both components of the Manual Load and
Trim Sheet.
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The Centre of Gravity limits given in the Loadsheet include tolerances to cope with a
combination of the following independent errors:
errors in initial conditions (Dry Operating Weight and Index)
errors in cargo loading (weight and distribution)
errors in passenger boarding (weight and distribution)
errors in fuel (quantity and distribution)
errors due to graphical method
and the following movements:
landing gear, flaps and slats movements
movements in the cabin
8.1.8.3.c
ACARS Loadsheet
i) ACARS Loadsheet Procedure
The preferred procedure for transmitting the final Weight & Balance data to Company
aircraft is via the aircraft ACARS system. The following guidelines shall be followed:
ACARS should be initialised at approximately ETD-40 minutes. Initialising
the ACARS establishes the delivery addresses for the flight.
The Load Control Officer shall send the Final ZFW to the Commander by
ETD-34 minutes.
Upon receiving the Final ZFW, the Commander shall, in consultation with the
crew, determine the fuel figure and shall ensure the fuel order message is
submitted.
The Loadsheet shall be transmitted to the aircraft at approximately ETD-6
minutes. The edition number is normally “01”, unless circumstances occur
after flight closure such as off-loading of passengers, return to gate for
refuelling, etc., in which case “EDNO 02” (or higher number if required) will
be issued.
The Ramp Coordinator shall confirm “ready to close cabin doors” with the
Commander once all passengers are confirmed on-board. Refer to OM-E
1.6.5 for further information.
The Loadsheet must be accepted and signed by the Commander, either
electronically or physically, prior to the cabin doors being closed. Refer to
OM-A 8.1.8.6 for Loadsheet certification requirements.
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ii) ACARS Loadsheet Example
Note: Line numbers have been added to the above example to aid in describing the
layout, but are not shown on the actual loadsheet.
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iii) ACARS Loadsheet Terminology
Line 1
Airline name
Line 2
Loadsheet edition number
The edition number is normally “01”, unless circumstances occur after flight
closure such as off-loading of passengers, return to gate for refuelling, etc., in
which case “EDNO 02” (or higher number if required) will be issued.
Line 4
Local date of preparation (DDMMMYY)
Local time of preparation (HHMM)
Agent: System login ID
Line 5
Flight number / Scheduled local date of departure (DDMMMYY)
3-letter IATA designators of the departure and destination ports
Aircraft registration
Line 6
Version
The seating configuration of the aircraft, i.e. the number of seats for each
cabin class
Number of Crew (Flight Deck Crew / Cabin Crew / Positioning Crew)
Weight of cabin baggage not included in the passenger weight
Line 8
Max Traffic Payload
The maximum payload that can be carried whilst complying with the Max
Allowable Weight limited by ZFW, TOW or LAW, as applicable
Line 9
Dry Operating Weight (DOW)
The sum of the Basic Weight of the aircraft plus the weight of operating crew
and catering
Dry Operating Index (DOI)
Basic Index corrected for the carriage of crew and catering
Line 10
Payload
The total weight of passengers, baggage, cargo, mail, flight spares and
ballast
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Line 11
Zero Fuel Weight
The sum of the DOW plus the payload
MACZFW
The Centre of Gravity (expressed as %MAC) for the Zero Fuel Weight
Line 12
Maximum Zero Fuel Weight
The figure may be the Maximum Structural ZFW, or ZFW limited by ADDs or
Crew/Flight Dispatch input
Line 13
Takeoff Fuel
The weight of fuel in tanks after taxi
Line 14
Takeoff Weight
The sum of ZFW plus Takeoff Fuel
MACTOW
The Centre of Gravity (expressed as %MAC) for the Takeoff Weight
Line 15
Maximum Takeoff Weight
The maximum weight limited by structural or performance limits
Line 16
Trip Fuel
The weight of fuel to be used on the sector
Line 17
Landing Weight
TOW minus Trip Fuel
MACLAW
The Centre of Gravity (expressed as %MAC) for the Landing Weight
Line 18
Maximum Landing Weight
The maximum structural weight for landing
The addition of the letter “L” in this example indicates that this is the most
limiting of the MZFW, MTOW and MLDW
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Line 20
Stabiliser Trim setting for Takeoff with Flap 1 or Flap 5 selected
Line 22
Stabiliser Trim setting for Takeoff with Flap 10, 15 or 25 selected
Line 24
Total Passenger Weight
The sum of the weights of all passengers
M/F/C/I Split
The number of Male/Female/Child/Infant passengers used for the weight
calculation
Line 25
Seating
The number of passengers occupying cabin seats
Total Number of Passengers
The total number of passengers on board
Line 26
Passenger numbers in cabin zones Oa, Ob and Oc
Total number of passengers occupying seats in each cabin zone
Lines 28-29
Load in Compartments
The total weight in the underfloor compartments
Individual weights in each underfloor compartment
Line 30
Underload before Last Minute Changes
The weight of unused payload, i.e. the Max Traffic Payload minus the actual
Payload
Line 31
Details of LMCs
Space for handwritten LMC details to be added
Line 32
MACTOW Limits (FWD and AFT)
The Loadsheet system prevents a Loadsheet from being generated if the
normal MACTOW is outside these limits. However, as MEL items cannot be
accounted for when generating the Loadsheet, the limits are shown to cater
for cases which require an amendment to the MACTOW limits. In this case, it
is the Commander’s responsibility to apply corrections to the displayed limits
and ensure that the MACTOW falls within the corrected range.
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Lines 34-36
Load Message (not relevant to Flight Crew)
Line 37
Supplemental Information
Free text format section which permits the Load Controller to manually update
any Special Load information that can’t be annotated in the system
Line 39
Basic Weight
Empty Weight of the aircraft
Basic Index
The Centre of Gravity moment (expressed in Index Units) at the Basic Weight
Lines 40-41
Deadload Breakdown (not relevant to Flight Crew)
Line 43
NOTOC (Yes/No)
Indicates whether or not a NOTOC is required
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Line 44
Name and licence number of the Load Controller preparing the loadsheet
Line 45
Pantry Weight and Index
Lines 46-48
Loading compliance certification
Line 50
Space for the Commander’s printed name
Line 52
Space for the Commander’s signature
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8.1.8.3.d
Computer Loadsheet
i) Computer Loadsheet Procedure
Two copies of the Computer Loadsheet shall always be printed as a backup to the
ACARS Loadsheet.
The following guidelines shall be followed:
ACARS should be initialised at approximately ETD-40 minutes. Initialising the
ACARS establishes the delivery addresses for the flight.
The Load Control Officer shall send the Final ZFW to the Commander by ETD34 minutes.
Upon receiving the Final ZFW, the Commander shall, in consultation with the
crew, determine the fuel figure and shall ensure the fuel order message is
submitted.
If the ACARS Loadsheet uplink fails, Traffic staff at the departure airport are
required to deliver two copies of the Computer Loadsheet to the Flight Deck.
The Loadsheet must be accepted and physically signed by the Commander
prior to the cabin doors being closed. Refer to OM-A 8.1.8.6 for Loadsheet
certification requirements.
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ii) Computer Loadsheet Example
Note: Line numbers have been added to the above example to aid in describing the
layout, but are not shown on the actual loadsheet.
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iii) Computer Loadsheet Terminology
Line 1
Airline name
Agent: System login ID
Line 4
Checked
Space for the Commander’s printed name
Approved
Space for the Commander’s signature
Loadsheet edition number
The edition number is normally “01”, unless circumstances occur after flight
closure such as off-loading of passengers, return to gate for refuelling, etc., in
which case “EDNO 02” (or higher number if required) will be issued.
Line 7
From
3-letter IATA designator of the departure port
To
3-letter IATA designator of the destination port
Flight number / Scheduled local date of departure (DDMMMYY)
Aircraft registration
Version
The seating configuration of the aircraft, i.e. the number of seats for each
cabin class
Number of Crew (Flight Deck Crew / Cabin Crew / Positioning Crew)
Local date of preparation (DDMMMYY)
Local time of preparation (HHMM)
Line 9
Total load in compartments
The total weight in the underfloor compartments
Individual weights in each underfloor compartment
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Line 10
Total Passenger Weight
The sum of the weights of all passengers
M/F/C/I Split
The number of Male/Female/Child/Infant passengers used for the weight
calculation
Total Number of Passengers
The total number of passengers on board
Weight of cabin baggage not included in the passenger weight
Line 11
Max Traffic Payload
The maximum payload that can be carried whilst complying with the Max
Allowable Weight limited by ZFW, TOW or LAW, as applicable
Number of passengers occupying cabin seats
Line 12
Total Traffic Load
The total weight of passengers, baggage, cargo, mail, flight spares and
ballast
Line 13
Dry Operating Weight (DOW)
The sum of the Basic Weight of the aircraft plus the weight of operating crew
and catering
Line 14
Zero Fuel Weight (Actual)
The sum of the DOW plus the payload
Maximum Zero Fuel Weight
The figure may be the Maximum Structural ZFW, or ZFW limited by ADDs or
Crew/Flight Dispatch input
ADJ
Space to show adjustments to the Actual ZFW
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Line 16
Takeoff Fuel
The weight of fuel in tanks after taxi
Line 17
Takeoff Weight (Actual)
The sum of ZFW plus Takeoff Fuel
Maximum Takeoff Weight
The maximum weight limited by structural or performance limits
ADJ
Space to show adjustments to the Actual TOW
Line 19
Trip Fuel
The weight of fuel to be used on the sector
Line 20
Landing Weight (Actual)
TOW minus Trip Fuel
Maximum Landing Weight
The maximum structural weight for landing
The addition of the letter “L” in this example indicates that this is the most
limiting of the MZFW, MTOW and MLDW
ADJ
Space to show adjustments to the Actual LAW
Line 23
Dry Operating Index (DOI)
Basic Index corrected for the carriage of crew and catering
Deadload Index (DLI)
Basic Index corrected for the index effect of the Load in Compartments
Line 24
LIZFW
The sum of the Dry Operating Index (DOI) plus the Index Changes for all
loaded passenger and cargo positions
MACZFW
The Centre of Gravity (expressed as %MAC) for the Zero Fuel Weight
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Line 25
LITOW
The sum of LIZFW plus the Fuel Index for Takeoff
MACTOW
The Centre of Gravity (expressed as %MAC) for the Takeoff Weight
Line 26
LILAW
The sum of the LIZFW plus the Index for the Landing Fuel (Take-off Fuel
minus Trip Fuel)
MACLAW
The Centre of Gravity (expressed as %MAC) for the Landing Weight
Line 27
DLMAC
The Centre of Gravity (expressed as %MAC) of the Load in Compartments
Line 28
Stabiliser Trim setting for Takeoff with Flap 1 or Flap 5 selected
Line 29
Stabiliser Trim setting for Takeoff with Flap 10, 15 or 25 selected
Lines 31-32
Passenger numbers in cabin zones Oa, Ob and Oc
Total number of passengers occupying seats in each cabin zone
Line 34
Underload before Last Minute Changes
The weight of unused payload, i.e. the Max Traffic Payload minus the actual
Payload
Details of LMCs
Space for handwritten LMC details to be added
Line 37
MACTOW Limits (FWD and AFT)
The Loadsheet system prevents a Loadsheet from being generated if the
normal MACTOW is outside these limits. However, as MEL items cannot be
accounted for when generating the Loadsheet, the limits are shown to cater
for cases which require an amendment to the MACTOW limits. In this case, it
is the Commander’s responsibility to apply corrections to the displayed limits
and ensure that the MACTOW falls within the corrected range.
Lines 38-43
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Line 44
Supplemental Information
Free text format section which permits the Load Controller to manually update
any Special Load information that can’t be annotated in the system
Line 46
Basic Weight
Empty Weight of the aircraft
Basic Index
The Centre of Gravity moment (expressed in Index Units) at the Basic Weight
Line 47
Deadload Breakdown (not relevant to Flight Crew)
Line 49
NOTOC (Yes/No)
Indicates whether or not a NOTOC is required
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Name and licence number of the Load Controller preparing the loadsheet
Line 51
Pantry Weight and Index
Lines 52-53
Loading compliance certification
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8.1.8.3.e
Manual Load and Trim Sheet
i) Manual Load and Trim Sheet Procedure
If an ACARS or Computer Loadsheet are not available, a Manual Load and Trim
Sheet shall be completed. The following guidelines shall be followed:
ACARS should be initialised at approximately ETD-40 minutes. Initialising the
ACARS establishes the delivery addresses for the flight.
The Load Control Officer shall send the Final ZFW to the Commander by ETD34 minutes.
Upon receiving the Final ZFW, the Commander will determine the fuel figure
and submit a fuel order message.
The Traffic staff at the departure airport are required to deliver two copies of the
Manual Load and Trim Sheet to the Flight Deck.
The Loadsheet must be accepted and physically signed by the Commander
prior to the cabin doors being closed. Refer to OM-A 8.1.8.6 for Loadsheet
certification requirements.
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ii) Manual Loadsheet Example
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iv) Instructions for Completion of the Manual Loadsheet
The steps taken to enter the data onto a Manual Loadsheet are listed below.
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1.
Enter the Basic Weight into the spaces provided.
2.
Add or subtract any adjustments to the Basic Weight and enter into the
spaces provided.
3.
Calculate the Dry Operating Weight (DOW) by adding the Basic Weight from
Step (1) and any adjustments from Step (2). Enter the value into the spaces
provided.
4.
Enter the Takeoff Fuel into the spaces provided.
5.
Add the Dry Operating Weight (DOW) from Step (3) and the Takeoff Fuel
from Step (4) to determine the Operating Weight. Enter the value into the
spaces provided.
6.
Enter the Maximum Weights for Zero Fuel, Takeoff and Landing into the
ranges provided.
7.
Transfer the Takeoff Fuel from Step (4).
8.
Calculate the Allowed Weight for Takeoff value “a” by adding the Maximum
Zero Fuel Weight (ZFW) entered in Step (6) and the Takeoff Fuel entered in
Step (7). Enter the value into the spaces provided.
9.
Note that the Allowed Weight for Takeoff value “b” is the Maximum Takeoff
Weight entered in Step (6).
10.
Enter the Trip Fuel into the spaces provided.
11.
Determine the Allowed Weight for Takeoff value “c” by adding the Landing
Weight from Step (6) and the Trip Fuel from Step (10). Enter the value into
the spaces provided.
12.
Transfer the Operating Weight determined in Step (5) to the range below the
lowest Allowed Weight for Takeoff calculated in Step (8), Step (9) and Step
(11).
13.
Determine the Allowed Traffic Load by subtracting the Operating Weight
entered in Step (12) from the Allowed Weight for Takeoff. Enter the value
calculated into the ranges provided.
14.
For each destination, enter the number of Adult Male (M), Adult Female (F),
Children (Ch) and infant (Inf) passengers.
15.
Sum up all the destination passenger counts determined in Step (14) to
obtain the total passenger count. Calculate the Passenger Weight and enter
this value into the range provided. For this problem:
16.
For each destination distribute the transit, baggage, cargo, and mail weights
within the lower hold compartments where it is loaded. Calculate each
destination’s total cargo load and the individual destination compartment
loads by summing the table rows and columns. Enter the values calculated
into the ranges provided.
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17.
Sum up the destination total loads calculated in Step (16) to obtain the
flight’s total lower hold load and the individual compartment loads. Enter the
values calculated into the ranges provided.
18.
Determine the Total Traffic Load by adding the passenger weight from Step
(15) and the total lower hold load calculated in Step (17).
19.
Transfer the Allowed Traffic Load determined in Step (13) and the Total
Traffic Load determined in Step (18) to the spaces provided.
20.
Calculate the Underload Before LMC by subtracting the Total Traffic Load
from the Allowed Traffic Load entered in Step (19).
21.
Transfer the Dry Operating Weight (DOW) from Step (3) and enter into the
range provided.
22.
Enter the Maximum Weights for Zero Fuel, Takeoff and Landing into the
spaces provided.
23.
Calculate the Zero Fuel Weight by adding the Total Traffic Load from Step
(18) and the Dry Operating Weight (DOW) from Step (21). Enter the total into
the spaces provided.
CAUTION
Corrective action must be taken to adjust the aircraft's weight if the calculated
Zero Fuel Weight exceeds the Maximum Operational Zero Fuel Weight entered in
Step (22).
24.
Transfer the Takeoff Fuel from Step (4) and enter into the spaces provided
25.
Determine the Takeoff Weight by adding the Zero Fuel Weight (ZFW) from
Step (23) and the Takeoff Fuel from Step (24). Enter the value into the
spaces provided.
CAUTION
Corrective action must be taken to adjust the aircraft's weight if the calculated
Takeoff Weight exceeds the Maximum Operational Takeoff Weight entered in
Step (22).
26.
Enter the Trip Fuel from Step (10) into the range provided.
27.
Calculate the Landing Weight by subtracting the Trip Fuel entered in Step
(26) from the Takeoff Weight determined in Step (25). Enter the value into the
spaces provided.
CAUTION
Corrective action must be taken to adjust the aircraft's weight if the calculated
Landing Weight exceeds the Maximum Operational Landing Weight entered in
Step (22).
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v) Instructions for Completion of the Manual Trim Sheet
28.
Select the relevant Basic Weight Index from the Weight & Balance Folder.
29.
Enter the index unit for the Basic Weight as calculated in Step (28) into the
Index Calculation Table in the blank spaces provided next to “BASIC EMPTY
INDEX”.
30.
Transfer the crew and pantry values from Step (2) to ranges provided in the
index tables. Circle the index values for each load and enter these values
into the ranges provided in the index tables.
31.
Transfer the index values determined in Step (30) to ranges provided in the
Index Calculation Table.
32.
Add the positive and negative index units from Step (31) and enter the
values calculated in the blank boxes to the right of “SUBTOTAL”.
33.
Transfer the negative index total from Step (32) to the range below the
positive index total from Step (32).
34.
Subtract the negative index total of Step (32) from the positive index total of
Step (32) to determine the Dry Operating Index (DOI) and enter the value
calculated into the range provided.
35.
Transfer the lower hold loads determined in Step (17) & the passengers from
Step (14) to ranges provided above the index tables. Circle the appropriate
index for each value and record the values in the blank spaces provided.
36.
Transfer the index values determined in Step (35) to ranges provided.
37.
Add the positive and negative index units from Step (36) and enter the totals
calculated into the ranges provided next to “SUBTOTAL”.
38.
Transfer the negative index total from Step (37) to the range below the
positive index total of Step (37).
39.
Subtract the negative index total of Step (37) from the positive index total of
Step (37) to determine the Zero Fuel Weight Index and enter the value
calculated into the blank spaces provided next to “ZERO FUEL”.
40.
Plot the zero fuel condition on the Check Grid (Index Units vs Weight) using
the index unit determined in Step 39 and the calculated Zero Fuel Weight
determined in Step (23). Check to ensure that the point is within the
Operational Zero Fuel limit.
CAUTION
If the Zero Fuel Weight (ZFW) or Index exceeds the allowable limits shown on
the check grid, corrective action must be taken to adjust the aircraft weight or
Centre of Gravity.
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41.
Enter the takeoff fuel load into the blank space provided at the top of the Fuel
Index table. Circle the index value for the takeoff fuel load. Enter the value in
the space provided.
42.
Transfer the takeoff fuel index, determined in Step 41, into the range
provided in the index calculation table. Be sure to circle the correct sign (“+”
or “-”) of the fuel load.
43.
Add/Subtract the takeoff fuel index value from the Zero Fuel Index of Step
(39) to determine the Takeoff Index and enter the value calculated into the
range provided.
44.
Plot the takeoff condition on the check grid (Index Units vs Weight) using the
index unit determined in Step (43) and the calculated Takeoff Weight
determined in Step (25). Check to ensure that the point plotted is within the
Operational Takeoff limits.
CAUTION
If the Takeoff Weight (TOW) or Index exceeds the allowable limits shown on the
check grid, corrective action must be taken to adjust the aircraft weight or
Centre of Gravity.
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45.
Plot a line along a constant %MAC line from the takeoff condition plotted in
Step 44 to the top of the check grid. In the column of the Stab Trim for
Takeoff table intersected by the line, circle the stab trim setting that
corresponds to the takeoff weight determined in Step (25).
46.
In the Stab Trim Adjustments table provided, the Flight Crew should circle
the adjustment which corresponds to the engine thrust rating and flap setting
used for takeoff. For this sample problem, no adjustment is necessary.
47.
Determine the Zero Fuel Weight (ZFW) %MAC by noting where the zero fuel
condition plotted in Step (40) is relative to the constant %MAC lines included
on the check grid. Enter the value determined into the range provided.
48.
Determine the Takeoff Weight (TOW) %MAC by noting where the takeoff
condition plotted in Step (44) is relative to the constant %MAC lines included
on the check grid. Enter the value determined into the range provided.
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8.1.8.4
Non-standard Fuel Distribution
Non-standard fuel loading occurs when the fuel is abnormally distributed in the fuel tanks.
There are two possible scenarios for non-standard fuel distribution:
i) All fuel usable with non-standard fuel distribution;
ii) Unusable fuel.
Unusable fuel may occur due to a number of technical faults.
A non-standard fuel distribution must be communicated to the Ramp Coordinator.
It is Company policy to use standard fuel loading procedures for all Company aircraft. Any
non-standard fuel distribution must be resolved before departure.
8.1.8.5
Last Minute Change Procedure
Last Minute Changes (LMC) are changes of original Loadsheet entries shortly before
departure. LMC can be due to a change in traffic load, takeoff fuel or trip fuel. Whenever
an LMC occurs after completion of the Load and Trim Sheet, this must be brought to the
attention of the Commander and the LMC must be entered on the Loadsheet.
The LMC weight tolerance is not the overall weight change, but is instead the cumulative
change of weight, e.g.
1) 250kg transferred from the forward cargo compartment to the aft cargo compartment
= 500kg LMC
2) 100kg offloaded from the forward cargo compartment plus 300kg extra loaded in the
aft cargo compartment = 400kg LMC
In case of LMC, the following checks must be performed:
i) The total weight of the LMC must be lower than the Underload;
ii) The total weight of the LMC must be lower than the LMC Weight Tolerance:
Aircraft Type
LMC Weight Tolerance
B737
500kg
The Centre of Gravity must remain within the operational limits;
The load limitations of the compartments and positions must not be exceeded.
CAUTION
If any of the conditions above cannot be satisfied, a new Loadsheet and/or Load and Trim
Sheet shall be prepared.
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8.1.8.6
Load and Trim Sheet Verification
8.1.8.6.a
Loading Certification
The Load Controller certifies that the load may be safely carried and that the aircraft has
been loaded in accordance with the Loading Instructions. For ACARS/Computer
Loadsheets, the Load Controller's name and licence number is required and constitutes
an electronic signature. If the Commander is the person responsible for supervising
loading, then only one certification is required.
8.1.8.6.b
Loadsheet Verification
All Loadsheets must be dated and must show the Commander's printed name. An
incorrect or omitted name may be amended by hand.
The Flight Crew shall check the following details of the Loadsheet:
i) Aircraft Registration;
ii) Number of Crew;
iii) Basic Weight;
iv) Basic Index;
v) Takeoff Fuel;
vi) Trip Fuel.
The following shall be checked to ensure they are within the prescribed limits:
i) Zero Fuel Weight;
ii) Takeoff Weight;
iii) Landing Weight;
iv) Takeoff Index (FWD and AFT MACTOW limits are specified on the ACARS/Computer
Loadsheet, or shown graphically on the Manual Trim Sheet);
v) Stabiliser Trim.
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8.1.8.6.c
Commander’s Acceptance
Signing of the Loadsheet is a legal requirement and shall be completed prior to departure
(pushback, or taxi out where no pushback is required). By signing the Loadsheet, either
physically or electronically, the Commander certifies that he has received and examined
the Loadsheet and that he is satisfied with its content.
Certification can be completed in two ways:
i) ACARS Loadsheet
The preferred method is for the Commander to accept the Loadsheet via ACARS:
After checking the loadsheet, the Commander will send an ACARS message to
either reject or accept the loadsheet. The message is sent as free text via MENU >
PREFLIGHT > WT/BALANCE or MENU > DLNK > AOC > REPORTS > OPS.
A Loadsheet Rejection Message shall be in the format L/S [EDNO] REJECTED
DUE [REASON], e.g.
L/S 01 REJECTED DUE ZFW SHOULD BE 55950KG
A Loadsheet Acceptance Message shall be in the format L/S [EDNO]
ACCEPTED [STAFF NUMBER], e.g.
L/S 02 ACCEPTED HB0054
The Commander's staff number constitutes an electronic signature and is used
in lieu of his printed name on the Loadsheet.
These messages are routed to OCC and the Load Control office that sent the
loadsheet.
Upon receipt of the Commander's message:
If the Loadsheet was rejected, the Loadsheet shall be corrected and re-sent;
If the Loadsheet was accepted, the Load Control Officer shall reply with a
confirmation message in the format L/S [EDNO] ACCEPTANCE RECEIVED,
e.g.
L/S 02 ACCEPTANCE RECEIVED
Receipt of the confirmation message signifies that a copy of the Loadsheet, and the
Commander's acceptance, has been received by the station of departure.
Alternatively, the Commander can print a copy of the Loadsheet and sign it
physically.
A copy of the Loadsheet, in either electronic or paper format, shall be retained on the
Flight Deck for the duration of the flight.
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ii) Computer Loadsheet or Manual Load and Trim Sheet
The Commander's physical signature is required.
A signed copy of the Loadsheet / Load and Trim Sheet shall be returned to the Traffic
staff for retention at the departure airport, and the other copy shall be retained on the
Flight Deck for the duration of the flight.
8.1.8.7
Loadsheet Handling Following a Diversion
Normal Loadsheet procedures apply.
However, if there is no change to the aircraft's load and the distribution and securing
thereof from the previous sector, it is acceptable for the Commander to sign an
endorsement to that effect on the Loadsheet from the previous flight, indicating the date,
place of departure and next intended destination.
8.1.8.8
Operational Halt Procedure
This procedure shall be used whenever a significant loading variance has been
determined following the acceptance of the Loadsheet by the Commander.
The aim is to prevent the aircraft from commencing takeoff with RTOW calculations based
on incorrect Loadsheet data, or with Dangerous Goods incorrectly loaded.
If the loading variance exceeds an aircraft structural or operational limitation, or
Dangerous Goods have been incorrectly loaded, the local port will make direct contact
with ATC and request that they instruct the flight not to takeoff and to contact the
Company.
The Port shall then contact OCC to inform them of the details of the Operational Halt.
OCC shall immediately send the following ACARS message to the aircraft:
OPERATIONAL
HALT
–
DO
NOT
TAKEOFF
–
LOADSHEET ERROR
OCC shall telephone the departure station or ATC to stop the takeoff until the data is
verified and confirmed by a new Loadsheet.
The Commander shall contact OCC for further advice and resolution before commencing
takeoff. Good airmanship dictates that the crew’s cross-check of any revised Loadsheet,
and the associated performance data, is carried out at a time where workload is
appropriate to ensure safe separation from potential threats whilst taxiing for departure.
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8.1.9
ATS Flight Plan
8.1.9.1
Policy
All flights are operated under Instrument Flight Rules on an ATS filed flight plan. The
Commander is responsible for ensuring that an ATS Flight Plan has been filed, and that
he is fully aware of the details including the routeing selected. He shall verify that all the
relevant information in the OFP is consistent with the ATS Flight Plan.
In the event of any aircraft equipment unserviceability affecting its communications,
navigation, surveillance or RVSM capability, the Commander should contact Flight
Dispatch to request that the ATS Flight Plan be updated accordingly. If the OFP has been
generated taking into account an MEL item, the update to the ATS Flight Plan should be
processed automatically.
A copy of the accepted ATS Flight Plan with any modifications to the filed flight plan shall
be provided to the Commander and be carried aboard. The Commander shall sign the
OFP, either physically for a paper OFP or in electronic format via the EFB, to indicate his
acceptance. A copy of the OFP shall be retained at Flight Dispatch (HKG) or handed to
the Ground Handling Agent at outports.
8.1.9.2
Filing ATS Flight Plan
The ATS flight plan is automatically created using data from the OFP planning process.
The OFP package contains the filed ICAO ATS Flight Plan. This information may be used
by operating crews when they are required to file an ATS plan at an airport where remote
filing is not possible.
A sample ICAO ATS flight plan and details for completion can be found in FDProX > Pubs
> General Airway Manual > Air Traffic Control > ICAO Air Traffic Management > Appendix
2 ‘Flight Plan’.
8.1.9.3
Delay or Change of Flight Plan
The flight plan shall be amended, or a new flight plan submitted and the old flight plan
cancelled, whichever is applicable, in the event of a significant delay for which a flight plan
has been previously submitted.
Flight Crew should check with ATC if the flight plan is still valid for delays in excess of
thirty (30) minutes of the estimated off-block time.
In-flight operational instructions involving a change to the air traffic flight plan shall be
coordinated with the appropriate Air Traffic Service unit before transmission to an aircraft.
When coordination with an appropriate Air Traffic Service unit has not been possible, inflight operational instructions do not relieve a Commander of responsibility for obtaining an
appropriate clearance from an Air Traffic Service unit, if applicable, before making a
change in flight plan.
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8.1.9.4
Clearance Limits
An ATC clearance issued before takeoff normally includes the destination airport as the
clearance limit. A flight may be cleared to a point short of the destination if ATC has no
assurance that co-ordination with a subsequent area control centre will be accomplished
before that flight enters its FIR.
A flight must not continue beyond its clearance limit without further clearance. It is the
controller’s responsibility to furnish further clearance before a flight reaches the clearance
limit. This clearance may change the clearance limit to a point beyond, or it may include a
holding instruction at, the clearance limit. In the latter case the controller should provide
the pilot with an expected further clearance time.
Clearances should be clarified where necessary, particularly where terrain clearance is
involved.
8.1.10
Operational Flight Plan
8.1.10.1
General
The Operational Flight Plan (OFP) shall be checked by the Flight Crew, and approved by
the Commander before departure by signing the OFP.
Operational Flight Plans may be used in any of the below formats:
i) Hard copy OFP provided in the flight briefing package;
ii) OFP displayed on an EFB using a CAD-approved EFB application with a valid flight
package download;
iii) ACARS Flight Plan.
The Commander is responsible for accepting the Operational Flight Plan. This acceptance
signifies that the Commander is satisfied that the flight is planned in accordance with
Company policy and the applicable State regulations.
A copy of the approved OFP, signed by the Commander, shall be left with Flight
Dispatch/Ground Handling Agent before the flight and two copies used by the Flight Crew
to record the details and progress during the flight or combination of flights (Master
/ Copy).
The OFP is the primary working document on board the aircraft. It is used to record the
details and progress of the flight. The OFP acts as a FUEL PROGRESS LOG and shall be
used in flight to record fuel used and to compare actual remaining fuel in the tanks with
OFP planned fuel remaining.
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In the event of a system failure, the OFP from the most recent flight available for the same
route will be provided by OCC. Although it may have been produced for a different aircraft
registration of the same fleet, it shall not contain any MEL, CDL or performance penalties.
Fuel figures should be adjusted by the Flight Crew based on wind, temperature, and
actual payload of the flight, and a minimum of 15 minutes of Extra Fuel shall be added to
create a conservative Total Fuel figure. Crew should ensure that the filed ATS Flight Plan
reflects the correct aircraft registration, SELCAL code, Mode S code and aircraft
equipment codes.
8.1.10.2
Flight Dispatch
Flight Dispatch (FD) is located in Hong Kong and manned continuously. FD is responsible
for the following tasks:
i) OFP production, filing of the ICAO ATS flight plan, ensuring NOTAM and weather
information is valid, and ensuring flight planning data is correct and up to date.
ii) OFP distribution:
Primary distribution is via the EFB through the Aviator application;
Backup distribution is via hard copy.
iii) Revised OFP production: A new OFP will be issued for a variety of operational
reasons including volcanic activity, route changes due to late notice airway closures,
late notice ADD, or a change of destination alternate.
Guidelines for Flight Dispatch to issue a revised OFP relating to TOW increase due to
changes in ZFW or extra fuel being loaded are as below:
8.1.10.3
Aircraft Type
Weight (kg)
B737-800
2,000kg
Aircraft-specific Fuel Burn Data
B737-800
APU
Anti-ice
Missed Approach
Ground Operations
105kg/hr
FL200
65kg/hr
FL350 and above
45kg/hr
Engine Anti-ice
45kg/hr
Engine and Wing Anti-ice
140kg/hr
Approximately 130kg of fuel will be used for a missed approach, based on
applying go-around power from the final approach configuration, retracting
flaps and gear while climbing to 1,500ft AAL and accelerating to 250kt.
Refer to FCOM – PERFORMANCE DISPATCH for further information.
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8.1.10.4
Description of the Operational Flight Plan (OFP)
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8.1.11
Operators Aircraft Maintenance Log
Refer to OM-A 8.6.5.
8.1.12
List of Document and Forms to be Carried on Board
8.1.12.1
Flight Crew Documents
i) Valid Flight Crew licence, with appropriate ratings for the purpose of the flight;
ii) Medical Certificate;
iii) Valid passport with appropriate visas (if applicable);
iv) Certificate of Recency (LVO) (if applicable);
v) Flight Radiotelephony (RT) Operator’s licence.
8.1.12.2
Documents and Manuals to be Carried on Aircraft
The Commander shall not commence a flight unless the documents, additional
information, current maps, charts and associated documentation or equivalent data are
available to cover the intended operation including any diversion which may reasonably be
expected. This shall include any conversion tables necessary to support operations where
metric heights, altitudes and flight levels shall be used.
The following Operations Manuals and documents as listed in the Aircraft Library
Checklist are required to be carried on aircraft during flight operations. Items are either
generic or aircraft type specific.
Items marked with ‘(ENG)’ are supplied and monitored by Engineering Department.
Crew members should report issues with the aircraft documentation via the Voyage
Report (VR).
Note: AN(HK)O Article 63. ‘Offences in Relation to Documents and Records’ must be
adhered to at all times.
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8.1.12.2.a
Generic Items
i) Certificates, Licences and Permits
Document
Format
Certified
Air Operator’s Certificate
True Copy
Paper
Permission to Use MEL
Original
Paper
Approvals, Exemptions and Permissions (as applicable to route of flight)
Copies
Paper
Copy
Paper
Original
Paper
Original
Paper
Copy
Paper
Certificate of Maintenance Review (ENG)
Original
Paper
Certificate of Registration of Aircraft (ENG)
Original
Paper
Noise Certificate (ENG)
Original
Paper
Radio Installation Licence (ENG)
Original
Paper
Relevant Lease Agreements
Copies
Paper
Weight & Balance Schedule & Summary
Original
Paper
Foreign AOCs / OPS SPECs (as applicable to route of flight)
Aircraft Station Licence & Telecommunication Ordinance Document (ENG)
(Note)
Certificate of Airworthiness (ENG)
Certificate of Insurance
Notes: The Aircraft Station Licence may show an expired date. When licences are renewed, no new
certificates are issued by the Authority. Engineering QA track actual licence validity and the
crew’s responsibility is only to check that the certificate is onboard the aircraft.
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ii) Operations Manuals
Document
Format
Operations Manual Part A
EFB
Operations Manual Part B
• FCOM
EFB
• FCTM
EFB
• DDG (MEL/CDL)
Paper
• QRH x2
Paper
• Normal Checklist x2
Paper
• Metric Conversion Card x2
Paper
• AFM
Paper
Operations Manual Part C
• OM-C CHARTS: Terminal Charts x2
EFB
• OM-C CHARTS: En-route Charts
EFB
• OM-C SUPP
EFB
• OM-C GEN
EFB
• Ground De-icing and Anti-icing Manual
EFB
Operations Manual Part D
EFB
Operations Manual Part E
EFB
SOP Supplement
EFB
Aircraft Maintenance Log (ENG)
Paper (Flight Deck)
Paper
Cabin Maintenance Log (ENG)
(Cabin - L1 side compartment)
ICAO Emergency Response Guide
Paper
IATA Dangerous Goods Regulations
Paper
Flight Crew Notices (FCN)
EFB
Cabin Crew Notices (CN)
Cabin EFB
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iii) Miscellaneous Documents, Forms and Stationery
Document
Voyage Report
EFB
Air Safety Report/Hazard Report
EFB
Fatigue Safety Report
EFB
Volcanic Activity Report
EFB
Confidential Report Form
EFB
Commander's Discretion Report
EFB
Aircraft Security Search and LRBL Checklist
Load and Trim sheets (Spare)
Paper
(Cabin - L1 side compartment)
Paper
Paper
Passenger Safety Briefing Cards
(Cabin - passenger seat backs)
Jump Seat Passenger Briefing Cards
Paper
General Conversion Charts (unit conversions) (OM-C SUPP)
EFB
Interception Procedures (OM-A Ch 12.11)
EFB
Fuel Order Form
8.1.12.2.b
Format
Paper
Flight Documents
Document
Format
OFP
EFB
Filed ATS Flight Plan
EFB
Appropriate NOTAM/AIS Briefing documents
EFB
TAF and METAR (if applicable) for Departure, Destination,
Destination Alternates and En-route Alternates, valid for the
EFB
duration of the flight
Appropriate forecast wind and temperature charts
EFB
Appropriate significant weather charts
EFB
Manual Load and Trim sheet
Paper
NOTOC (if required)
Paper
Passenger manifest
Paper (SCCM)
Cargo manifest
Paper (SCCM)
Overflight Permissions (if applicable)
General Declarations
Other reporting forms/documents required by the Authority or
States concerned with the flight (if applicable)
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8.1.12.2.c
Flight Deck Document and Manual Stowage Location Diagram
1. Captain’s Outboard Stowage
4. First Officer’s Outboard Stowage
• Normal Checklist
• Normal Checklist
• Metric Conversion Card
• Metric Conversion Card
2. Captain’s Centre Console Stowage
• QRH
5. First Officer’s Centre Console Stowage
• QRH
3. Second Observer’s Seat Stowage
• Aircraft Document Folder
6. Rear of Centre Console
• Aircraft Maintenance Log
• Airplane Flight Manual
• Dispatch Deviation Guide
• IATA Dangerous Goods Regulations
• ICAO Emergency Response Guide
• Jump Seat Passenger Briefing Card
• Spare Manual Load and Trim Sheets
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8.1.13
Dispatch
8.1.13.1
Hong Kong
Flight Crew shall report at HKIA Aisle D, unless notified otherwise. Refer to OM-A 7.9 for
reporting times.
8.1.13.2
Outstations
Flight Crew shall report at the departure airport check in counter, unless notified
otherwise. Refer to OM-A 7.9 for reporting times. OCC will inform the Flight Crew via the
Station Staff or through direct contact with the Commander for any re-scheduling activity
when required.
8.1.14
Dispatch Briefing
8.1.14.1
Pre-flight Briefing
Prior to each originating flight duty, Flight Crew shall have reviewed the latest operational
documentation, including FCNs.
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The following self-briefing package will be provided:
TAF – airport forecasts for departure, destination, destination alternate
and en-route alternate airports;
METAR – airport reports for the destination and the OFP alternate
airport;
SPECIs – airport special meteorological reports (if any) for the
destination and the OFP alternate airport;
Meteorological Information
Significant Weather (SIGWX) charts covering the intended duration of
the flight;
Wind and Temperature chart;
SIGMETs – Significant Meteorological warnings (if any) for the route
of flight;
Tropical Cyclone Advisories (if any) for the route of flight;
ASHTAMs & Volcanic Ash Advisories (if any) for the route of flight.
OFP;
NOTAMs for departure, destination, destination alternate and en-route
Flight Documentations
alternate airports (including RAIM Prediction Reports);
FIR NOTAMs for the intended route;
Any other operational information pertinent to the flight.
Technical Status of the
Aircraft
Aircraft Status Summary
The briefing shall be in sufficient detail to ensure that all Flight Crew are familiar with the
requirements of the flight and those factors such as weather, NOTAMs, MEL, and
ADD that could influence the conduct of the operation.
All Flight Crew are encouraged to make comments or ask questions concerning the flight,
and to review any late revisions to operating procedures, limitations, or flight data. Any
uncertainties shall be clarified at the briefing stage.
When the briefing is accomplished on board the aircraft, crew should have the Flight Deck
Door closed whilst the briefing is taking place.
For flights on routes not normally flown, Commanders will be provided with a detailed
brief. The brief should include guidance on the schedule to be maintained and on all
operational aspects of the voyage not fully covered in the Operations Manual, such as
details of the routes to be flown, aircraft performance data, specific airport operating
minima for all airports likely to be used, including alternates, and details of the navigation
and terrain clearance procedures to be used.
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8.1.14.2
Flight Crew to Cabin Crew
Flight Crew shall provide a briefing to the Cabin Crew prior to the commencement of the
flight.
A typical briefing may include:
i) Flight time (the time from takeoff to landing);
ii) Flight Crew members and their duties (e.g. Commander/ FO);
iii) Passenger briefing (e.g. refuelling with passengers onboard);
iv) Flight Deck security procedures (Company standard procedure only);
v) Announcements (e.g. SCCM should commence safety briefing after Captain’s PA);
vi) Departure and en-route weather;
vii) Expected significant turbulence during flight (e.g. approximate time after takeoff);
viii) Security aspects (e.g. transit passengers, security alerts);
ix) Handling of abnormal situations (e.g. MEL – PA inoperative);
x) Special airport information (e.g. long taxi time, rough runway);
xi) Passenger related issues (e.g. deportee, inadmissible);
xii) Cabin Crew procedure for checking the well-being of the Flight Crew in flight. A
maximum of 60 minutes between each check.
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8.2
GROUND HANDLING
8.2.1
General
8.2.1.1
APU vs. GPU Procedures
8.2.1.1.a
General
Company policy at all ports is to minimise the usage of the APU when suitable Ground
Support Equipment (GSE) is available.
Abbreviations for related ground equipment are as follows:
8.2.1.1.b
FGPU
Fixed Ground Power Unit (normally attached to an aerobridge)
GPU
Ground Power Unit (mobile version)
PCA
Pre-Conditioned Air (heating and air-conditioning)
ASU
Air Start Unit
Standard Policy
i) Start APU no earlier than 15 minutes before departure.
ii) Shutdown APU within 5 minutes of arrival.
8.2.1.1.c
Exceptions
Exceptions to the above policy are permitted under the following circumstances:
i) FGPU/GPU not available; or
ii) Local weather conditions exist which may cause a hazard to ground personnel during
connection of ground equipment; or
iii) Average cabin temperature of 26°C or more; or
iv) Average cabin temperature of 14°C or less; or
v) PCA is not available and the aircraft is conducting a turnaround of less than 70
minutes. In this case, APU use is permitted if the OAT would result in the cabin
temperature becoming excessively hot or cold; or
vi) The Airport Briefing states alternative procedures.
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8.2.1.1.d
Notification
Variations to the policy, for example due to temporary lack/failure of ground equipment,
shall be detailed in the Company NOTAMs.
Efficiency and reliability of FGPU/GPU/PCA at each port is monitored by local staff
(handling agent). Crew should report any problems to Line Operations via Voyage Report
(VR).
8.2.1.2
Aircraft Doors
Any Company Operations Manual containing policy and procedures addressing the
opening and closing of aircraft doors shall be consistent with this policy.
All cabin doors shall only be opened by a qualified crew member or other authorised
trained staff (e.g. qualified engineer).
All cabin door operations, i.e. open/close or re-open, may only be conducted when
connected with Ground Supporting Equipment, i.e. aerobridge, passenger steps, catering
truck and garbage service truck etc.
Aircraft doors may be closed from the inside or outside only by suitably trained personnel.
Where an aircraft is departing for a flight, the door(s) shall be closed from inside the
aircraft by the Cabin Crew. Airport staff may assist Cabin Crew to close aircraft doors by
pushing on the physical structure of the door but under no circumstances should they
interfere or participate in the locking process.
The relevant aircraft type FCOM specifies maximum wind speeds for door operation. If
difficulties occur when attempting to close doors in strong winds, consideration should
be given to moving the aircraft in order to position the concerned door on the downwind
side.
If the door needs to be opened after it has been closed and armed for departure, then the
Commander shall instruct the SCCM to disarm all doors and report to him. Once the
SCCM reports that the doors have been disarmed, the Commander shall confirm that all
doors are disarmed, then clear the SCCM to open the door.
Cabin doors shall, upon arrival, not be opened until all engines are stopped, the parking
brakes have been set, the chocks are in position and the anti-collision light has been
switched OFF.
Opening of doors must not be without permission of the Commander. No doors shall be
opened if a positive differential pressure exists within the aircraft. The detailed procedures
and the associated precautions on opening and closing of cabin doors are presented in
the Cabin Crew Operations Manual.
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8.2.1.3
Transit Stops Where Passengers Remain Onboard
At stops where passengers remain on board the aircraft, the Commander shall ensure that
at least one floor level exit remains open to provide for the disembarking of passengers,
and there is at least one person immediately available who is qualified in the emergency
evacuation of the aircraft and who has been identified to the passengers on board as
responsible for the passenger safety.
8.2.1.4
Rapid Disembarkation
Rapid disembarkation is a precautionary egress from the aircraft in situations assessed by
the crew members as deviating from normal conditions but not being an immediate
emergency, i.e. not posing an immediate threat to passengers and crew members on
board, but which may escalate into an emergency. Conditions which require rapid
disembarkation include, but are not limited to, fuel spills and a bomb threat.
The crew member’s instructions (i.e. words used) for a rapid disembarkation will be
different from that to evacuate. It is essential that passengers listen to what the crew
members are saying, remain calm and leave the aircraft as instructed and as soon as
possible.
8.2.1.5
Hot Cabin Policy
Passenger boarding should not commence until an average cabin temperature of 28°C or
below is achieved.
8.2.1.5.a
Hong Kong
Maintenance staff are responsible for the provisioning of Ground Support Equipment
(GSE) to the aircraft to ensure that cabin temperatures are maintained at the desired level.
Notwithstanding the normal APU vs. GSE Procedures described in FOP OM-A 8.2.1.1, it
is acceptable to use the APU as required to maintain cabin temperature within the desired
range.
Should maintenance staff experience difficulty in achieving the desired cabin temperature
during aircraft transit, they will contact OCC.
Details of poor performance of GSE should be sent via Voyage Report to Line Operations
giving flight details and bay number – this will permit follow-up action to be arranged
through the equipment owners/suppliers
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8.2.1.5.b
Manned Stations
Maintenance staff are responsible for coordinating the supply of Ground Support
Equipment (GSE) to the aircraft to ensure that cabin temperatures are maintained at the
desired level.
Notwithstanding the local airport procedures for APU use, it is acceptable to use the APU
as required to maintain cabin temperature within the desirable range.
8.2.1.5.c
Unmanned Stations
Ground Support Equipment (GSE) is provisioned to an aircraft by the contracted Ground
Handling Agent (GHA). Conditioned air supplies, if available, are requested by OCC
through telex/e-mail to the GHA at the designated station when required.
8.2.1.6
Aircraft External Lights
The NAV & LOGO switch should normally be selected ON A or B system whenever the
aircraft is electrically powered.
8.2.1.7
Fuelling Procedures
8.2.1.7.a
Approved Refueller
Whenever refuelling or de-fuelling is taking place, the approved refueller or Ground
Engineer shall ensure a headset is connected to the nosewheel jack-point prior to the
commencement, and for the duration of, refuelling. At any sign of fuel spillage from the
aircraft, an adjacent aircraft or the refuelling equipment, the refueller shall immediately
cease fuelling and advise the Flight Deck if the crew is on board.
i) Before allowing a fuel tanker to approach within a radius of 60m (200ft) of the aircraft
nose, make sure that the weather radar is selected OFF.
ii) Ensure that chocks are in position and the parking brake is ON.
iii) Ensure that fire-fighting equipment is in position and adequate.
iv) Before the tanker refuelling hose is connected to the aircraft, ensure the tanker and
the aircraft are bonded and the tanker is connected to an approved ground.
v) All fuelling shall cease when it is determined lightning is a threat.
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8.2.1.7.b
Flight Crew
It is the responsibility of the Commander, or the person delegated by him to refuel, to
ensure that before refuelling is commenced the bowser counter is zeroed and the bowser
is adequately earthed. After refuelling is complete, he must ensure that the refuelling caps
have been securely replaced and that the refuelling panel cover is properly latched. The
following precautions apply during any fuelling operation:
i) Engines
Engines shall not be running;
Engine ignition system must be OFF.
ii) APU
The APU may be started during refuelling if the start is an initial start or a restart
after a normal shutdown;
Manual or automatic shutdown of the APU is permitted;
If there is an APU protective shutdown or failure to start, either:
Complete refuelling before attempting to restart the APU; or
Stop refuelling and disconnect the fuel hose(s) before restarting the APU.
iii) Avionics
Weather radar must be OFF;
HF radios must not be operated;
SATCOM may be operated.
iv) Electrics
Do not remove electrical power;
Ground Power Units may be used to provide aircraft power. However do not
test, connect or disconnect the battery chargers or external ground power
components;
Portable electronic devices such as mobile phones, radio transmitters (walkietalkies), photographic flash bulbs or electronic flash equipment shall not be
used within the Fuel Safety Zone (FSZ). The FSZ is an area extending not less
than 6m radially from the filling and venting points of the aircraft, and from the
fuel hydrants, fuel hoses and fuelling vehicles.
v) Hydraulics
Refer to the SOPS for type-specific limitations on operation of hydraulic pumps
with low fuel quantities.
vi) Oxygen
Do not fill or change oxygen bottles.
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vii) Aircraft Exterior
No open flame, nor smoking is permitted around the aircraft.
8.2.1.7.c
Fuel Spill or Fire
If a significant accidental spillage of fuel is detected or if there is evidence of fire, the crew
must ensure the following actions are taken:
i) The fueller must be immediately informed, and fuelling stopped;
ii) The Ground Engineer, airport authorities and fire services must be informed;
iii) The crew shall file an MOR.
The Commander or, in his absence, a nominated Flight Crew member, will liaise with the
Ground Engineer and the Airport Authorities (if required) to decide if passenger boarding
is to be delayed until the spillage has been cleared. If passenger boarding has
commenced, a decision must be made to determine if it is necessary to offload any
passengers already on board the aircraft.
If passenger boarding is allowed to continue, boarding passengers must be kept as far as
possible from the fuel spillage.
Note: A fuel spillage is defined as “significant” by Engineering if it covers more than 5m²,
however the crew may elect to carry out the procedures above for a lesser spillage area.
8.2.1.7.d
Uplifting Defuelled Fuel
Defuelled fuel may be uplifted if:
i) It was defuelled from a Company aircraft;
ii) It has not been held in a tanker for longer than 24 hours;
iii) A normal water contamination check is made.
Once fuel is returned to the fuel farm it is considered contaminated and must not be
reloaded.
8.2.1.7.e
Admixing Fuels
Mixtures of wide-cut and kerosene turbine fuels can result in the air-fuel mixture in the fuel
tank reaching the combustible range. Extra precautions are therefore required to avoid
electrostatic discharges in the tank. An anti-static additive minimises the risk. When this
additive is present in the proportions recommended by fuel companies, or included in the
fuel specification, normal precautions applicable to fuelling with passengers embarking, on
board, or disembarking, apply.
When there is any doubt as to whether a wide-cut fuel specification includes an anti-static
additive, Engineering MUST be contacted through OCC for guidance as significant extra
precautions are required during refuelling.
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8.2.1.7.f
Approved Fuels
The approved fuel is designated in the CFM56-7 Series Installation Manual, as revised.
Fuel conforming to Jet A or Jet A1, as specified in commercial jet fuel specification ASTMD-1655, is authorised for unlimited use in this engine. Fuels conforming to JP-5, as
specified in MIL-DTL-5624G, or to JP-8 as specified in MIL-DTL-83133, are acceptable
alternatives.
The use of Wide Cut Fuels per Class B of GE Specification D50TF2, JP-4 or Jet B, is
prohibited. The engines will operate satisfactorily with any of the approved fuels or any
mixture thereof.
Grade (Type)
Kerosene Type
(AVTUR : JP1)
Specification
Freezing Point
ASTM-D-1655 (Jet A)
-40°C
ASTM-D-1655 (Jet A1)
-47°C
MIL-DTL-83133 (JP8)
-48°C
MIL-DTL-5624G (JP5)
-46°C
High Flash Point
(AVCAT : JP5)
RP-3 (No. 3 Jet Fuel) is available in China and Vietnam and complies with JET A1 specifications.
8.2.1.8
Refuelling with Passengers on Board, Embarking or Disembarking
8.2.1.8.a
Precautions
Local restrictions may apply – refer to the Airport Briefing for further details.
Prior to and during refuelling, the Commander shall take the following precautions to
ensure the safety of passengers while they are on board, embarking or disembarking:
i) Over-wing fuelling is prohibited;
ii) If flight time or crew rest limitations preclude the presence of a Flight Crew member on
the Flight Deck, no fuelling, engine runs or maintenance involving the fuel system may
take place with passengers on-board;
iii) The Commander, or a nominated Flight Crew member, shall remain on the Flight
Deck for the duration of the fuelling operation and shall inform the SCCM upon
commencement and completion of fuelling;
iv) The Seatbelt signs shall be OFF;
v) The No Smoking signs shall be ON;
vi) The Emergency lights shall be ARMED.
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A passenger briefing shall be made by the SCCM, to include:
i) Information that fuelling is in progress;
ii) Passengers shall not smoke or produce sources of ignition;
iii) Passengers should remain seated with their seatbelts unfastened.
Throughout the fuelling operation:
i) An aerobridge or steps shall be positioned at door L1, which shall remain open;
ii) An additional door (L2) shall remain disarmed;
iii) Both doors shall remain clear of obstruction, both inside the cabin and in the slide
deployment area;
iv) A Cabin Crew member shall be stationed at each open door and shall advise the
Flight Crew immediately of any fuel vapour detected in the aircraft, or of any other
observed hazard.
v) Cabin Crew shall remain in the vicinity of their respective doors and capable of
responding immediately to a rapid disembarkation order.
Selecting the Seatbelt signs ON after refuelling is a signal to the Cabin Crew that they can
resume normal cabin duties.
8.2.1.8.b
Passenger Embarkation or Disembarkation via Steps
Company ground handling personnel shall be in attendance near the aircraft to enforce no
smoking regulations and to guide passengers along a safe path to and from the aircraft;
If steps are in use, the route to and from the aircraft shall not be crossed by fuelling hoses
or cables.
8.2.1.8.c
Rapid Disembarkation
The Flight Crew member on the Flight Deck is responsible for ordering a rapid
disembarkation (evacuation if needed), and for communicating with the refueller to cease
fuelling if required.
The rapid disembarkation order “This is the Captain. Attention Cabin Crew, clear the
aircraft immediately”, shall be given via the PA.
In the event that a rapid disembarkation is ordered, the Commander, nominated Flight
Crew member or SCCM may direct the Cabin Crew to use exits away from the source of
danger (i.e. fuel spill).
An aerobridge or steps should be used in preference to emergency escape slides.
Adequate Cabin Crew or Company ground handling personnel shall be available to assist
unattended non-ambulatory passengers in the event of a rapid disembarkation.
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8.2.1.9
Fuel Quality Check
A fuel quality check is required at all stations where fuel is uplifted. If a pilot supervises the
refuelling, he must ensure that the refueller completes the quality check. The following
quality check procedures are applicable:
i) A fuel quality check shall be carried out after 1,000 litres have been delivered. If a fuel
uplift of less than 1,000 litres is required, the fuel quality check shall be carried out
upon completion of refuelling;
Additional fuel quality checks related to fuel tankers and/or hydrant dispensers are
the responsibility of the refueller and need not be checked by the crew.
ii) The engineer or refueller shall take a sample of fuel from the bowser and check it for
separated water, clarity and colour (colourless or light straw colour). It should be bright
and clear;
iii) Fuel quality checks may be conducted using the following methods:
Water Detector Capsule (Shell / CASRI)
A sample of fuel is drawn through the detector capsule using a syringe;
Sensitised paper (normally yellow) in the filter head changes to progressively
darker shades in the presence of suspended water. At higher levels of
contamination, the colour deepens to blue/green and finally blue/black;
Powder (Velcon Hydrokit)
A sample of fuel is mixed with a pre-measured amount of water-sensitive
powder;
If water is present, the powder turns pink. If there is no colour change within
two minutes, the fuel is considered acceptable. Any colour change occurring
after two minutes should be ignored;
Powder (Aquadis MicroDetector)
A sample of fuel is taken and the contents of one capsule are added. The test
tube is then closed with a stopper and shaken for 5 to 10 seconds;
Allow two minutes for the powder to settle. If water is present, the colour of the
powder changes from grey to pink;
iv) If the check is unsatisfactory, contact Engineering to determine what further action
should be taken.
If there is any doubt that the fuel is JET A1/AVTUR, because of pink colour/strong petrol
smell/rapid evaporation or other reason, an SG check should be carried out using the
hydrometer provided. For JET A1 / AVTUR, the SG should be between 0.78 (Summer)
and 0.81 (Winter).
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8.2.1.10
Fuel Ordering
8.2.1.10.a
Fuel Order Form
The Fuel Order Form is used by the Flight Crew to advise the refueller of the STANDBY
and FINAL fuel figures. The form is completed by the PM and should be handed directly to
the refueller or the supervising mechanic. The Fuel Order Form is the only approved
method for providing fuel figures to the refueller.
STANDBY Fuel is calculated as OFP Block Fuel minus 2,000kg, and should be provided
to the refueller as soon as possible after the crew's arrival at the aircraft.
The FINAL Fuel is calculated by the Flight Crew upon receipt of the Final ZFW by
adjusting the OFP Block Fuel using the OFP Fuel Adjustment figures.
There is no requirement to retain the Fuel Order Form after refuelling has been
completed.
Upon calculation of the FINAL Fuel figure, the Commander shall send the Fuel Order via
the Aviator application to enable the loadsheet to be generated - refer to OM-A 8.11.8.
8.2.1.10.b
Fuel Receipt
Upon completion of refuelling, the FO shall advise the Captain of the fuel grade. The FO
shall then transcribe the ACTUAL FUEL UPLIFT (LTR) and FUEL SPECIFIC GRAVITY
(KG/LTR) from the Fuel Receipt into the AML, and calculate the DISCREPANCY using the
dedicated section in the AML and the instructions in OM-A 8.6.5.1.c items 21-26.
A photo of the Fuel Receipt shall be taken and attached to the Voyage Report on the EFB
for the Company’s records. A copy of the receipt should be left with the ground staff.
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8.2.1.10.c
Certification
The Commander shall:
i) Ensure that the TOTAL DEPARTURE FUEL shown on the Fuel Indicators is in close
agreement with the Final Fuel ordered;
ii) Verify the fuel distribution is correct;
iii) Investigate and resolve, to the satisfaction of the crew, discrepancies greater than:
B737-800
Uplift ≤ 13,000kg ±400kg
Uplift > 13,000kg ± 3%
If an abnormal discrepancy is found, maintenance action is required. The flight may
still depart provided the Commander is satisfied that:
Sufficient fuel is on board;
Aircraft limitations are not exceeded;
Takeoff performance requirements are satisfied.
Note: Small discrepancies or degraded fuel quantity indication are unlikely to be
resolved through a stick check due to the level of accuracy of the Fuel Measuring
Sticks. Stick checks are only necessary in the event of the fuel quantity indicating
system being inoperative.
The Commander’s signature in the OUTBOUND COMMANDER’S ACCEPTANCE block in
the AML indicates that he is satisfied that the fuel grade, distribution and quantity is
sufficient for the intended flight.
8.2.1.11
Potable Water
Potable water systems are susceptible to contamination by bacteria and other
microorganisms. It is therefore essential that the water is free from chemical substances
and microorganisms, and that it is chlorinated.
The Company and the relevant subcontractors should ensure that suitable bacteriological
examinations of water samples are taken from water supply systems, servicing vehicles
and aircraft water systems at least four times a year.
Potable water tanks shall not be filled up from the same tap as toilet service vehicles.
Potable water tanks and toilet service vehicles shall not be parked in the same area.
Personnel engaged in toilet servicing shall not perform water service.
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8.2.1.12
Ground De-icing and Anti-icing
Refer to the Company De-icing / Anti-icing Manual.
8.2.1.13
Freezing Precipitation
Flights shall not commence or proceed into known or expected icing conditions where the
severity of the formation of ice on the aircraft may adversely affect the safety of flight.
Areas of known severe icing shall be avoided.
i) Takeoff:
Departures are permitted in conditions of Light Freezing Rain (-FZRA) or Light
Freezing Drizzle (-FZDZ).
The Commander shall not permit a takeoff to be conducted at an airport experiencing
moderate or heavy freezing precipitation (FZDZ,+FZDZ,FZRA,+FZRA).
Takeoff is further prohibited under the following conditions:
Hail of any intensity (-GR/GR/+GR);
Heavy snow pellets/heavy small hail (+GS);
Heavy ice pellets (+PL);
Heavy ice pellets (+PL) mixed with any other form of precipitation.
Note: Mist (BR), Fog (FG), and Freezing Fog (FZFG) are defined as "obscurations"
and not considered "precipitation" in relation to ice pellet restrictions.
ii) Arrival Planning:
An aircraft may be planned to arrive at a Destination with a forecast (including PROB,
TEMPO or INTER for the relevant period) indicating the presence of:
Moderate Freezing Drizzle (FZDZ);
Heavy Freezing Drizzle (+FZDZ);
Moderate Freezing Rain (FZRA);
Heavy Freezing Rain (+FZRA).
In these conditions, the nominated Destination Alternate airport, from 1 hour before
to 1 hour after the time of intended use (including PROB, TEMPO or INTER), shall
not have a forecast of -FZDZ, FZDZ, +FZDZ, -FZRA, FZRA or +FZRA.
Note: Arrivals may be planned with a forecast indicating the presence of Light
Freezing Drizzle (-FZDZ) or Light Freezing Rain (-FZRA).
iii) Approach and Landing
The Commander shall not conduct an approach or landing at an airport where actual
weather reports indicate the presence of moderate or heavy freezing precipitation
(FZDZ, +FZDZ, FZRA, +FZRA) or hail of any intensity.
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8.2.2
Ramp Safety
8.2.2.1
Engine Ground Runs
If it is necessary to carry out an engine ground run with passengers on board, it is
preferable to have this procedure managed by the Flight Crew. Prior to commencing the
engine run, the Flight Crew must be fully briefed by the Ground Engineer on the test
requirement.
If the Ground Engineer carries out the engine run, the Commander must be in a control
seat. The Commander remains fully responsible for the safety of the passengers on board
and for ordering any emergency evacuation if required. In the case of the Ground
Engineer carrying out the engine run, the Commander must monitor the run from
commencement until completion. All other duties such as Flight Deck preparation should
be deferred until the completion of the engine run.
8.2.2.2
High Visibility Overvests
3 High Visibility Overvests are located in the Flight Deck coat cupboard of each aircraft.
All Company Flight Crew and Cabin Crew with duties on the tarmac area around the
aircraft shall wear an Overvest. Crew shall annotate the Voyage Report if a vest is
missing.
8.2.2.3
Equipment Restraint Area
The Equipment Restraint Area is defined as the area of the apron bordered by a red line,
or the equivalent area in the event of an unmarked ramp, in which the aircraft is parked
during ground operations. This area must be free of all obstructions, foreign object debris
(FOD), vehicles, cargo dollies, etc., during aircraft arrival and departure.
8.2.2.4
Wind Speed Limits for Ramp Operations
When sustained winds and/or gusts of 40kt or greater are predicted, the following
precautions shall be taken:
i) Cargo doors, passenger doors and access panels shall be closed;
ii) High-lift equipment and stairs shall not be used.
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8.2.3
Aircraft Pushback
8.2.3.1
General
The Engineering Department oversee pushback operations performed at all Line Stations
by various contracted third party organisations. The Engineering Procedures Manual
(EPM) provides detailed information on pushback and towing operations policy and
procedures, including the different equipment approved for use (towbarless
tractor/tug/towbar).
All ground personnel approved for pushback of Company aircraft are trained and required
to use standard communications. Regular audits ensure that equipment and personnel are
suitable to comply with the policy requirements.
Personnel who are approved to coordinate the pushback and communicate to the Flight
Deck through the service interphone (or hand signals if the interphone/headset is not
working) are not necessarily technical personnel.
8.2.3.2
Towbar Failure During Pushback Operations
Towbars are designed to fail at the ‘shear pins’ installed in the towing attachment fitting on
the towbar if excessive towing force is experienced. Shear pin failure may be indicated by
a sudden jerk of the tow vehicle and an audible ‘bang’ as the shear pin fails, causing the
inability of the towbar to steer the nose landing gear. Some types of towbar provide a
visual indicator should the shear pin fail. Should a shear pin fail during towing, the headset
personnel will advise the Flight Crew to stop the aircraft. The person on the headset will
direct the tug driver to take appropriate action as required.
In the event of a towbar failure, an approved engineer shall determine prior to the aircraft
taxiing whether a detailed inspection of the aircraft should be conducted to ascertain
whether there is damage. Impact damage and/or exceeding the maximum steering angle
of the nose landing gear will necessitate detailed inspections as per the Approved
Maintenance Manual.
Crew are to make an AML entry with the detail of the event and contact the local
engineering team and/or OCC for further advice and technical support as required.
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8.3
FLIGHT PROCEDURES
8.3.1
Introduction
The Flight Procedures contained herein shall be adhered to in order to ensure compliance
with the Air Operator’s Certificate (AOC).
This section describes aircraft operating procedures, generic policy and procedures and
general operational information.
8.3.1.1
Multi Crew Concept
8.3.1.1.a
Flight Path Control
It is the responsibility of all operating crew members to ensure aircraft speed,
configuration and flight path are managed appropriately at all times. Normal principles of
CRM and crew management should be used to immediately address any crew member
concerns.
8.3.1.1.b
Monitoring and Cross-Checking
Monitoring and cross-checking are essential components of effective procedures, and are
primary tasks for all crew members. Active monitoring involves effective prioritisation and
workload management strategies and, as such, crew members shall only perform nonessential duties/activities during the lowest workload periods.
All changes to the Altimeters, Automatic Flight System or Flight Management Systems
shall be cross-checked by both pilots. All performance data shall be cross-checked.
Effective cross-checking requires that actions and responses described in Normal
Procedures be generated only after consciously processing the relevant information. Lack
of effective monitoring and cross-checking by the crew can render the procedural
defences ineffective.
8.3.1.1.c
Task Sharing and Responsibilities
The objective of SOPs is to define crew responsibilities and task sharing in all phases of
flight. FCOMs define and utilise the terms PF (Pilot Flying), PM (Pilot Monitoring), Captain
and First Officer (FO) to assign procedures or tasks to a specific crew member. These
roles may vary depending on manual or automatic flight.
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8.3.1.1.d
Configuration Changes
When ordering configuration changes, the PF shall first check that the correct parameters
exist before directing the required change. Following the PF directive, PM shall check the
parameters and choose either a positive or negative response. Following a positive
response (e.g. “speed checks”), the PM shall repeat the order before making a selection.
A negative response will take the form “check <parameter>” (e.g. “check speed”), and no
configuration change shall take place until the correct parameter has been achieved.
The monitoring role of the PM requires that he ensures appropriate and correct
configuration changes are achieved.
8.3.1.1.e
Transferring of Control of the Aircraft or ATC Communication
At all times during a flight, it is imperative that someone is acting as the Pilot Flying (PF),
i.e. someone is in control of flying the aircraft.
The following procedure provides clear understanding of control.
The pilot handing over control states:
“You have control”
and remains in control of the aircraft until the pilot taking over controls states:
“I have control” / “My controls”
At times where the PF requires to be heads down for an extended period, they shall hand
over controls.
When ATC communication is transferred to the other pilot, the calls will be:
“Your Radio” and “My Radio”.
8.3.1.1.f
Crew Communication
Effective cross-cockpit communication is vital. Any time a crew member makes or notices
any significant changes to displayed information or switch selection, he shall advise the
other crew member and obtain acknowledgement. This includes, but is not limited to, FMC
alterations, Flight Mode Annunciations (FMA) indications, changes in Speed/Mach, tuning
of navigation aids, flight plan deviations, and selection of such systems as anti-ice and
pack switches.
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8.3.1.1.g
CRM, TEM and Associated Principles
i) Crew Resource Management (CRM)
CRM can be defined as a management system, which makes optimum use of all
available resources (equipment, procedures and people) to promote safety and
enhance the efficiency of flight operations. The associated knowledge, skills and
attitudes include automation management, monitoring and intervention, resilience
development, surprise and startle effect management, safety culture and cultural
differences, together with all the human dimensions which each of these areas
entails.
Good CRM requires the use of cognitive and interpersonal skills needed to manage
the flight. In this context, cognitive skills are defined as the mental processes used for
gaining and maintaining situational awareness, for solving problems and for making
decisions. Interpersonal skills include communication and a range of behavioural
activities associated with teamwork.
ii) Threat and Error Management (TEM)
TEM is the practice of thinking ahead in order to recognise and prevent or mitigate
errors and operational threats. A foundation of TEM is the acceptance that threats
and errors will occur and that they have to be identified and managed.
Threats are defined as “events or errors that occur beyond the influence of the flight
crew, increase operational complexity, and which must be managed to maintain the
margins of safety”.
Errors are defined as “actions or inactions by the flight crew that lead to deviations
from organisational or flight crew intentions or expectations”.
When errors occur (whether committed by an external agent or by the crew), the
flight crew shall respond in an appropriate manner. Effective error detection and
management is best illustrated by verifying and cross-checking actions and their
effects, and evaluating the quality of decisions made. When errors are not detected
or properly addressed, the level of risk increases.
iii) Company Policy
It is Company Policy that CRM and TEM principles will be promoted and adopted by
all persons in Flight Operations. This includes the promotion of a comfortable and
understanding working environment, especially in multi-cultural crew situations,
through clear and unambiguous communication and task sharing.
CRM does not undermine the authority of the Commander. First Officers operating as
PF do so under the authority of the Commander - they have not assumed command.
Appropriate behaviour on the Flight Deck is a fundamental part of effective CRM and
TEM. It is not simply a matter of interacting well with the other crew but of taking the
responsibility for applying the highest standards of technical and people management
disciplines to enhance flight safety.
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It is important that Flight Crew identify and communicate any situation that appears
unsafe or out of the ordinary. Experience has proven that the most effective way to
maintain the safety of the flight and to resolve these situations is to combine the skills
and experience levels of all crew members in the decision-making process to
determine the safest course of action.
iv) CRM Principles
Workload Management (WLM):
WLM1 Workload may be reduced by the use of appropriate levels of automation;
conversely it will increase in the event of improper mode selections, mode
reversions or mode confusion.
WLM2 Sharing the load with others, whether they are other crew members or
external agencies, increases the capacity to manage tasks proactively
rather than simply reacting to events.
WLM3 Task prioritisation enables the effective completion of a series of tasks
according to their urgency or criticality. As well as creating an order in
which the workload can be handled, tasks can be delegated to others,
deferred until later or dismissed if not necessary.
Situational Awareness (SAW):
SAW1 Good situational awareness is developed by using available resources to
identify and interpret the operating environment (e.g. ATC, weather,
terrain, traffic), aircraft status (e.g. configuration, modes, systems), spatial
orientation (e.g. position, speed, altitude, energy state) and time
available. This information should then be projected into the future to
determine courses of action and identify potential threats.
SAW2 Task fixation, poor communications, overload and/or confusion are all
indicators of loss of situational awareness, in which case the priority is to
put the aircraft and its occupants into a safe place (e.g. climb above MSA)
before troubleshooting what has led to the loss of situational awareness.
Problem-Solving and Decision-Making (PDM):
PDM1 A rational process must be used to solve problems and make decisions
by gathering data to establish a course of action. An intuitive approach
made without calculations or supporting data (e.g. based on similarity to a
previous experience) may lead to an inappropriate decision due to
additional factors that have not been considered.
PDM2 Time is critical. A well-executed partial solution based on relevant data
will be more effective than a perfect solution that is not implemented until
it is too late.
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Communication (COM):
COM1 Good communication is the foundation for overcoming the personal and
cultural biases (e.g. company, religion, race, gender) which are
responsible for our different approaches to identifying, communicating
and solving problems.
COM2 Sharing mental models will highlight differences in perception.
COM3 An open environment that promotes inquiry and feedback whilst
maintaining the Commander's overall authority can break down
communication barriers, and can be achieved through the use of the
CRM Loop (Inquiry, Advocacy, Conflict Resolution, Decision-Making,
Critique, Feedback).
Leadership and Teamwork (LTW):
LTW1 The Commander sets the standard for the operation, but all crew
contribute to the maintenance of that standard.
LTW2 Monitoring the flight path and aircraft systems will identify whether the
desired outcomes are being achieved. Any required intervention should
be made in a timely manner, including the PM speaking up and, if
necessary, intervening if a potential threat is detected.
LTW3 External factors will often require amendments to planned courses of
action. Crew should remain flexible whilst avoiding overreactions or
inappropriate hesitation.
Human Factors (HFR):
HFR1 Optimum performance is only possible when crew are healthy, rested and
free from unnecessary levels of stress.
HFR2 Self-discipline is necessary to avoid complacency when things are
proceeding according to plan, for example by reviewing "what if"
scenarios.
HFR3 Good technical knowledge, handling skills, training and situational
awareness can mitigate the Startle Effect (response to a sudden, highintensity event) and Surprise Effect (response to an unexpected event or
outcome) which, if not properly managed, can impair a crew member's
information-processing capacity or distract them from the task.
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8.3.1.2
Automation Policy
8.3.1.2.a
General
It is expected that pilots will use the highest level of automation available for any given
portion of a flight. This does not preclude a pilot from practising manual flying and
disconnecting part/s of the auto flight systems to maintain handling skills. When manual
flying practice is conducted, it should be thoroughly briefed. If the workload increases and
the autoflight system is available, pilots shall re-engage the automatics as soon as
practicable.
8.3.1.2.b
Mode Awareness
Pilots will at all times be aware of the state of the auto-flight system. The PF shall call out
all Flight Mode Annunciation (FMA) changes by reading from left to right on the PFD. The
PM should call out any changes if the PF fails to acknowledge a change after a
reasonable time period has elapsed.
After a pilot calls out an FMA change, the other pilot shall respond in turn with “checked”
after verifying the change.
8.3.1.2.c
Heads-up Principle
When in the terminal area, or at any time the flight is below 15,000ft, it is advisable to
minimise the time spent heads-down. Any short-term changes to the flight path should be
commanded using the MCP, and any long-term changes can be programmed through the
CDU.
8.3.1.2.d
In-flight CDU Changes
Any in-flight CDU modifications shall be made by the PM and executed only after
confirmation by the PF, e.g.:
PF: “Direct SMT”
PM makes the relevant change in the CDU and calls “Direct SMT confirm?”
PF: “Execute”
PM executes the change.
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8.3.1.2.e
Altitude Changes
Modifying the MCP altitude window in flight is done through a closed loop procedure. The
PF sets the new altitude when the autopilot is engaged, and the PM sets the new altitude
when the autopilot is not engaged.
After a new altitude has been selected in the MCP window, the Pilot Flying shall read the
new altitude from the PFD. The Pilot Monitoring then checks that the correct ATC cleared
altitude is set and confirms this by replying "Checked".
When operating in airspace requiring the use of metres, pilots must fly the equivalent
altitude in feet. Metres shall be displayed on the PFD.
Clearance in Metres
Clearance in Feet
ATC: “Greaterbay 88, climb 7,000ft”
PM readback: “Climb 7,000ft, Greaterbay 88”
8.3.1.3
ATC: “Greaterbay 88, descend 3,900 metres”
PM readback: “Descend 3,900m, Greaterbay
88”
After selection of the new altitude:
After selection of the new altitude:
PF: “7,000”
PF: “3,900m, FL128”
PM: “CHECKED”
PM: “CHECKED”
Limits on Manual Flying Practice
When pilots are conducting manual flying practice in accordance with OM-A 8.3.1.2, the
following limits apply:
i) Not approved above FL250;
ii) Not approved when the visibility for an approach is less than 5km or the cloud base is
lower than 1,000ft AAL.
Nothing in this paragraph will prevent a pilot from:
Manually flying the aeroplane after the applicable visual reference has been met
following the conduct of an instrument approach.
Manually flying the aircraft if required to do so by a system failure or MEL procedure.
8.3.1.4
Personal Torches
Pilots shall not use the torches that form part of the aircraft emergency equipment for any
purpose other than when required to do so for an emergency. For all other purposes such
as during aircraft external inspections, pilots shall carry a personal torch. The flashlight
function on a mobile phone or any other type of PED does not fulfil this requirement.
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8.3.2
VFR/IFR Policy
All flights shall be operated in accordance with Instrument Flight Rules and require an ATS
IFR Flight Plan to be filed.
In addition to the Company’s TCAS policy and procedures, Flight Crew are to remain
vigilant of conflicting visual traffic. ATC will be queried on the potential threat and action
taken to secure the safety of the aircraft.
8.3.2.1
Change from IFR to VFR
IFR flight plans shall not be cancelled, even if an aircraft operating under IFR is flown in or
encounters VMC. The Commander shall declare and maintain visual contact with the
runway when conducting visual approaches.
Flights to or from uncontrolled airports and/or flights in uncontrolled airspace are not
permitted, except with written authorisation from the GMFO. In the event that such a flight
is authorised, the GMFO shall ensure that specific written operating instructions and
procedures for the flight are issued.
8.3.2.2
Meteorological Conditions/Minima
On an IFR flight a Commander shall only:
i) Commence takeoff, or continue beyond the point from which a revised flight plan
applies in the event of in-flight re-planning, when information is available indicating
that the expected weather conditions for the relevant time periods at the Destination
or required alternate airport(s) prescribed in OM-A 8.1.2 are at or above the planning
minima prescribed in OM-A 8.1.3.4.
ii) Continue beyond the decision or pre-determined point when information is available
indicating that the expected weather conditions, at the expected time of arrival, at the
Destination or required alternate airport(s) prescribed in OM-A 8.1.2 are at or above
the applicable Airport Operating Minima prescribed in OM-A 8.1.3 ‘Re-clearance
Operations’. Refer to OM-A 8.1.7.1.e.
iii) Continue towards the planned Destination airport when the latest information available
indicates that, at the expected time of arrival, the weather conditions at the
Destination, or at least one Destination Alternate airport, are at or above the
applicable Airport Operating Minima prescribed in OM-A 8.1.3.
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8.3.2.3
Instrument Departure and Approach Procedures
When an engine failure occurs during takeoff, the obstacle clearance is based on the
‘Engine Out Standard Instrument Departure (EOSID)’ or the ‘Special EOSID’. Refer to
OM-A 8.3.20.18.p.
When a visual approach has been approved by ATC, it shall be terminated and the
applicable missed approach procedure executed if visual reference is lost.
8.3.2.4
Airports without Approach Aids
The Commander shall not plan a flight to an airport without an instrument approach aid.
An instrument approach aid may be either a ground based radio navigation beacon or a
Global Navigation Satellite System (GNSS). The use of GNSS in this regard requires an
acceptable RAIM prediction for the expected time of use.
Exceptionally, flight planning to an airport without an instrument approach aid shall only be
authorised by the GMFO after operating procedures and airport operating weather minima
have been specified.
8.3.2.5
Approach Ban
The Commander shall not continue an approach (i.e. descend below 1,000ft AAL or the
published DA/MDA, whichever is higher) unless the reported RVR or Visibility, as
applicable, is at or above the published landing minimum. If the RVR/Visibility remains
below the published landing minima, a missed approach shall be initiated prior to passing
1,000ft AAL.
If the aircraft is already below 1,000ft AAL when the reported RVR/Visibility reduces below
the published minimum, the Commander may continue the approach to the published
minima. If at the published minima the required visual references are established, the
Commander may continue to land.
Note:
1. If RVR is not available, the reported visibility shall be used instead. In such
circumstances, reported visibility shall be at or above 800m or the published minimum,
whichever is higher, and shall be controlling in the same manner as RVR.
2. Factoring of reported visibility to obtain an equivalent RVR is not permitted for an
approach.
3. Crosswind must be within the aircraft and crew operating limits at the time of landing,
but is not a factor in the decision to continue the approach below 1,000ft AAL.
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8.3.2.6
Noise Abatement Procedures
8.3.2.6.a
General
Strict adherence to routeing and other procedures specified by the published departure
procedure are necessary to adhere to noise restrictions. Specific noise abatement
procedures are published in the OM-C if applicable.
Note:
i) Noise abatement procedures do NOT take precedence over safe operation and
emergency procedures when required;
ii) Pilots prompted by safety concerns may refuse a runway offered for noise preferential
reasons;
iii) Noise Abatement Procedures shall not be conducted in conditions of significant
turbulence or windshear;
iv) Commanders shall not perform, or shall discontinue the application of, a Noise
Abatement Procedure if conditions preclude the safe execution of the procedure
or the minimum required obstacle clearance;
v) Noise Abatement Procedures do not apply to Missed Approaches.
8.3.2.6.b
Company Standard Noise Abatement Departure Procedure (ICAO NADP1)
i) Maintain V2 +10 to 20kt to 3,000ft AAL;
ii) Set Climb Thrust at 1,500ft AAL.
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8.3.3
Navigation and Communication Procedures
8.3.3.1
Routes and Areas of Operation
Operations shall only be conducted along such routes or within such areas, for which:
i) Ground facilities and services, including meteorological services, are provided which
are adequate for the planned operation;
ii) The performance of the aircraft intended to be used is adequate to comply with
minimum flight altitude requirements;
iii) The equipment of the aircraft intended to be used meets the minimum requirements
for the planned operation;
Note: Liferafts and tropical/polar survival kits are not required if the flight remains
within 400nm of an adequate airport.
iv) Appropriate maps and charts are available;
v) Adequate airports are available within the time/distance limitations.
Operations shall be conducted in accordance with any restriction on the routes or the
areas of operation as imposed by the CAD.
8.3.3.2
In-flight Procedures
Standard navigational procedures and system requirements, including policy for carrying
out independent crosschecks of CDU entries where they affect the flight path followed by
the aircraft, are detailed in the FCOM.
Navigation procedures include:
i) Conventional Navigation Procedures which are based on the availability of
satisfactory ground navigation aids, infrastructure and aircraft navigation systems,
which enable navaid to navaid navigation;
ii) Performance Based Navigation (PBN) as detailed in OM-A 8.3.3.3
8.3.3.3
Performance Based Navigation (PBN)
8.3.3.3.a
General
The PBN concept combines three inter-related elements:
i) the navigation specification;
ii) the navaid infrastructure; and
iii) the navigation application.
Navigation specifications describe in detail the requirements placed on the Area
Navigation (RNAV) system for operation along a particular route, and are used by States
as a basis for certification and operational approval.
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The navaid infrastructure is the navigation infrastructure (e.g. space-based system or
ground-based navigational aids) in support of each navigation specification.
A navigation application is a navigation specification applied together with its associated
navaid infrastructure either to en-route, terminal area, approach, or operations within a
defined area. Examples include RNAV/RNP routes, SID and STAR procedures, RNP
approach procedures, etc. RNP is identical to RNAV except that RNP adds on-board
performance monitoring and alerting.
In summary, the future concept of operation for navigation is Area Navigation (RNAV)
with a Required Navigation Performance (RNP) supported by Global Navigation Satellite
System (GNSS) infrastructure.
8.3.3.3.b
Area Navigation (RNAV)
RNAV is defined as a “method of navigation” which permits aircraft operation on any
desired flight path within the coverage of ground based navigation aids or within the limits
of self-contained navigation aids (GNSS), or a combination of both. This removes the
restrictions imposed by conventional airways and procedures where the aircraft must
overfly specified ground-based navigation aids, thereby permitting operational flexibility
and efficiency.
The RNAV specification is designated as RNAV-X. The RNAV suffix ‘X’ corresponds to
navigation accuracy in nautical miles (e.g. RNAV-5, RNAV-1). The RNAV system uses
aeronautical information from a Navigation Database that contains pre-stored information
on ground-based navaids, runways, waypoints, ATS Routes and terminal procedures,
etc.
RNAV operations within the PBN concept permit flight in any airspace within prescribed
accuracy tolerances without the need to fly directly over ground-based navigation
facilities. The RNAV specification does not include a requirement for performance
monitoring and alerting.
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8.3.3.3.c
Required Navigation Performance (RNP)
Required Navigation Performance is a statement of navigation performance necessary for
operation within a defined airspace and or for a specific procedure, such as complex
Arrival and Departure procedures. RNP includes a specific performance level, allowing the
aircraft to operate autonomously within strict navigational performance criteria whilst
monitoring its own navigational performance and alerting the crew to non-compliance. The
airspace design establishes the required level of performance (e.g. RNP-10, RNP-4, RNP1, etc).
The RNP specification is designated as RNP-X. The RNP suffix ‘X’ corresponds to
navigation accuracy in nautical miles (e.g. RNP-4, RNP-0.3). The RNP specification
includes the requirement for on-board performance monitoring and alerting, and is based
on a navigation performance accuracy value that is expected to be achieved at least 95
per cent of the time by the population of aircraft operating within the airspace.
RNP is RNAV with on-board navigation monitoring and alerting.
8.3.3.3.d
PBN Navigation Specifications
RNP is identical to RNAV except that RNP adds on-board performance monitoring and
alerting. The numeral following the RNP or RNAV prefix represents the required navigation
accuracy. For example, RNP-1 navigation specification requires that the aircraft meet an
accuracy requirement of no more than 1 nautical mile from the nominal track in all
directions 95% of the flight time.
Phase of Flight
EnNavigation
route
Specification Oceanic
/
Approach
En-route
Continental
Arrival
Departure
Initial
Intermediate
Final
Missed
Remote
RNAV 10
10
RNAV 5
5
5
RNAV 2
2
2
RNAV 1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
0.3
1
1
1
1
0.3
1
1 to 0.1
1 to 0.1
0.3
0.3
RNP 4
4
RNP 2
2
2
RNP 1
Advanced
RNP
2
2 or 1
RNP APCH
RNP AR
APCH
RNP0.3
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i) RNAV-10
Aircraft approved to use GNSS as a primary means of navigation for Oceanic and
Remote Area operations, in accordance with regulatory requirements, meet the
RNAV-10 requirements without time limit. RNAV-10 is equivalent to RNP-10. RNAV10 capability is shown on the ATS Flight Plan PBN field as “A1”.
The ICAO RNP-10 requirement does not incorporate the need for on-board
monitoring or alerting, hence the equivalence to RNAV-10. The RNAV-10 navigation
specification does not require any ground-based navaid infrastructure, but requires at
least two sets of on-board long-range navigation systems (IRS/FMS, INS, and GPS).
It allows minimum lateral route spacing of 50nm where ground-based navigation
aids, communications, and surveillance are available.
ATC shall be informed immediately of any deterioration or failure of the navigation
equipment which causes a downgrade of navigation performance (‘UNABLE REQD
NAV PERF – RNP' message) and/or any deviation required for a Contingency
procedure. ATC may require the aircraft to descend to a lower than optimum flight
level to maintain separation from other traffic on the same route.
ii) RNAV-5
Applicable to continental routes, this RNAV application uses a variety of available
navigation aids, both satellite and ground. The navigation sensors must be at least
one INS or IRS with appropriate updating by GNSS, DME/DME, VOR/DME or VOR.
It normally requires radar coverage and direct voice communications. It is the
navigation performance standard specified for European, Middle East airspace and
parts of Japan, and is based on existing RNAV capability.
The RNAV-5 specification does not require an alert to the pilot in the event of
excessive navigation errors. RNAV-5 capability is shown on the ATS Flight Plan PBN
field as “B1”.
iii) RNAV-1/2
Applies primarily to continental en-route and terminal area operations where radar
surveillance and direct ground-to-air communications are available. The RNAV-1
navigation specification applies to en-route as well as SID and STAR terminal area
operations. The RNAV-2 navigation specification applies to en-route operations. The
navigation sensor may be GNSS, DME/DME, or DME/DME/IRU. RNAV-2 and RNAV1 capability are shown on the ATS Flight Plan PBN field as “C1” and “D1”
respectively.
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iv) RNP-4
This specification was developed for operations in Oceanic and Remote airspace
and, as such, does not require any ground-based navigation aid infrastructure. GNSS
is the primary navigation sensor to support RNP-4, either as a stand-alone navigation
system or as part of a multi-sensor system. The minimum operational requirements
to enter RNP-4 airspace are at least two fully serviceable independent Long-range
Navigation systems capable of navigating to RNP-4. The navigation specification
requires ADS-C and either voice communications or CPDLC to support the minimum
route spacing of 30nm x 30nm. RNP-4 capability is shown on the ATS Flight Plan
PBN field as “L1”.
ATC must be informed immediately of any deterioration or failure of the navigation
equipment which causes a downgrade of navigation performance (‘UNABLE REQD
NAV PERF – RNP' message) and/or any deviation required for a Contingency
procedure. ATC may require the aircraft to descend to a lower than optimum Flight
Level to maintain separation from other traffic on the same route.
v) RNP-2
RNP-2 is a navigation specification primarily intended to provide a means to develop
routes in areas with little or no ground-based navigation aid infrastructure. The RNP2 navigation specification is applicable to fixed or flexible routes in Continental enroute and Oceanic/Remote flight phases.
RNP-2 requires GNSS as the primary navigation sensor, either as a stand-alone
navigation system or as part of a multi-sensor system. Where multi-sensor systems
incorporating GNSS are used, positioning data from non-GNSS navigation sensors
may be integrated with the GNSS data provided the non-GNSS data do not cause
position errors exceeding the total system error budget, otherwise a means should be
provided to deselect the non-GNSS navigation sensor types.
RNP-2 operations in Oceanic and Remote airspace require dual independent longrange navigation systems. RNP-2 operations in Continental en-route airspace may
use a single GNSS area navigation system providing an alternate means of
navigation is available if required by the category of operation.
RNP2 capability is shown after the PBN field on the ATS Flight Plan as “NAV/RNP2”.
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vi) RNP-1
Basic RNP-1 or P-RNAV (Precision Area Navigation) is applicable to en-route and
terminal area operations. The basic specification is intended to allow connecting
routes to be developed that link the en-route environment with terminal areas having
little or no radar coverage and a low-to-medium traffic density. GNSS is the primary
navigation sensor for Basic RNP-1 and RAIM is used to ensure integrity. Strict safety
assessment is required for use of DME/DME navigation based on RNAV. The
minimum requirements for Basic RNP-1 / P-RNAV are at least one FMS, with one
GNSS or one DME.
ATC must be informed immediately in the event of equipment degradation below the
minimum requirement together with the proposed course of action, e.g. request
Radar vectors. RNP-1 capability is shown on the ATS Flight Plan PBN field as “O1”.
vii) A-RNP
A-RNP operations are not currently approved by CAD.
viii) RNP APCH
The navigation specification includes RNP approach procedures and RNAV (GNSS)
approach procedures designed with a straight segment, the accuracy normally being
>0.3nm. GNSS is the primary navigation aid supporting RNP APCH procedures.
RNP APCH capability is shown on the ATS Flight Plan PBN field as “S1” or “S2”.
The acceptability of the risk of loss of RNP APCH capability due to satellite failure or
loss of onboard monitoring and alerting function is considered in the procedure
design.
The missed-approach segment may be based on RNAV or conventional navigation
procedures. The RNP APCH navigation specification does not include specific
requirements for communication or surveillance.
ix) RNP AR (Authorisation Required)
Not Authorised
8.3.3.3.e
Flight Procedures
Company pilots who have completed the approved type rating transition course are
considered qualified for RNP/RNAV operations. As such, compliance with SOPs and
FCOM procedures is necessary to ensure the RNP/RNAV requirements are met.
The emergency procedures associated with each RNP/RNAV specification are published
in SOPS Chapter 2 and should be reviewed or be accessible to the pilots in flight.
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8.3.3.3.f
Aircraft PBN Communication, Navigation, Surveillance Specification
ICAO PBN Navigation
Primary Navigation
Ground Navaid
Communication/
Specification
Sensor
Infrastructure
Surveillance
RNAV-10 (RNP-10)
GNSS, INS/IRS
N/A
None Specified
VOR, DME
Voice / Radar
DME
Voice / Radar
RNAV-5
RNAV-1/2
GNSS, DME/DME,
VOR/DME, INS/IRS
GNSS, DME/DME,
INS/IRS
Voice (or CPDLC) /
RNP-4
GNSS
N/A
ADS-C (for 30nm x
30nm separation)
8.3.3.3.g
RNP-2
GNSS
N/A
Basic RNP-1
GNSS
DME
RNP Approach
GNSS
RNP AR ARCH
GNSS
No Comm or Surv
specified
No Comm or Surv
specified
VOR, DME, NDB
No Comm or Surv
(missed approach)
specified
N/A
No Comm or Surv
specified
RNAV Operational Capabilities
i) Terminal and En-route
RNAV routes and Terminal Procedures, including SIDs and STARs, demand strict
pilot awareness and maintenance of the procedure centreline and an understanding
of the various waypoint (Fly-by and Fly-over) and leg types (Course-to-Fix, Direct-toFix, etc.) used in RNAV procedures.
In designated airspace or on designated routes where an RNP value is specified,
lateral separation between RNAV-equipped aircraft may require aircraft to maintain
the centreline of the ATS route. Deviation from this route centreline, even within the
width of the airway, is not permitted without prior ATC approval.
The aircraft’s RNAV capability may be used to navigate to or from a VOR, NDB,
Locator Beacon; or hold over a VOR, NDB, Locator Beacon, DME Fix; or fly a DME
Arc; or determine the aircraft’s position over a VOR, NDB, Locator Beacon, DME Fix;
or its position over a named fix defined by a VOR Course, NDB Bearing, Locator
Beacon Bearing.
RNAV equipment is suitable as a substitute means of navigation guidance when a
VOR, NDB, Locator Beacon, DME, etc., are out of service, or the aircraft is not
equipped with conventional equipment such as ADF, or when such equipment is not
operational.
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ii) Approach
For instrument approaches defined by ground-based navaids, RNAV systems may be
substituted for ground-based navaids / airborne equipment except:
to navigate on procedures that are identified as not authorised (NA) without
exception by a NOTAM. For example, the RNAV system shall not be used to
navigate on a procedure affected by an expired or unsatisfactory flight
inspection, or a procedure that is based upon a recently decommissioned
navaid.
to substitute for the navaid providing lateral guidance for the inbound final
approach segment to minima.
The navaid(s) specified at the top of each column of the approach chart ‘Minima’
block define the navaid(s) that must be serviceable and displayed to fly the inbound
final approach segment to the published minima.
CAUTION: In the case of an ILS installation, FMC distances related to the ILS
identifier will normally be referenced to the localiser antenna. As this is located at the
stop end of the runway, the distance shown may be different to the normal DME
distance, which usually reads zero at touchdown.
CAUTION: RNAV-only approaches, i.e. without GPS updating, shall not be
conducted.
8.3.3.3.h
RNAV Approaches and Departures
Pilots shall not fly a RNP-1 or less procedure unless it is retrievable by the procedure
name from the Navigation Database and conforms to the published procedure chart.
Numeric values for courses and tracks are automatically loaded from the navigation
database for the required leg types.
The manual entry or creation of new waypoints by manual entry of latitude and longitude
or place/bearing/distance values is not permitted. Furthermore, pilots must not change any
database waypoint from a flyby to a fly-over, or vice-versa. However, the procedure may
subsequently be modified through the insertion or deletion of specific waypoints in
response to ATC clearances.
The primary navigation capability is derived from the FMS updated by GNSS. Whilst there
is, technically, no requirement to tune navigation aids for most RNAV procedures, raw data
may be used, if available, to verify correct tracking.
8.3.3.3.i
Global Navigation Surveillance System (GNSS)
GNSS is a system providing Position, Velocity and Timing (PVT) information and includes
one or more satellite constellations. GNSS consists of the USA Global Positioning System
(GPS), Russian Global Navigation Satellite System (GLONASS), European Union
GALILEO and Chinese COMPASS satellite constellations and their augmentation
systems.
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Future aircraft Multi-Mode Receivers (MMR) will be compatible with multiple GNSS
satellite navigation systems and this will enhance accuracy, continuity, integrity, availability
and functions of the GNSS system.
Selective Availability (SA) is a feature of the United States GPS system that permitted
intentional degradation of public GPS signals to be implemented for national security
reasons until May 2000, at which point this feature was discontinued. Aircraft GPS
receivers can be classified as follows:
The receiver assumes that SA is active, so
unnecessarily assumes a lower position accuracy.
SA ON
therefore
The receiver is designed to recognise that SA is inactive and
SA OFF (SA AWARE) thereby optimises the performance from the GPS.
8.3.3.3.j
GNSS Augmentation Systems
Due to performance limitations of GNSS, additional system components have been added
to GNSS to augment its performance. These ancillary augmentation systems include
Aircraft-Based Augmentation Systems (ABAS), Satellite-Based Augmentation Systems
(SBAS) and Ground-Based Augmentation Systems (GBAS).
GBAS (LAAS)
GBAS or Local Area Augmentation System (LAAS) is a satellite-based navigation
technology consisting of three segments: space system, ground system and onboard
system. The GBAS ground system may provide augmentation signals based on
GNSS alone or, it may include augmentation from SBAS satellites as well. The GBAS
onboard augmentation system normally uses the Multi-Mode Receiver (MMR) and
integrates GBAS and ILS receiver functions.
The GBAS ground segment comprises reference receivers and a central processing
facility. The central processing facility computes estimates of the pseudo-range
corrections for each satellite signal observed by the reference receivers, monitors
signal integrity and availability and broadcasts the information to the user over VHF
Data Broadcast (VDB). A single GBAS facility can provide services for all runway
ends of the airport at which it is installed. GBAS can be easily reprogrammed to cater
for temporary displaced threshold operations.
SBAS (WAAS)
SBAS or Wide Area Augmentation System (WAAS) is a satellite-based augmentation
system that consists of SBAS satellites, onboard receivers and ground facilities. The
ground facilities are the Ground Earth Station (GES), reference stations and a master
station. A ground communication network links these facilities.
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Each reference station links multiple GNSS receivers that track the satellites in view,
measure pseudo-ranges to the satellites and transmit those observations to the
master station. The master station verifies the integrity of the satellite signals,
computes a series of corrections, summarises other system status data and
broadcasts the processing results to users over a geosynchronous satellite data link.
The format of the signals sent by the geosynchronous satellite resembles that of the
GNSS satellite signals to facilitate user reception and processing.
ABAS
ABAS systems use GNSS information and information from other sensors to perform
navigation system integrity monitoring at the aircraft level. RAIM, a form of ABAS is
the most common augmentation in use. Other forms of ABAS are possible, such as
the integration of barometric altitude auxiliary measurement, or the integration of
GNSS and inertial information to enhance integrity monitoring. All Company aircraft
are ABAS equipped.
RAIM
Receiver Autonomous Integrity Monitoring (RAIM) is a form of ABAS in which GNSS
information is integrated with non-GNSS information to enhance navigation
performance. An IRS or an RNAV system using multiple DME inputs can be used to
coast through short periods of poor satellite geometry or when the aircraft structure
shadows the GNSS antennae while manoeuvring.
RAIM prediction is required where the State permits GPS as the sole means of
navigation. The combination of GNSS Fault Detection (FD) or Fault Detection and
Exclusion (FDE), along with the short-term accuracy of IRS, mitigates the effects of
signal jamming or loss of service due to ionospheric events. All Company aircraft can
support RNP operations down to >0.3nm without RAIM prediction.
RAIM predictions are provided for Departure, Destination, Destination Alternate and
En-route Alternate Airports, and are attached as an appendix to the flight
briefing package. RAIM predictions for Company flights are normally produced for a
48 hour period; however predictions for a period of 24 hours or less can also be
produced if the 48 hour prediction is not adequate for the intended service.
In the event that the 24 hour RAIM prediction is inadequate, the following time
periods will be assessed:
Airport Type
Start Time
End Time
Departure
Departure time
Departure time plus 1 hour
Arrival time minus 1 hour
Arrival time plus 3 hours
Destination
Destination Alternate
En-route Alternates
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If the required RAIM levels are not available at the time of intended use, the flight will
be planned based on the use of conventional departure and arrival procedures and a
note to that effect will be appended to the Computer Flight Plan. It is important to
remember that RAIM predictions do not guarantee the service as they cannot take
into account the unplanned failure of some GNSS elements. Crew should realise that
RAIM or GPS navigation altogether may be lost while airborne which may require
reversion to an alternative means of navigation. Therefore, pilots should assess their
capability to navigate (potentially to an alternate destination) in case of failure of GPS
navigation.
8.3.3.3.k
GPS-only Airports
If a GPS approach is the sole means of approach available at Destination, Destination
Alternate, or an En-route Alternate, GNSS availability must be verified prior to flight using
RAIM prediction.
Where a Takeoff Alternate is required, at least one non-GPS based approach procedure
must be available at the alternate.
8.3.3.4
Approach and Landing Capabilities
8.3.3.4.a
Approach Procedures with Vertical Guidance (APV)
APV is defined as an approach that has some form of vertical guidance but the
performance does not meet the standards of a precision approach. RNP approaches that
use Baro-VNAV for vertical guidance are considered a type of APV approach. APV
approaches can be based on vertical guidance from GNSS in conjunction with an
augmentation system like SBAS.
8.3.3.4.b
GBAS Landing System (GLS)
WARNING
The Company does not currently have approval for the conduct of GLS approaches.
The ground-based augmentation system provides differential corrections, integrity
information and path definition data to aircraft via a VHF data broadcast signal. GBAS
supports two basic types of service:
i) Approach services that provide guidance in the form of indications of deviations from
a defined path in space known as the Final Approach Segment (FAS)
ii) GBAS Positioning Service (GBAS/PS), which provides position, velocity and time
(PVT) with improved accuracy, integrity and availability for use by the FMS to support
RNAV and RNP operations. GLS is an aircraft-level function based on the use of
GBAS in conjunction with other aircraft systems to enable precision approach and
landing capabilities. GBAS does not require the protection of critical and sensitive
areas like ILS.
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8.3.3.4.c
Barometric Vertical Navigation (Baro-VNAV)
A function of certain RNAV systems, which presents computed vertical guidance to the
pilot referenced to a specified vertical path. The computed vertical guidance is based on
barometric altitude information and is typically computed as a geometric path between two
waypoints or an angle based on a single waypoint.
8.3.3.4.d
Actual Navigation Performance (ANP)
A measure based on a defined scale in nautical miles, which conveys the current position
estimation performance.
8.3.3.4.e
Leg Transition Types (Path Terminators)
Leg Transitions or Path Terminators (two letter code) define a specific type of flight path
along a segment of a procedure and a specific type of termination of that flight path. Path
Terminators are assigned to all RNAV, SID, STAR and Approach procedure segments in
the FM Navigation Database.
The protection area along the flight path has a semi-width equal to 2 x RNP. The RNP
value is in the range: 0.3 >= RNP >= 0.1. Only the obstacles within the 4 x RNP corridor
need to be considered for obstacle clearance.
i) Initial Fix (IF)
The coding of RNAV procedures commences at an IF. An IF is not a defined track
"to" or "from" itself, but is used in conjunction with another leg type (e.g. TF) in order
to define the desired path.
ii) Track-to-Fix (TF)
The primary straight route segment for RNAV is a TF route. The TF route is defined
by a geodesic path between two waypoints. The first of the two waypoints is either
the termination waypoint of the previous segment or an IF. The intermediate and final
approach segments should always be TF routes. In cases where an FMS requires a
CF for the final segment, the database may be coded with a CF in lieu of a TF
segment.
iii) Direct-to-Fix (DF)
A DF is used to define a route segment from an unspecified position, on the aircraft's
present track to a specified fix/waypoint. A DF path terminator does not provide a
predictable, repeatable flight path and is highly variable in its application
(TAS/GS/Angle of bank, etc). The DF ensures that the shortest track distance is flown
from the turning point (fly-over waypoint) or from a turn altitude to the next waypoint.
iv) Radius-to-Fix (RF)
The RF segment is a circular path about a defined turn centre that terminates at a
waypoint. The beginning of the arc segment is defined by the terminating waypoint of
the previous segment.
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The waypoint at the end of the arc segment, the turn direction of the segment and the
turn centre are provided by the FMS navigation database. RF legs will not be used in
the final segment of an RNP approach. For a missed approach with an RF leg, the
autopilot should automatically reengage in LNAV or the crew must be able to
manually engage by 400ft AAL.
v) Course-to-Fix (CF)
A CF is defined as a course that terminates at a fix/waypoint followed by a specific
route segment. Its main application is to constrain track dispersion and minimise
environmental impact on initial departure.
8.3.3.5
MACH Number Technique (MNT) Operations
8.3.3.5.a
General
Mach Number Technique (MNT) is a method of Air Traffic Control that requires aircraft to
fly at a specific Mach number in order to maintain adequate longitudinal separation
between successive aircraft on long route segments with a minimum of Air Traffic Control
intervention, thereby also increasing airspace capacity.
MNT may be applied to RNAV-equipped or RNP-compliant aircraft with 10 minutes or
80nm in-trial longitudinal separations. It can also be applied to non-RNAV equipped or
non-RNP compliant aircraft with 15 minutes longitudinal separation.
The planned cruise Mach number is included in the ATS Flight Plan (item 15).
Refer to OM-C SUPP for detailed information.
8.3.3.5.b
Operational Procedures
The assigned Mach number, which is to be maintained, will be included in the ATC
clearance if MNT is applied. The Mach number so assigned may be different from the filed
Mach number.
Crew are to adhere to the last assigned Mach number and, when required, to include the
current Mach Number in routine position reports. Inform ATC when a change of
Mach number is required for any operational reason, e.g. turbulence. The assigned Mach
number should be maintained during any step-climb or step descent.
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8.3.3.6
Reduced Vertical Separation Minimum (RVSM)
8.3.3.6.a
General
RVSM airspace is any airspace between FL290 and FL410 (inclusive) where aircraft are
separated vertically by 1,000ft instead of 2,000ft. RVSM capability is shown on the ATS
Flight Plan “Equipment and Capability” field with the letter “W”.
Flight within RVSM airspace requires a higher standard of vertical navigation performance
than normal. Certain navigational procedures are also required to ensure the integrity of
the applicable separation minima.
Crew should pay particular attention to the following parameters when operating in RVSM
airspace:
i) Accuracy of horizontal and vertical navigation;
ii) Accuracy of horizontal and vertical speed control;
iii) Conformity with ATC clearance;
iv) Conformity with Company Standard Operating Procedures;
v) Knowledge of contingency plans.
8.3.3.6.b
Required Equipment
The minimum equipment is:
i) Two independent altitude measurement systems:
The Air Data Reference Function of the ADIRUs is already required for non-RVSM
flight. Each ADR Function relies on inputs from its respective Air Data Module, Air
Data Inertial Reference Unit, Pitot Probe, Combination Pitot Static Probes, Static
Port, CDS Display Unit, CDS EFIS Control Panel, and AOA Vane.
Note: Standby Altimeters do not meet the accuracy requirements for flight in RVSM
airspace.
ii) One altitude alerting system:
The Altitude Alerting System relies on inputs from the FCC Altitude Alert Function,
MCP Selected Function, and the Air Data Inertial Reference.
iii) One automatic altitude control system:
Each Autopilot relies on inputs from its associated FCC, MCP, ADIRU and FMC.
iv) One secondary surveillance radar transponder with an altitude reporting system that
can be connected to the altitude measurement system in use for altitude keeping:
Note: The ADS-B function is not mandatory, but is used by Regional Monitoring
Agencies for height monitoring and by the Company for flight tracking.
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RVSM operations are prohibited when conducting Landing Gear Extended operations.
8.3.3.6.c
Flight Planning
Flight Crew should review weather charts, actual reports and forecasts, paying particular
attention to turbulence indicators. Moderate to severe turbulence from mountain wave
activity or jet streams may impact the ability of the aircraft to maintain the height-keeping
performance required for RVSM. Consideration should be given to avoiding these areas
either laterally or vertically.
8.3.3.6.d
Pre-flight Procedures
The following actions should be accomplished during the pre-flight procedure:
i) Review the AML to determine the condition of equipment required for flight in RVSM
airspace, and ensure that maintenance action has been taken to correct defects
where necessary;
ii) During the external inspection of the aircraft, pay particular attention to the condition
of static sources, the fuselage skin near each static source, and any other component
affecting altimetry system accuracy;
iii) The maximum allowable on-the-ground altitude display differences for RVSM
operations are:
Max Difference Between
Max Difference Between PFD
PFD Altitudes
Altitudes & Airport Elevation
Sea Level to 5,000ft
50ft
75ft
5,001ft to 10,000ft
60ft
75ft
Airport Elevation
Bear in mind that airports are often not completely level, so the actual altitude at the
aircraft’s location may be different from the published Airport Elevation;
iv) Before takeoff, all equipment required for flight in RVSM airspace should be operative,
and any indications of malfunction should be resolved.
If the above conditions cannot be met, the flight shall be re-planned to remain outside
RVSM airspace.
8.3.3.6.e
Prior to Entering RVSM Airspace
The equipment specified in OM-A 8.3.3.6.b should be engaged and operating normally at
entry into RVSM airspace.
Should any of the required equipment fail prior to entry into RVSM airspace, the Flight
Crew should request a new clearance to avoid entering this airspace.
Before entering RVSM airspace, an altimeter cross-check of primary and standby
altimeters should be recorded on the OFP. This information may be useful in the event of
a subsequent altimeter discrepancy.
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8.3.3.6.f
In-flight Procedures
Monitor the required systems to ensure that they remain operative.
Ensure that ATC clearances are fully understood and that the aircraft is flown at the
cleared Flight Level. The aircraft should not intentionally depart from the cleared Flight
Level without a positive clearance from ATC unless the crew are conducting contingency
or emergency manoeuvres.
The autopilot shall be operative and engaged during cruise and for level changes, except
when circumstances such as turbulence or the need to re-trim the aircraft require
disengagement.
When changing levels, do not overshoot or undershoot the cleared Flight Level by more
than 150ft.
Adherence to cruise altitude shall be achieved by reference to one of the two primary
(PFD) altimeters. The altimetry system being used to control the aircraft should be
selected for the input to the transponder transmitting altitude information to ATC.
Cross-checks between the primary altimeters shall be made at top of climb and at
intervals of approximately one hour:
i) The usual scan of Flight Deck instruments should suffice for altimeter cross-checking
on most flights;
ii) If indications disagree by more than 200ft, the ALT DISAGREE alert will be triggered;
iii) The maximum allowable in-flight difference between Captain and First Officer altitude
displays for RVSM operations is 200ft. Failure to meet this condition will require that
the altimetry system be reported as defective and notified to ATC.
If the Flight Crew are notified by ATC of an assigned altitude deviation which exceeds
±300ft, then they should take action to return to the cleared Flight Level as quickly as
possible.
8.3.3.6.g
Equipment Failures
The Flight Crew shall notify ATC of the following equipment failures which may affect the
aircraft’s ability to maintain the cleared Flight Level:
i) Failure of both autopilots;
ii) Loss of one or more primary (PFD) altimetry systems;
iii) Excessive altitude discrepancy, with no way to identify the valid indication;
iv) ATC transponder failure;
v) Loss of thrust on an engine necessitating descent;
vi) Any other equipment failure affecting the ability to maintain the cleared Flight Level.
It may be possible for the flight to continue within RVSM airspace if ATC can establish
increased vertical, lateral or longitudinal separation. If this is not possible, clearance to
climb or descend out of RVSM airspace will be required.
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If at any time the aircraft is unable to maintain its cleared Flight Level, maintain a watch for
conflicting traffic both visually and by reference to TCAS. Note that the TCAS relative
altitude indications may not be reliable if the aircraft’s own altimetry system is degraded.
External aircraft lights should also be switched on.
8.3.3.6.h
Deviations from Cleared Altitude or Track
i) Strategic Lateral Offset Procedures
Flight Crew may apply Strategic Lateral Offset Procedures (SLOP) using the FMS
offset track capability in remote continental areas that are not under direct ATC radar
or ADS-C control. The decision to apply a Strategic Lateral Offset is the responsibility
of the Flight Crew.
Non-radar/ADS-C Airspace:
The Strategic Lateral Offset shall be established at a distance of 1nm or 2nm to
the RIGHT of the airway centreline. Flight Crew are not required to inform ATC
that a Strategic Lateral Offset is being applied in non-radar/ADS-C airspace.
Radar/ADS-C Controlled Airspace:
Lateral offset requires approval by ATC. Flight Crew applying SLOP within nonradar/ADS-C airspace shall obtain approval from ATC prior to entering
Radar/ADS-C airspace to continue offset tracking. A 1nm offset is preferred
within Radar/ADS-C airspace.
ii) Rapid Descent or Diversion when Unable to Notify ATC
Region
Turn
Direction
Offset Distance
Bangladesh
Malaysia
Singapore
India
Thailand
Myanmar
Vietnam
China
Hong Kong
Taiwan
Other
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>45°
LEFT or RIGHT
Turn direction
should be based
90°
on the relative
position
of other
>45°
traffic, airways and
terrain
90°
30°
RIGHT
25nm
15nm
10nm
Climb/Descend
Final level should be 500ft
different from normal
levels
If able to maintain level:
At 10nm, climb/descend
25nm
If unable to maintain level:
Minimise rate of descent
5nm
At 5nm, climb/descend
500ft different from normal
levels.
Return to original route
upon reaching new level
Follow procedure in OM-A 8.3.3.6.h.iv
Utilise the Malaysia / Singapore procedure
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iii) Altitude Deviation due to Severe Turbulence or Mountain Wave Activity
When an aircraft experiences severe turbulence and/or mountain wave activity which
results in an altitude deviation of approximately 200ft or greater, the Flight Crew shall
immediately notify ATC and state "Unable RVSM due turbulence / mountain wave
activity".
If not immediately issued by the controller, request vectors or heading away from
traffic at adjacent flight levels. Report the location and magnitude of the turbulence
and/or mountain wave activity to ATC as soon as practical.
iv) Track Deviation for Weather when ATC Clearance Cannot be Obtained
If possible, deviate away from any organised track system. Broadcast intentions on
121.5MHz and the air-to-air frequency 123.45MHz. All available exterior lights should
be selected on and the TCAS monitored for conflicting traffic.
If the deviation is less than 10nm, the aircraft should remain at the level
allocated by ATC.
If the deviation is greater than 10nm, initiate a level change as follows when the
aircraft is 10nm from track:
Route Centreline Track
Deviations in Excess of 10nm
Level Change
EAST
LEFT
DESCEND 300ft
000-179°M
RIGHT
CLIMB 300ft
WEST
LEFT
CLIMB 300ft
180-359°M
RIGHT
DESCEND 300ft
When returning to track, be established at the previously assigned level when
the aircraft is within approximately 10nm of the centreline.
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8.3.3.6.i
Phraseology
The following standard phraseology should be used for RVSM operations:
Phrase
(callsign) CONFIRM RVSM
APPROVED
Meaning
For a controller to ascertain the RVSM approval status of an aircraft.
For a pilot to report non-RVSM approval status:
On the initial call on any frequency within RVSM airspace
(controllers shall provide a read back with this same phrase);
and
In all requests for Flight Level changes related to Flight Levels
NEGATIVE RVSM*
within RVSM airspace; and
In all read backs to Flight Level clearances related to Flight
Levels within RVSM airspace.
Additionally, pilots shall include this phrase to read back Flight Level
clearances involving the vertical transit through FL290 or FL410.
AFFIRM RVSM*
For a pilot to report RVSM approval status.
(callsign) UNABLE
CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN (or
Denial of air traffic control clearance into RVSM airspace.
DESCEND TO, or CLIMB TO)
FLIGHT LEVEL (number)
UNABLE RVSM DUE
TURBULENCE*
For a pilot to report when severe turbulence affects the aircraft's
capability to maintain the height-keeping requirements for RVSM.
For a pilot to report that the aircraft's equipment has degraded below
that required for flight within RVSM airspace.
UNABLE RVSM DUE
This phrase is to be used to convey both the initial indication of the
EQUIPMENT*
non-compliance, and on initial contact on all frequencies within the
lateral limits of RVSM airspace until such time as the problem
ceases to exist, or the aircraft has exited RVSM airspace.
REPORT ABLE TO RESUME
RVSM
READY TO RESUME RVSM*
For a controller to confirm that an aircraft has regained its RVSM
approval status, or to confirm that the pilot is ready to resume RVSM
operations.
For a pilot to report the ability to resume operation within RVSM
airspace after an equipment or weather-related contingency.
(*indicates a pilot transmission)
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8.3.3.6.j
China RVSM
The airspace between FL291 (8,900m) and FL411 (12,500m) inclusive is defined as China
RVSM airspace. Aircraft are separated vertically by 1,000ft (300m).
ATC will issue the Flight Level clearance in metres. Crew should use the Metric
Conversion Card to determine the corresponding Flight Level in feet. The aircraft shall be
flown using the Flight Level in feet and the crew shall read-back the ATC clearance in
metres.
Flight Crew should be aware that due to rounding differences, the metric readout on the
Primary Flight Display (PFD) will not necessarily correspond exactly with the cleared Flight
Level in metres. However, the difference should never be more than 30m (approximately
100ft).
8.3.3.6.k
Post-flight
Make an AML entry for any malfunction or loss of equipment required for RVSM, or any
deviation involving the aircraft’s height-keeping ability.
Provide details of the actual defect and the actions taken by the crew to isolate and rectify
the fault, as this will enable effective troubleshooting and repair of the system.
8.3.3.6.l
Air Safety Reporting within RVSM Airspace
An MOR shall be completed if, while in RVSM airspace, a flight deviates by 300ft or more
from a cleared Flight Level.
An ASR shall be completed if, while in RVSM airspace, a flight encounters wake
turbulence.
The Quality, Safety and Security Department (QSS) should also be notified via Voyage
Report.
8.3.3.7
World Geodetic System 84 (WGS-84)
There are many different geodetic reference datums in use throughout the world that
provide reference to terrain and charting. However, for aviation there is only one
acceptable standard which is WGS-84. GNSS and all aircraft navigation and terrain
avoidance systems are based solely on WGS-84.
If charted co-ordinates are not WGS-84, there may be a positional discrepancy between
where the aircraft thinks it is at and the actual position of the aircraft.
8.3.3.8
MNPS
WARNING
The Company does not have approval for MNPS operations.
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8.3.3.9
Pacific Regions
PAC is the airspace over the Pacific Ocean, which is divided into five primary regions.
These are the Northern Pacific (NOPAC), Central Pacific (CENPAC), Central East Pacific
(CEP), South Pacific (SOPAC), and Guam. Refer to OM-C.
8.3.3.10
Polar Navigation
The Company does not have approval for Polar operations.
WARNING
The Company does not have approval for Polar operations.
8.3.3.11
Performance Based Communication and Surveillance (PBCS)
8.3.3.11.a
General
WARNING
The Company does not currently have approval for PBCS operations.
Performance-based Communications (PBC) and Performance-based Surveillance (PBS)
utilise equipment specifications for ground and aircraft equipment to define the associated
transaction time, continuity, availability, integrity, safety and functionality requirements for
operations within notified sections of airspace.
These requirements, when published, are given in the form of Required Communications
Performance (RCP) and Required Surveillance Performance (RSP) specifications.
RCP specifications apply to communications systems that use datalink (CPDLC) or voice
communications (VHF or HF SATCOM) and are defined by a designator (e.g. RCP 240,
RCP 400) where the value refers to the maximum time (in seconds) for the ATC controller
to initiate a transaction and receive the response from the Flight Crew.
RSP specifications define performance requirements associated with the delivery of
surveillance data (ADS-C) and are defined by a designator (e.g. RSP 180, RSP 400)
where the value refers to a maximum time (in seconds) to deliver the surveillance data
(e.g. aircraft position) to the ATC system.
8.3.3.11.b
Guiding Principles for Flight Crew Operations
PBCS allows for reduced separation in those navigational areas where it is implemented
and relies on ADS-C for the surveillance aspect and CPDLC for the communications.
Criteria and specifications relating to timely communication of each system with ATC
define the separation standard that can be utilised.
State requirements for PBCS capability are shown in the ‘Air Traffic Control’ > ‘State Rules
and Procedures’ section of Jeppesen FD Pro X under ‘Datalink Services’.
Company flights shall not be planned on routes requiring PBCS capability. Any clearance
to route via an airway requiring PBCS capability shall be rejected.
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8.3.3.12
ADS - Automatic Dependent Surveillance
8.3.3.12.a
Introduction
Air traffic management systems require lateral separation to be applied so that the
distance between those portions of the intended route for which the aircraft is to be
laterally separated is never less than a distance that accounts for navigational inaccuracy,
plus a specified buffer.
Outside radar coverage, the large distances required by these separation standards can
lead to reduced air traffic volumes. Use of GPS position and other parameters broadcast
from the aircraft to ATC allows less restrictive separation standards to be applied.
There are two types of ADS application, ADS-A/C and ADS-B.
i) ADS-A/ADS-C
ADS-A (Addressed) is also known as ADS-C (Contract). The system is based on a
negotiated contract between an aircraft providing ADS information and a ground
station requesting receipt of ADS messages. ADS-C reports are employed as the
communication protocol for operations using VHF or SATCOM ACARS for flights
over areas without radar coverage. ADS-C is the ATC surveillance component whilst
CPDLC is the ATC communication component.
ii) ADS-B
ADS-B (Broadcast) is a surveillance application that transmits a number of aircraft
parameters via a broadcast datalink that is available to any receiver, either airborne
or ground-based, within range of the transmitter. ADS-B information is broadcast
without any knowledge of which users may be receiving it and without the
expectation of an acknowledgement or reply.
8.3.3.12.b
Designation of ADS-B Airspace within the Company’s Area of Operation
Refer to the NOTAMs and OM-C SUPP for details of areas conducting ADS-B operations.
ADS-B is also used throughout the route network to facilitate the Company’s compliance
with aircraft tracking requirements.
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8.3.3.12.c
Procedures for Flights in ADS-B Airspace
i) Pre-flight
Before flight, ensure that the ATS Flight Plan includes the ADS-B and transponder
capability:
E
L
Mode S transponder with Flight ID, Pressure Altitude and Extended Squitter (ADS-B); or
Mode S transponder with Flight ID, Pressure Altitude, Extended Squitter (ADS- B) and
Enhanced Surveillance Capability;
B1 ADS-B with dedicated 1090MHz ADS-B OUT capability.
e.g. -B738/M-SDE3FGHIM1RWY/LB1
In the event of dispatch with any of the associated systems inoperative, contact Flight
Dispatch to ensure that any applicable route and aircraft tracking restrictions for nonADS flights have been taken into account. Refer to the MEL for serviceability
requirements.
ii) FMS initialisation
Ensure the flight number in the FMC page matches the flight number filed in item 7 of
the ICAO ATS Flight Plan. Use the ICAO airline code, not the IATA format. The flight
number is up to seven characters long – do not use any extra leading zeroes, dashes
or spaces.
iii) In-flight Procedures
Suitably equipped Air Traffic Control units will automatically provide all aircraft
transmitting valid ADS-B data with an ADS-B based separation service.
If the transponder is selected to ON/AUTO, then ADS-B is operational. Selection of
“STBY” inhibits ADS-B transmissions as well as SSR interrogation replies.
The transponder “IDENT” button is used to transmit an ADS-B ident if requested by
ATC. Company aircraft automatically transmit altitude.
To preserve SSR or TCAS operations, do not switch off the transponder or altitude
reporting when instructed to stop transmitting ADS-B data or ADS-B altitude.
The application of ADS-C/ADS-B technology provides ATC with a real-time display of
aircraft position and trajectory and they are fully aware if a flight is not complying with
its ATC clearance.
In the event of an ADS failure, resume normal position reporting by voice or CPDLC.
iv) Emergency Procedures
Squawking an emergency code (i.e. A7500 / A7600 / A7700) will generate an
emergency indication on the controller’s situation display whilst in ADS airspace
(outside radar control).
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If the Flight Crew do not verbally communicate the nature of the emergency to ATC,
the controller may initiate procedures for suspected Unlawful Interference using the
phraseology “Callsign, Confirm Squawking # # # #”.
If no response is received from the pilot within a reasonable time, ATC will assume
the possibility of unlawful interference.
8.3.3.12.d
Phraseology
Phraseology for ADS-B operations is very similar to that used in a radar environment, the
difference being that ATC are relying on data transmitted by ADS-B instead of a radar
return and transponder signal.
The generic term “IDENTIFIED” may be used by ATC to imply either radar or ADS
identification.
Circumstance
Termination of ADS-B
service
ADS-B equipment
degradation
ATC Phraseology
“Identification terminated Action: Continue flight in accordance with non(due...)”
“ADS-B out of service”
To request the capability
“Advise ADS-B
of the ADS-B equipment
capability”
To request the pilot to
reselect the aircraft
identification
To request the operation
of the IDENT feature
Aircraft Response
“Re-enter ADS-B aircraft
identification”
“Transmit ADS-B ident”
ADS-B procedures
Action: Continue flight in accordance with nonADS-B procedures
“ADS-B transmitter, ten ninety datalink*,
Greaterbay xxx”
or “Negative ADS-B, Greaterbay xxx”
Action: Re-enter the flight number in the FMS
Note: this is not possible with some FMS
standards
Action: Press the IDENT pb on the ATC
transponder
“Unable, Greaterbay xxx”
To request termination of
“Stop ADS-B
the ADS-B transmitter
transmission (squawk
operation
xxxx only)”
Note: ADS-B controls are integral with the
transponder meaning that independent
operation of the two systems is not possible.
Selection of the transponder to STBY mode will
inhibit ADS-B, SSR and TCAS
To request transmission
“Transmit ADS-B
Action: Ensure that the ALT RPTG selector on
of pressure altitude
altitude”
the transponder is set to ON
To request termination of
“Unable, Greaterbay xxx”
pressure altitude
“Stop ADS-B altitude
Note: The transponder and ADS-B transmitter
transmission because of
transmission”
are coupled. Turning altitude reporting off will
faulty operation
also put the TCAS in STBY mode
*“TEN NINETY DATALINK” is the standard phraseology for the aircraft’s 1090MHz
“extended squitter” capability.
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8.3.3.13
Controller-Pilot Datalink Communication (CPDLC)
8.3.3.13.a
Introduction
The AFN logon address is normally the same identifier as the FIR.
Controller-Pilot Datalink Communications (CPDLC) provides surveillance and direct
controller-pilot communications capabilities to appropriately equipped aircraft beyond the
range of existing radar and VHF voice, using pre-defined message sets with a free text
option for non-routine messages.
CPDLC is considerably safer and more reliable than voice communications, as it reduces
voice errors and misinterpretations, increases clarity and helps reduce communications
delays.
Automatic Dependent Surveillance (ADS) is the surveillance component and CPDLC is
the communications component of the ATC system. ADS negates the requirement to
provide regular position reports as these are managed automatically by the ADS system.
CPDLC supports the following services:
i) Emergency alerting;
ii) Pilot-Controller downlink of ATC position reports, requests and queries;
iii) Controller-Pilot uplink of ATC clearances, instructions and replies;
iv) Free Text to supplement standard reports and clearance.
8.3.3.13.b
Area of Operations
The following countries and FIRs utilise CPDLC:
i) Australia;
ii) Chennai FIR;
iii) Fukuoka FIR (oceanic airspace only);
iv) Kolkata FIR;
v) Mongolia;
vi) Mumbai FIR;
vii) New Zealand;
viii) Oakland ACC;
ix) Singapore.
8.3.3.13.c
LOGON Procedures
The aircraft shall “LOGON” to the ground system via the FMC – ATS Facility Notification
(AFN) LOGON process to establish CPDLC and ADS connections. AFN LOGON
addresses for a specific flight are shown in the body of the OFP under the FREQ field at
the FIR boundary. The en-route charts list the AFN Logon at each FIR boundary.
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The AFN LOGON aircraft callsign is the filed flight identifier. LOGON should be completed
between 15-45 minutes prior to STD when departing from airfields within CPDLC airspace
or approximately 15 minutes before the relevant FIR boundary.
CAUTION: Repeated LOGONs will overload the buffer and may prevent a successful
logon.
8.3.3.13.d
Position Reporting
A crew-initiated CPDLC position report is required at an FIR boundary, irrespective of the
ADS connection status. This confirms that the ATS Unit (ATSU) holds the status of Current
Data Authority. In addition, an initial position report shall be made on VHF, or HF with a
SELCAL check, to establish a secondary means of communication. If unable to establish
a CPDLC connection, ATC should be advised.
The ADS function will normally eliminate the need for position reporting.
Note: Do not add waypoints on the FMC LEGS/RTE pages to avoid these points being
transmitted to ATC via CPDLC.
8.3.3.13.e
Protocol
The use of Free Text should be kept to a minimum and should only be used when an
appropriate pre-formatted message element does not exist.
Each CPDLC downlink should contain only a single request.
Use of WILCO means acceptance of the FULL terms of the uplink message.
Controller-Pilot dialogues opened by voice should be closed by voice. Dialogues opened
by CPDLC should be closed by CPDLC.
Cruise climb/route modification requests are not processed in certain FIRs and should be
requested by VHF or HF.
8.3.3.13.f
Transfer of Datalink Services
Transfer to the next ATS unit is normally “address forwarded” automatically at the FIR
boundary. If the next ATS Unit is not active within 5 minutes, terminate the connection then
logon to appropriate ATS Unit.
8.3.3.13.g
Termination of Datalink Services
CPDLC connections will be terminated at the FIR boundary position or when entering
radar coverage.
Example: Contact Singapore Radar 132.7 – On receipt of WILCO, ATC will send the END
SERVICE message indicating connection is terminated.
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8.3.3.13.h
Datalink Failure
If a datalink connection failure is recognised, establish communications on VHF, HF or
SATCOM. In the event of ADS failure, resume normal reporting by CPDLC or voice.
8.3.3.13.i
Emergency Procedures
Downlinking the EMERGENCY REPORT page automatically declares an emergency and
switches ADS ARMED mode to EMERGENCY mode. ATC will respond with either a voice
message or CPDLC uplink of “ROGER”. A crew response is not required to this message.
Voice contact should be established as soon as practicable.
8.3.3.13.j
Inadvertent ADS Emergency Activation / Unlawful Interference
When the ADS EMERGENCY mode is activated WITHOUT a downlink of the
EMERGENCY REPORT or a voice confirmation, and the aircraft appears to be
maintaining normal operations (e.g. not in descent or performing abrupt manoeuvres),
ATC will assume that the aircraft may be subject to unlawful interference.
To confirm if the activation of the ADS EMERGENCY mode was covert or inadvertent,
ATC will uplink a “CONFIRM ADS-C EMERGENCY” message.
The crew shall check the status of the aircraft’s ADS EMERGENCY mode. If the
EMERGENCY mode has been activated inadvertently, the crew shall select
EMERGENCY mode to “OFF” and advise ATC by voice or by the CPDLC Free Text
downlinks “ROGER” then “ADS-C RESET”.
If the aircraft continues with the ADS EMERGENCY mode activated, ATC will assume the
aircraft has an Emergency situation and follow normal alerting procedures.
8.3.3.13.k
Abnormal Procedures
When operating in airspace with RCP and RSP requirements, if the ATC datalink
application or the communication means associated with a required RCP or RSP
specification are lost, crew should notify ATC that RCP and/or RSP capability is lost.
8.3.3.14
Traffic Information Broadcast By Aircraft
8.3.3.14.a
General
Traffic Information Broadcast by Aircraft (TIBA) may be introduced as a temporary
measure in designated airspace where communications are degraded or unavailable. This
will be notified by NOTAM, together with the VHF frequency to be used.
8.3.3.14.b
Listening Watch
One VHF should be set to the normal ATS frequency and the other to the TIBA frequency.
A listening watch shall be maintained on the designated frequency from 10 minutes before
entering the designated area until leaving the designated area.
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8.3.3.14.c
Broadcast Procedure
When a loss of normal communications requires TIBA procedures to be implemented,
pilots shall make broadcasts on the appropriate TIBA frequency as follows:
i) 10 minutes before entering the designated airspace or, for a pilot taking-off from an
airport located within the lateral limits of the designated airspace, as soon as
appropriate;
ii) 10 minutes prior to crossing a reporting point;
iii) 10 minutes prior to crossing or joining an ATS route;
iv) At 20 minute intervals between distant reporting points;
v) 2 to 5 minutes, where possible, before a change in Flight Level;
vi) At the time of a change in Flight Level;
vii) At any other time considered necessary by the pilot.
Normal position reporting procedures should be continued at all times, regardless of any
action taken to initiate or acknowledge a traffic information broadcast.
TIBA broadcasts should NOT be acknowledged unless a potential conflict exists.
For examples of broadcasts and associated procedures, refer to FDProX > Pubs >
General Airway Manual > Air Traffic Control > International Civil Aviation Organisation TIBA - Annex 11.
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8.3.3.15
Flight in Schedule 8 Navigation Areas
8.3.3.15.a
General
It is prohibited to operate a flight of over 500nm through any part of a Schedule 8
Navigation Area, unless article 18(4) of the AN(HK)O is complied with.
For the Company’s normal area of operations, the only applicable area is Area M
(Southern Asia) which extends to the north-west of the intersection of latitude 30°N and
longitude 110°E.
For operations which enter areas notified in Schedule 8, a note to that effect will be
included in the route briefing.
8.3.3.15.b
Required Equipment
Prior to takeoff, and prior to entry into any part of a Schedule 8 Navigation Area, the
following equipment shall be serviceable:
2 x Flight Management Computers;
2 x DMEs;
2 x VORs;
2 x GPS;
1 x Weather Radar.
8.3.3.15.c
Navigational Accuracy
Accurate navigation must be verified prior to entry into any part of a Schedule 8
Navigation Area.
A degradation of FMC Navigation Accuracy will be indicated by an alert message as
described in the FCOM Supplementary Procedures. Additional action is only required if an
alert message is shown, or if course deviation is suspected.
In the event that any of the required equipment fails after entry into a Schedule 8
Navigation Area, crew shall use all available means to ensure navigational accuracy,
including the use of radar data from ATC.
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8.3.3.16
Communications Equipment Requirements
8.3.3.16.a
IFR Flights Within VHF Coverage
Two VHF radios capable of two-way communications are required.
8.3.3.16.b
Flights Outside VHF Coverage
Two Long Rage Communications Systems (LRCS) are required. This requirement is
satisfied by the availability of:
2 HF radios; or
1 HF radio + SATCOM Voice capability.
8.3.4
Altimeter Setting Procedures
8.3.4.1
General
The aircraft altimeter system, the altimeter tolerances and the associated procedures are
described in the FCOM.
All altimeter related errors are to be treated as reportable incidents by mean of an ASR.
All altimeters shall be checked for accuracy within the published FCOM limits prior to
flight.
The “IN” setting on the EFIS Control Panel BARO Selector shall be used when altimeter
settings are given in Inches of Mercury, even when a hectopascal equivalent is given.
Before flight, a check shall be carried out to ensure that the difference between each
altitude indication (using the QNH reference) displayed on the PFDs and the airport
elevation is less than 75ft.
Reports to ATC should not be made before reaching or leaving a particular altitude/Flight
Level.
8.3.4.2
Types of Altimeter Settings
The three different types of altimeter settings are QNE (1013.25 hPa / 29.92 inHg), QNH
and QFE. As indicated below, each setting will result in an altimeter indication which
provides a measure of the vertical distance with regard to the ICAO Standard Atmosphere
(ISA) above the particular reference datum shown:
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Altimeter Setting
Reference Datum
Altimeter Indication
QNE
1013.25 hPa / 29.92 inHg
Flight Level
QNH
Local mean sea level pressure
Altitude
QFE
Airport elevation
Height Above Aerodrome Level
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8.3.4.3
Metric Altimetry
The correct conversion tables must be used for metric altimetry. Certain regions, e.g.
China and Mongolia, have a specific conversion factor resulting in a specific set of
equivalent altitudes or Flight Levels.
Before beginning a flight from, to or over regions where metric altimetry is used, the
Commander must ensure that appropriate conversion means are available and referenced
by both Flight Crew members.
8.3.4.4
QFE Operation
QFE is not approved as an altimeter reference for Company aircraft, but may be
encountered at some airports within the region.
For flights to/from airports which use QFE:
i) Altimeters shall be set to QNH. If this is not available from ATC, it can be calculated
by adding the charted ‘Rwy Elev’ pressure difference to the reported QFE;
ii) When cleared to a height, the primary reference is the ‘ALT/HEIGHT’ conversion table
on the charts;
iii) If an ‘ALT/HEIGHT’ conversion table is not available, add the airport elevation to the
cleared height, round the resulting value to the nearest 100ft, then set this altitude in
the MCP Altitude window.
8.3.4.5
Altimeter Setting Procedures
8.3.4.5.a
General
The PF and PM shall call Transition Altitude and Transition Level as appropriate, and
check all altimeter sub-scales are set correctly.
Whenever altimeter settings are altered, both pilots shall repeat the numerals they are
setting and cross-check the altimeters.
Where Transition Levels and Transition Altitudes have been established, reports of vertical
position will be expressed as follows:
i) At or below Transition Altitude, in terms of altitude indicated by the altimeter set to
QNH. At or above Transition Level, in terms of Flight Levels, indicated by the altimeter
set to standard pressure.
8.3.4.5.b
Departing
Departing aircraft shall use QNH whilst climbing until passing Transition Altitude,
thereafter using standard pressure.
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8.3.4.5.c
Descending
QNH shall normally be set on descending through the Transition Level or, where no
Transition Level is published by the State, after clearance to an altitude.
However, QNH should be set and vertical position related to QNH after clearance below
Transition Level has been received and descent commenced, provided level flight above
the Transition Level is not anticipated.
8.3.4.5.d
Approaching Assigned Altitudes/Levels
The altitude select and alert system, if applicable, shall be used throughout the flight.
Approaching an assigned level or altitude, pilots will cross-check altimeters at 1,000ft
before reaching. The call to be used will be “ONE THOUSAND TO GO”.
When cross-checking altimeters, the ATC assigned altitude will also be checked. A crosscheck by the Captain and FO will be made at each altimeter call.
8.3.4.5.e
Approach
For non-precision and CAT I approaches, the barometric altimeters must be used to
determine the MDA or DA. For CATII/III approaches, the radio altimeter must be used to
determine the DH.
8.3.4.6
Metric (m) to Imperial (ft) Conversion
8.3.4.6.a
General
A clearance in metres shall be converted to its equivalent value in feet.
The primary method of conversion is the Metric Conversion Card. Each pilot shall have
the Metric Conversion Card in a position where it is readily available for reference.
For flight at altitudes below Transition Level, airport charts that are metric based will either
have the conversion to feet in brackets next to the metric value or tabulated on the chart.
These converted values may not be easily set on the MCP which has increments of only
100ft (e.g. 2,400m = 7,875ft). The conversion system has an allowance of 30m,
approximately 100ft built in so it is acceptable for crew to round up or round down, to the
nearest 100ft figure and set this in the MCP.
This applies to all procedural altitudes, missed approach altitudes and radar vectoring
altitudes where the clearance given is in metres.
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8.3.4.7
Conversion Procedure
Upon receiving and having read back a metric ALT/FL ATC clearance:
i) The PF shall set the corresponding imperial ALT/FL in the altitude selector according
to the conversion table or STAR/SID/APPROACH Chart as applicable, and proceed
with the Standard callout;
ii) The PM shall crosscheck the corresponding imperial ALT/FL against the conversion
table and verify the FMA in accordance with standard operating procedures.
Note: In no case shall the metric display on the PFD be used as reference for setting the
cleared metric ALT/FL.
8.3.4.8
Altimeter Discrepancies in Flight
Refer to FCOM / QRH.
8.3.4.9
IFR Flight Level Tables – Semi Circular Rules
An IFR flight operating in level cruising flight above 3,000ft AMSL outside controlled
airspace shall be flown at a cruising level appropriate to its track as specified below.
8.3.5
Altitude Alerting System Procedures
The Altitude Alerting systems are described in the FCOM.
The purpose of the altitude alerting system is to alert the Flight Crew by the automatic
activation of a visual and/or an aural signal when the aircraft is about to reach or is leaving
the pre-selected altitude / Flight Level. The system and its operation shall ensure accurate
altitude adherence is maintained during all phases of the flight.
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Whenever a change in cleared altitude or Flight Level is notified by ATC, or instigated by
the Flight Crew during a cleared procedure such as an instrument arrival or approach, the
altitude alerting system is to be reset to each new cleared altitude or flight level.
Depending upon type-specific procedures, phase of flight or use of the auto-flight system,
this will be completed by the Pilot Flying or Pilot Monitoring and notified to the other pilot
who will cross-check that the setting is appropriate and then verbally acknowledge the
change.
Note: Care must be exercised when resetting altitude alerting devices which are integral
with the Autopilot and Flight Director System (AFDS) in order to prevent any unplanned
aircraft excursion.
The use of the altitude alerting system does not in any way release the Flight Crew from
the responsibility of ensuring that the aircraft levels off or will be levelled off at the correct
altitude or flight level.
8.3.6
Ground Proximity Warning
8.3.6.1
General
The Enhanced Ground Proximity Warning System (EGPWS) is designed to alert the Flight
Crew that the aircraft position relative to the terrain is abnormal and, if not corrected, could
result in controlled flight into terrain (CFIT).
The operational function of the Ground Proximity Warning System (GPWS) or Terrain
Avoidance Warning System (TAWS is GPWS with a forward-looking terrain avoidance
function) is described in the FCOM. The associated operational procedures are detailed in
the FCOM and the QRH. Operational dispatch restrictions are detailed in the relevant
aircraft MEL.
8.3.6.2
Policy
All EGPWS warnings shall be treated as genuine. In VMC the warning may indicate a loss
of situational awareness. Immediate action in accordance with FCOM procedures shall be
taken without delay.
Controlled flight into terrain (CFIT) remains a major cause of accidents to commercial
flights. Many of the aircraft that have suffered CFIT accidents were fitted with GPWS, but
the crew either ignored the warning or failed to respond adequately. Crew shall be aware
of the potential to become complacent when operating advanced technology aircraft
systems. This is most dangerous when operating below MSA. A large proportion of CFIT
accidents occur inside the outer marker. It is the responsibility of the Commander to
develop and implement a plan which employs all available resources to ensure adequate
terrain clearance is maintained throughout a flight. When unacceptable proximity to terrain
or obstacles is detected by any Flight Crew member or the GPWS, the Commander or the
pilot to whom conduct of the flight has been designated shall ensure that corrective action
is initiated immediately to establish a safe flight path clear of terrain.
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8.3.7
TCAS
8.3.7.1
General
TCAS II (the generic term is ACAS II - Airborne Collision Avoidance System) provides
Flight Crew with an independent back up to visual search and the ATC system by alerting
crew to collision hazards, independent of any ground-based aids which may be used by
ATC for such purposes. Flight Crew need to understand the operational principles and
correctly apply the normal operating procedures to maximise the operational
effectiveness. TCAS utilises Mode S technology.
8.3.7.2
Policy and Procedures
The TCAS traffic display is designed to support the visual detection of other aircraft in
close proximity but is not a replacement for a proficient Out-of-the-window visual scan.
The TCAS shall be selected to TA/RA for all phases of flight. Selection of TA mode may be
required in certain conditions where aircraft performance is limited by an in-flight failure
and this will be detailed in the associated Emergency or Non-Normal Checklist.
Respond to TAs by attempting to establish visual contact with the intruder aircraft and
other aircraft that may be in the vicinity. Coordinate to the degree possible with other crew
members to assist in searching for traffic. Do not deviate from an assigned clearance
based only on TA information. For any traffic that is acquired visually, continue to maintain
safe separation in accordance with current regulations and good operating practices.
Pilots should not make horizontal manoeuvres based solely on information shown on the
traffic display. Slight adjustments in vertical speed while climbing or descending, or slight
adjustments in airspeed while still complying with the ATC clearance are acceptable.
Where a conflict exists between the RA commanded manoeuvre and an ATC instruction,
the commanded RA manoeuvre shall be followed.
Climb and descent rates should be limited to a maximum of 1,000ft/min when in close
vertical proximity to other traffic and approaching the assigned level to minimise nuisance
TCAS warnings. This is not a requirement unless conflicting traffic is a factor.
Operations with an inoperative TCAS system are permitted (including within RVSM
Airspace) provided the flight complies with any applicable MEL procedures.
The procedures applied for the provision of Air Traffic services to aircraft equipped with
TCAS is identical to those applicable to non-TCAS equipped aircraft. There is no
requirement to annotate the Flight Plan or declare to ATC if the TCAS is unserviceable.
Provided that the aircraft transponder is reporting altitude, it will be visible to other aircraft
operating TCAS II equipment.
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All Company aircraft are fitted with the TCAS 7 system and it is to be used at all times
when airborne in accordance with the procedures laid down in the FCOM for the
applicable aircraft type (B737).
8.3.7.3
R/T Phraseology
Refer to OM-A 8.10.1.17
8.3.7.4
Incident Reporting
Refer to OM-A Chapter 11
8.3.8
Policy and Procedures for In-flight Fuel Management
8.3.8.1
In-flight Fuel Checks
In-flight fuel monitoring is made using the Operational Flight Plan (OFP).
The Commander shall ensure that fuel checks, at waypoints and/or at least every 30
minutes, are carried out in flight.
The usable remaining fuel must be recorded and evaluated to:
i) Compare actual consumption with planned consumption;
ii) Check that the usable remaining fuel is sufficient to complete the flight;
iii) Determine the expected usable fuel remaining on arrival at the destination airport.
Record the time of observation. Subtract "Fuel Used" from the block fuel (recorded before
engine start) and compare this figure with the Actual Fuel on Board. The lower of the two
figures shall be used when making any decisions based on fuel available. This type of
monitoring will aid in the detection of fuel leaks and provide a basis for calculations in case
of either Fuel Quantity Indication (FQI) or Fuel Used Indication (FUI) failure during flight.
However, without any failure or fuel leak, some discrepancies can be evidenced. This may
be due to:
i) APU consumption;
ii) FQI errors on block fuel and on FOB;
iii) FUI tolerance;
iv) FQI errors caused by water freezing in the fuel tanks.
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8.3.8.2
In-flight Fuel Management
8.3.8.2.a
General Requirements
Airborne fuel usage must be monitored, with the aim of ensuring that throughout the flight
the fuel on board remains sufficient to satisfy the requirements listed below.
The Commander shall request delay information from ATC when unanticipated
circumstances may result in landing at the Destination airport with less than the Final
Reserve Fuel plus any fuel required to proceed to an Alternate airport.
8.3.8.2.b
Company Minimum Reserve (CMR)
CMR is the minimum fuel expected to be available on arrival at the Destination missed
approach point (MAP) and is the sum of:
i) The fuel required to proceed to the chosen Alternate airport;
ii) Contingency Fuel applicable to (i);
iii) Sufficient fuel to enable the flight to hold for a period of 30 minutes at a height of
1,500ft AAL at the aircraft’s estimated landing weight at the Alternate airport.
8.3.8.2.c
Use of En-route Alternate (ERA)
As the flight progresses, updated assessments of the fuel remaining at the Destination will
continue to be made.
For flights that have been dispatched using an ERA to reduce the Contingency Fuel, on
passing overhead or abeam the ERA the fuel expected to remain at the MAP of the
intended Destination should not be less than CMR.
The decision, in light of the fuel required, regarding continuing to the Destination or
diverting to an En-route Alternate, should be made at a point where diversion is still
feasible.
8.3.8.2.d
Use of Isolated Airports
WARNING
Isolated Airport (Island Reserve) operations are not authorised.
8.3.8.2.e
Re-Clearance In Flight
For flights that use the Re-clearance In Flight procedure, when passing over or abeam the
nominated Destination airport (re-clearance point), the fuel expected to remain at the MAP
of the new Destination should not be less than CMR, otherwise the flight shall only
continue to the original Destination.
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8.3.8.3
Predicted Reduced Fuel State – Destination
8.3.8.3.a
If it becomes apparent that the fuel remaining is close to the CMR, the Commander must
take appropriate action as follows:
Whilst en-route, options generally available are:
i) Reduce aircraft speed (LRC or Max Range Speed);
ii) Obtain a more direct routeing;
iii) Fly closer to the optimum FL (taking the wind into account);
iv) Select a closer “suitable” alternate airport to reduce the CMR;
v) Land and refuel.
8.3.8.3.b
If, after having taken the actions above, it becomes obvious that a flight will not arrive at
the Destination with the required CMR, the flight may continue to the planned Destination,
provided that the fuel remaining on landing will be not less than Final Reserve Fuel, and
that all of the following conditions are satisfied:
i) There must be no ATC delays forecast for the flight’s ETA at the destination;
ii) There must be at least two geographically separate runways available for use which
meet the performance criteria for the aircraft;
iii) Runway braking action must be better than medium (if reported);
iv) The actual weather and that forecast for the flight’s ETA at the Destination must be at,
or better than, the Minima for Filing as an Alternate for the non-precision approach aid
with the higher minima serving the two runways being considered in ii. above;
v) In addition, the surface wind shall be within the normal crosswind limits for the crew
and the aircraft type;
Where these conditions are not satisfied, the flight must divert to an en-route airport for
refuelling.
8.3.8.3.c
If, after commencing descent, an unforeseen situation develops which may cause the
expected amount of fuel at the Destination MAP to drop below CMR fuel, the flight may
continue to the Destination airport provided that the fuel remaining on landing will be at
least equal to Final Reserve Fuel. However, the Commander must, in electing to continue
rather than proceed to the Alternate, ensure that all relevant factors are taken into
consideration with particular reference to the reason for the delay, weather deterioration
and runway availability at the Destination and Alternate.
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8.3.8.4
Diversion to an Alternate
8.3.8.4.a
When a diversion is necessary, the following considerations should be taken into account:
i) Notwithstanding the Alternate airport nominated on the ATS Flight Plan, conditions
permitting, consideration should be given for the flight to be diverted to a Company
Destination, or an airport that may be better suited for operation handling;
ii) The Company or its agents, if contactable, should be informed of the intended
Alternate. However, if they recommend a different airport, then, conditions permitting,
the diversion should be made to that airport;
iii) The Alternates listed on the OFP should not be taken as limiting. If operational
circumstances demand, any airport that is deemed appropriate may be used as an
Alternate;
iv) If a diversion to the flight planned Alternate becomes necessary, it should be planned
so as to arrive with at least 30 minutes of holding fuel.
Note 1: When a diversion is prompted by technical malfunction or structural damage to the
aircraft (e.g. multiple birdstrikes, hail), crew should be aware of the possible increase in
fuel burn when calculating their diversion fuel requirement.
Note 2: Should diversions or in-flight re-nomination of Destination/Alternate be necessary,
crew shall make an entry in the OFP to highlight this.
8.3.8.5
Minimum Fuel Operation
8.3.8.5.a
Minimum Fuel
A pilot shall declare ‘MINIMUM FUEL’ when, having committed to land at a specific airport,
the pilot calculates that any change to the existing ATC clearance to that airport may result
in landing with less than planned Final Reserve Fuel.
Minimum Fuel is NOT an emergency situation and the pilot should not expect any form of
priority handling. The aircraft can still operate normally in accordance with the last
clearance, but is committed to land at the nominated airport and cannot divert to another
airport.
However, if the aircraft is subject to any subsequent delay, or when an Estimated
Approach Time (EAT) has been issued and additional delay is expected, an emergency
situation could develop.
8.3.8.5.b
Fuel Emergency
A pilot shall declare ‘MAYDAY, MAYDAY, MAYDAY FUEL’ when the calculated usable fuel
predicted to be available after landing at the nearest airport is less than the planned Final
Reserve Fuel (30 mins holding).
This is an emergency and the aircraft shall be given priority over other traffic in the landing
sequence. The aircraft will be committed to a landing, as in the event of any delay or a goaround there may be insufficient fuel remaining for a safe landing.
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8.3.8.5.c
Standard Phraseology
The standard phraseology to be used in a MINIMUM FUEL scenario is as follows:
Pilot transmission
Controller transmission
Callsign, MINIMUM FUEL
Callsign, ROGER (NO DELAY EXPECTED or EXPECT (delay
information))
The standard phraseology to be used in a FUEL EMERGENCY is as follows:
8.3.8.5.d
Pilot transmission
Callsign, MAYDAY, MAYDAY, MAYDAY FUEL
Controller transmission
Callsign, MAYDAY FUEL ROGER
Holding Procedures
ATC will advise pilots of ‘no delay’ to commencing an approach when any anticipated
traffic management, e.g. radar vectors or holding, will be for a period of up to 15 minutes.
(This procedure caters for sequencing traffic after a runway change, the repositioning of
traffic after a missed approach or a brief peak traffic period, etc.). However, if an aircraft is
instructed to hold, prior to entering the holding pattern the pilot will be given an EAT, or a
time at which to expect onward clearance, no matter what the expected delay.
8.3.8.6
Fuel Balancing
If an abnormal fuel feed procedure is used to balance fuel, the Commander shall be
informed and at least two Flight Crew members shall monitor the operation.
Flight Crew members shall apply the fuel balancing procedure in accordance with the
QRH. Fuel balancing procedures shall not be completed by memory.
8.3.9
Adverse Weather
8.3.9.1
Policy
Flights shall NOT be planned to operate at any airport when any of the following
conditions are present unless sufficient fuel is carried to permit a diversion to a suitable
alternate in the event that the conditions still exist at the actual time of operation at that
airport::
i) A thunderstorm is over the airport, or along the departure or arrival path;
ii) Windshear is greater than 20kt as reported by aircraft of a similar type below 3,000ft
AAL;
iii) Wind speeds or gusts that exceed 50kt or the evacuation device limits of the aircraft;
iv) Any wind that exceeds the AFM or Company limits;
v) Braking action is reported as “NIL”;
vi) The presence of freezing precipitation. Refer to OM-A 8.2.1.13;
vii) Volcanic ash;
viii) Icy runways;
ix) Microburst Alerts or Advisories are in effect.
Operation at an airport where any of the above conditions exist is not permitted.
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8.3.9.2
Hot Weather Operations
High ground temperatures can have a detrimental effect on aircraft operation. The
following information is intended to supplement normal operating procedures.
8.3.9.2.a
Taxi for Departure
When operating in areas with high ambient temperatures, brake temperatures may be
reached which can cause the wheel fuse plugs to melt and deflate the tyres. Excessive
braking should be avoided. Intermittent brake usage provides a cooling period between
applications. Allow the aircraft to accelerate, then brake to a taxi speed of approximately
10-15kt and then release the brakes.
8.3.9.2.b
Brake Cooling
i) A series of short flight sectors without additional in-flight brake cooling can cause
excessive brake temperatures, as the energy absorbed by the brakes from each
landing is cumulative;
ii) Extending the landing gear a few minutes earlier on the approach will provide
sufficient cooling for a landing with cool tyres and brakes;
iii) Brake Temperature Indicators (if installed) may be used for crew guidance when
assessing brake energy absorption. These do not indicate a stabilised value until
approximately 15 minutes after the final brake application;
iv) Use of full reverse thrust immediately after touchdown gives the maximum braking
benefit;
v) Once the nosewheel has been lowered to the runway, consider cancelling Autobrake;
vi) Consider runway occupancy time and traffic flow when assessing which runway exit to
use.
8.3.9.2.c
Altimeter Corrections
The Pressure Altimeter will under read the actual aircraft altitude in high ambient
temperatures. Crew will notice that at the OM or ILS DME altitude check, the altimeter
may indicate lower than published with the aircraft stabilised on the glideslope. For
example, for a 5 DME altitude check with an OAT of +34°C, the altimeter will read
approximately 200ft lower than the published check altitude.
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8.3.9.3
Thunderstorms
8.3.9.3.a
Hazards
Thunderstorms contain several of the most severe aviation weather hazards. They are
often accompanied by strong wind gusts, severe turbulence, windshear, lightning, heavy
rain showers, severe icing and hail. The most important hazards are:
i) Turbulence
Potentially hazardous turbulence is present in all thunderstorms due to updraughts
and downdraughts creating strong vertical and horizontal windshear. The turbulence
can extend more than 5,000ft above the cloud tops down to ground level and 20nm
or more laterally from a severe storm. It can cause airframe damage and/or serious
injury to crew. Low level turbulent areas (e.g., gust fronts) also exist between the cold
downdraughts of a thunderstorm and the surrounding air ahead of the cell. Gust
fronts can cause a rapid and drastic change in surface wind up to 20nm ahead of the
thunderstorm. Often, a roll cloud on the leading edge of a storm marks the top of the
turbulent eddies in this shear and it signifies an extremely turbulent zone.
Note: It must be stressed that the storm clouds are only the visible part of a turbulent
system that extends over a much greater area.
ii) Icing
Supercooled water freezes on impact with an aircraft. Clear icing can occur at any
altitude above the freezing level, but at high levels, icing from smaller droplets may
be rime or mixed rime and clear. The abundance of supercooled water droplets
makes clear icing very rapid between 0°C and -15°C.
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iii) High Altitude Ice-Crystal Icing
High Altitude Ice-Crystal Icing or High Ice Water Content (HIWC) is the name for
atmospheric conditions where there are high concentrations of ice crystals. Such
conditions are typically associated with deep convection storms in the tropics and
subtropics.
HIWC usually occurs at temperatures below -20°C where there tends to be a
reduction in super-cooled liquid water and an increased ratio of ice particles. HIWC is
often linked with convective updrafts associated with large convective cells having
the ability to lift high concentrations of moisture to high altitudes where it can freeze
into very small ice crystals.
Over 60% of these HIWC events have occurred in Southeast Asia and Australasia.
Note: The term “icing conditions” typically refers to weather conditions below
25,000ft where supercooled liquid droplets form ice on cold airframe surfaces such
as the wings and fuselage. In contrast, high altitude ice-crystal icing conditions
connected to engine power loss are thought to be due to completely frozen ice
crystals.
HIWC can block pilot tubes and cause unreliable aircraft instrument readings
(e.g. airspeed). In addition, engine power loss events resulting from HIWC have been
associated with both strong and weak, or decaying, convective environments.
Approximately 20% of engine events occur in strong convection, while the remaining
80% have occurred in weak convection associated with the convective anvil.
If practical, the probability of HIWC encounters can be reduced by minimising the
length of planned track through large areas of cirrus cloud associated with:
Tropical cyclones (e.g., typhoons);
Ex-tropical cyclones over land and water;
Large areas of strong convective activity at the Inter Tropical Convergence
Zone (ITCZ);
The downwind cirrus anvil of large convective cells.
iv) Hail
As a general rule, the larger the thunderstorm, the more likely it will produce hail. Hail
has been encountered as high as FL450 in completely clear air and may be carried
up to 30nm downwind from the thunderstorm. Flight Crew should anticipate possible
hail from any thunderstorm, especially beneath the anvil of a large thunderstorm.
Flight Crew should allow at least 20nm clearance around a thunderstorm. Flight
beneath the cirrus anvil overhang should be avoided.
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v) Low Ceiling and Visibility
Generally, visibility is near zero within a thunderstorm cloud. The hazards and
restrictions created by low ceiling and visibility are increased when associated with
the other thunderstorm hazards. In addition to low and fluctuating ceilings, heavy
(and even moderate) rain associated with thunderstorms can cause reduced visibility,
including rapid drops and rapid fluctuations.
vi) Contaminated Runways
Heavy or moderate rain can lead to contaminated runways and even flooding. Also,
extended periods of light rain can result in contaminated runways. This can pose a
threat of reduced braking action, increased landing and takeoff distances required,
and aquaplaning/hydroplaning.
vii) Effect on Altimeters
Local pressure variations can occur in or very close to a thunderstorm at all heights.
This, together with local gusts, may give rise to errors in the indications of altimeters
and vertical speed indicators. There is some doubt as to the magnitude of altitude
errors but there is evidence that they can be as much as ± 1,000ft. It is essential, for
ground clearance purposes, that due allowance is made for such errors when flying
in or near thunderstorm areas. Near the surface, periods of heavy rain are an
indication of the likelihood of pressure variations and gusts.
An accurate and updated altimeter setting shall be obtained from the relevant ATC
unit.
viii) Lightning
Lightning occurs at all levels in a thunderstorm. Aircraft have been struck by lightning
at altitudes ranging from the ground up to FL430 and distances several miles from
the cell. However, most lightning strikes occur when aircraft are operating in one or
more of the following conditions:
Within +10°C and -10°C of the freezing level;
Within 5,000ft of the freezing level;
In areas of light precipitation;
In clouds including debris clouds;
In thunderstorm generated cirrus;
In clear air under thunderstorm anvils;
Near large downdrafts of updrafts.
Note: Lightning intensity and frequency have no simple relationship to other storm
parameters but, as a rule, severe storms have a high frequency of lightning.
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Lightning strikes can have varied effects on aircraft. Structural damage is usually
minor but has the potential for it to be severe. A lightning strike may interrupt
electrical circuits and may cause damage to aircraft electrical systems, instruments,
avionics and radar. Flight Crew are not immune to the effects of lightning strikes.
Temporary loss of night vision can occur due to flash blinding, however selecting the
Flight Deck lighting to maximum intensity can minimise the effect.
ix) Engine Water Ingestion
Jet engines have a limit on the amount of water they can ingest. Updrafts are present
in many thunderstorms, particularly those in the development stages. If the updraft
velocity in the thunderstorms approaches or exceeds the terminal velocity of the
falling raindrops, very high concentrations of water may occur. It is possible that
these concentrations can be in excess of the quantity of water engines are designed
to ingest. Therefore, severe thunderstorms may contain areas of high water
concentration which could result in flameout and/or structural failure of one or more
engines.
When heavy rain or hail is encountered:
Select Start Switches to CONT/FLT. Engine parameter fluctuations may be
expected, particularly a noticeable drop in EGT. It is not necessary to adjust the
thrust lever as there is actually no thrust loss during these conditions. Normal
engine parameters can be expected to return immediately upon leaving the
area of heavy precipitation.
Flight through extremely heavy precipitation should be avoided.
8.3.9.3.b
Thunderstorm Avoidance
General
It is Company policy to avoid thunderstorms:
i) Do not land or takeoff in the face of an approaching thunderstorm. Turbulent wind
reversal or windshear could cause loss of control;
ii) Do not attempt to fly under a thunderstorm, even if you can see through to the
other side. Turbulence and windshear under the storm could be extremely
hazardous;
iii) Do not fly without airborne radar into a cloud mass containing scattered
embedded thunderstorms. Scattered thunderstorms not embedded can usually
circumnavigated visually;
iv) Do not trust the visual appearance to be a reliable indicator of the turbulence
inside a thunderstorm;
v) Do avoid by at least 20nm any thunderstorm identified as severe or giving an
intense radar echo. This is especially true under the anvil of a large Cb;
vi) Do remember that vivid and frequent lightning indicates the probability of a severe
thunderstorm;
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vii) Do regard as extremely hazardous any thunderstorm with tops 35,000ft or higher
whether the top is visually sighted or determined by radar.
Departure and Arrival
When significant thunderstorm activity is approaching within 15nm of the airport, the
Commander should consider conducting the departure or arrival from a different
direction or delaying the takeoff or landing. Use all available information for this
judgement, including PIREPs, aircraft radar, tower-reported winds, and visual
observations. In the terminal area thunderstorms should be avoided by no less than
10nm below 10,000ft. Many ATC radars are specifically designed to reduce or
exclude returns from weather, and in these cases little or no assistance can be given
by ATC.
It is recommended that any guidance given by ATC should be used in conjunction
with the aircraft’s own weather radar, in order to guard against possible inaccuracies
in the ground radar’s interpretation of the relative severity of different parts of a storm
area. Any discrepancies should be reported to ATC.
Gust fronts in advance of a thunderstorm frequently contain high winds and strong
vertical and horizontal wind shears, capable of causing an upset near the ground. A
gust front can affect an approach corridor or runway without affecting other areas of
the airport. Under such conditions, tower-reported winds and the altimeter setting
could be misleading.
Microbursts/Macrobursts (Downbursts) may also accompany thunderstorms. A
microburst is a violent short-lived descending column of air of 2nm or less in
diameter, whilst macrobursts (downbursts) are the same phenomena but of a larger
diameter. Microbursts and Macobursts are capable of producing horizontal winds
sometimes exceeding 60kt within 150ft of the ground. They commonly last one to five
minutes and may emanate from high-based cumulus clouds accompanied by little or
no precipitation (i.e. dry mircobursts), or may be associated with large cumulonimbus
(or Towering Cumulus – TCu) build-ups and be accompanied by heavy rainfall (wet
microbursts). With regard to dry microbursts, virga (rain that evaporates before
reaching the ground) and raised dust are likely the only signs.
Because of their relatively small diameter, airport anemometers and low level
windshear alert systems may not sense this phenomenon in time to provide
adequate warning of nearby microburst activity.
En-route
Flight data shows a relationship between turbulence above storm tops and the speed
of upper winds. When winds at the storm top exceed 100kt, significant turbulence
may be experienced up to 10,000ft above the cloud tops.
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Do not attempt to out climb or overfly a growing thunderstorm by less than 1,000ft for
each 10kt of windspeed at the top of the cloud, as this brings significant risks to flight
including severe turbulence and reduced stall/overspeed margins.
When possible, detour between the storm cells of a squall line rather than directly
above them. Keep the radar antenna tilted down during over flight to properly assess
the most severe cells, which may be masked by cloud formations.
Lateral Avoidance
At altitudes above the freezing level, supercooled rain and hail may indicate as only
weak radar echoes, which can mask extreme thunderstorm intensity. Avoid weak
radar echoes associated with thunderstorms by the following minimum distances:
Echo Characteristics
Flight
Altitude (ft)
Shape
Intensity
Gradient of
Intensity
Avoid by 10nm
echoes with ‘hooks’,
Avoid by 10nm
Avoid by 10nm
Below
‘fingers’, scalloped
echoes with
echoes with strong
20,000ft
edges or other
sharp edges or
gradients of
protrusions from the strong intensities
intensity
main storm return
At or Above
Avoid by 10nm
echoes showing
rapid change of
shape, height or
intensity
Avoid all echoes by 20nm
20,000ft
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Flight Near Thunderstorms
If flight closer than the minimum recommended distances is unavoidable, observe the
following precautions:
i) When it is necessary to fly near thunderstorms parallel to a line of cells, the
safest path is on the upwind side (the side away from the direction of storm
travel). Although severe turbulence and hail can be encountered in any direction
outside a thunderstorm, strong draughts and hail are more often encountered
outside the body of the cell on the downwind side;
ii) Avoid flight under the anvil. The greatest possibility of encountering hail is
downwind of the cell, where hail falls from the anvil or is tossed out from the side
of the storm. Hail has been encountered as much as 20nm downwind from large
thunderstorms;
iii) Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layers
may be formed by cumulonimbus tops and may contain hail, even though the
radar shows few or no returns;
iv) If ATC requirements make flight into unsafe conditions imminent, the
Commander should request a change of routeing and if necessary use his
emergency authority to avoid the severe weather conditions.
v) Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of
moderate or severe turbulence.
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8.3.9.4
Typhoons
8.3.9.4.a
General
Typhoons are low-pressure systems in the tropics that have a centre with gale force winds
(sustained winds) of 64kt (118km/h). The same phenomena are known in different parts of
the world as Tropical Cyclones (South Indian Ocean, South-West Pacific Ocean) and
Hurricanes (North Atlantic Ocean and Eastern North Pacific Ocean).
Typhoons occur in the North-West Pacific Ocean and primarily affect operations in China,
Vietnam and the Philippines. They are the world’s most active systems.
In Hong Kong, the typhoon season runs from April to October. However, they can occur at
any time of year.
Tropical cyclones are classified in accordance with the World Meteorological
Organisation’s recommendation by their maximum sustained wind speeds, and sea level
pressure near the centre. Japan, the Philippines, Hong Kong, Macau and Taiwan use the
following scale to classify typhoons, based in terms of wind speeds averaged over a
period of 10 minutes. This scale is also for regional exchange among Typhoon Committee
members.
Classification
Max Sustained Winds (km/h)
Max Sustained Winds (kts)
Tropical Depression
≤ 62
≤ 33
Tropical Storm
63 – 87
34 – 47
Severe Tropical Storm
88 – 117
48 – 63
Typhoon
118 - 149
64 - 80
Severe Typhoon
150 - 184
81 - 99
Super Typhoon
≥ 185
≥ 100
Note:
i) The sustained winds given in the table are based on a 10-minute average.
ii) Japan and Taiwan use another scale in their own languages.
iii) The Philippines merges the category "Severe Tropical Storm" with "Tropical Storm" when
issuing public advisories.
iv) China uses a very similar scale except 2-minute sustained winds are used.
v) When a typhoon enters within a 400nm radius of Hong Kong, the Hong Kong Observatory
(HKO) will raise Typhoon Signal Number 1.
vi) From HKO historical database information, on average, the number 1 signal remains hoisted for
approximately 43 hours, with a standard deviation of approximately 13 hours.
vii) Therefore, once Signal Number 1 is hoisted, this will provide a planning window of
approximately 3 days before Signal Number 8 is hoisted.
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8.3.9.4.b
Operating Procedures
Typhoons represent a significant threat to flight safety with hazards such as strong gusty
winds, low level windshear, turbulence, thunderstorms, microbursts and lightning. Heavy
rain brings reduced visibility, wet runways, possible flooding, and landslips (landslides).
The emphasis during the preparation phase is on planning. A planning window of 2 to 3
days will give frontline departments time to review their procedures, constraints and
resources, in preparation for the potential significant disruption that the approaching storm
is likely to cause to the operation. The preparation should include, but should not be
limited to, the following:
8.3.9.4.c
Typhoon Handling Procedures
Specific handling procedures are contained in OCC.
8.3.9.5
Cold Weather Operations
8.3.9.5.a
De-icing and Anti-icing Ground Operations
Refer to OM-A 8.2.1.12
8.3.9.5.b
Freezing Precipitation
Refer to OM-A 8.2.1.13
8.3.9.5.c
General
The problems associated with cold weather operations are primarily ice and snow on the
aircraft, ramps, taxiways and runways. The majority of operating difficulties are
encountered during ground operations.
8.3.9.5.d
Outdoor Activity – Protection at Very Low Temperatures
Cold weather operations present a number of risks to staff engaged in outdoor activities
such as aircraft external inspections.
Extremely low temperatures can cause freezing of the skin, as well as adherence of
unprotected skin to metal surfaces. Wind strength affects the perceived temperature, e.g.
a 10kt wind at 0°C creates a perceived temperature of -5°C.
i) Wind speed limitations;
ii) Contaminated runway operations;
iii) Low visibility operations;
iv) Alternate airport & route planning;
v) Fuel policy;
vi) Crew scheduling;
vii) Aircraft protection.
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Contaminants such as ice and snow can cause ramp areas to become slippery, and any
dampness transmitted to clothing will also increase the body's exposure to the cold. Wear
suitable protective clothing where supplied. Where such clothing is not supplied, carry
suitable personal clothing to ports where there is a possibility of very low temperatures.
De/anti-icing operations require additional equipment in close proximity to the
aircraft. Although crew are not normally outside during the operation, de-icing may be
carried out on aircraft in adjacent parking bays so be alert for additional apron traffic,
fluid spray and slippery surfaces caused by pooling of de-icing fluid. Exposure to the
fluid is not in itself inherently dangerous, but should be avoided where possible.
It is essential that crew exercise caution in this busy environment and dress appropriately
for the temperature. Exposure to these conditions should be kept to the minimum
practicable.
Resolution of problems (e.g. technical defects) should be carried out on the Flight Deck or
in the ENG office rather than outdoors.
8.3.9.5.e
After Takeoff and Climb
At all times when icing conditions are present or anticipated, Engine Anti-Ice and/or Wing
Anti-Ice should be selected on. If, after takeoff, there are indications of ice accumulation
on the airframe, then wing Anti-Ice should also be selected / confirmed as being on.
Ice formations which may develop on the empennage during takeoff or during departure
holding may be shed by accelerating the aircraft at low altitude to increase the TAT several
degrees above freezing. At nominal airspeeds, a 9°C temperature rise may be gained by
an increase of 100 KIAS.
Flight Crew should be particularly vigilant to the possibility of frozen precipitation affecting
the areas adjacent to the pitot and static ports and if unreliable airspeed indications are
observed should immediately refer to the appropriate QRH/FCOM procedure.
If sustained high engine vibration levels are experienced in flight, then engine fan ice may
be suspected. If the vibrations persist then refer to the appropriate Engine High Vibration
checklist in the QRH / FCOM.
8.3.9.5.f
Use of Wing Anti-Icing
Wing Anti-icing (WAI) shall be used as a de-icing system after an appreciable amount of
ice has formed or after leaving the icing zone and before extending the flaps. WAI can
cause performance penalties and ice formations caused by runback. Operation of WAI
with flaps extended is not recommended – refer to FCOM.
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Ice accumulation on the Flight Deck windshield frames, windshield wiper posts or side
windows is a useful indicator of airframe icing.
8.3.9.5.g
Cruise
Monitor the Fuel Tank temperatures. The use of standard fuel freeze temperatures is
required when complying with fuel temperature limitations unless the actual freezing
temperature of the uplifted fuel is known.
When jet fuel with a restrictive freeze point is used (e.g. Jet A), the minimum fuel tank
temperature may be critical. If fuel temperature approaches this limit, decrease altitude,
increase Mach number, or divert to warmer air.
8.3.9.5.h
Descent and Approach
Normal operating procedures apply for descent. Anticipate the use of engine anti-icing
when descending through visible moisture. The use of the anti-ice system may increase
thrust and this will decrease the descent rate with a corresponding increase in descent
distance. Consider an earlier descent or the use of speed-brake to maintain the descent
profile.
An increase in engine vibration levels accompanied with a loss of thrust may occur when
operating in severe icing conditions. Momentarily increasing the thrust should return
engine operation to normal. If this condition should be encountered, record the use of the
procedure in the AML. If ice accumulates on the Engine Guide Vanes and the N1
compressor blades, air-flow through the engine may be reduced and this may result in an
engine stall. The engine may not recover from the stall even when the ice has dissipated.
A non-recoverable engine stall is indicated if the EGT remains high with the Thrust Lever
at idle. The engine can only be restored to normal operation by a Shut down and Re-start.
In cold weather, the atmosphere differs from the International Standard Atmosphere (ISA)
conditions. The parameters that the ADIRS computes are barometric and ISA-referenced.
When the temperature is lower than ISA, the FPA that the aircraft actually flies is less
steep than the FPA that the ADIRS computes.
Corrections to procedural altitudes are required. Refer to OM-A 8.1.1.8.e ‘Low
Temperature Altimetry’. The FCOM should be referenced for information on the types of
approaches that can be flown.
8.3.9.5.i
Taxi In
Select engine anti-ice on as required. Engine anti-ice shall be used during all ground
operations when icing conditions exist or are anticipated.
Note: At low speeds, minimise the intensity and duration of reverse thrust. Do not retract
the flaps after landing following taxi through water or slush. A visual inspection should be
completed to determine the flaps and the surrounding structures are clear of ice before
retracting the flaps. The jackscrews are especially vulnerable to water and slush.
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8.3.9.6
Turbulence
8.3.9.6.a
General
Turbulence is an aviation hazard that is associated with a number of environmental
conditions, including strong atmospheric pressure gradients, Jetstreams, Mountain waves,
Cold or Warm fronts, thunderstorms, etc., as well as mechanical turbulence from buildings
and aircraft wake vortices.
Flight Crew should plan to avoid areas of forecast or reported severe turbulence.
Encounters with severe turbulence can lead to large airspeed fluctuations and possible
altitude deviations.
The aircraft FCOM and FCTM detail turbulence operating techniques and effective
weather radar use.
When encountering turbulence, pilots should report PIREPS to ATC as soon as
practicable in stating:
i) Aircraft location;
ii) Type of aircraft;
iii) Time of occurrence in UTC;
iv) Turbulence intensity & duration;
v) Aircraft altitude/ FL.
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8.3.9.6.b
Turbulence Classification/ Crew Action
Classification of intensity may be defined as follows. Crew actions in the event of
turbulence should be as indicated.
Intensity/Code
A/C Response
Cabin Situation
Crew Actions Prior
to or in Turbulence
Occupants may feel
Light Chop (1)
Light Turbulence (2)
No significant change in
strain against seatbelt;
Flight Crew:
attitude or altitude.
liquids shake but do not
Turn seatbelt sign
splash out of containers.
“ON” for light
Slight changes in
Walking can be difficult;
turbulence.
attitude or altitude of
liquids shake but do not
short duration.
splash out of containers.
Rapid bumps or jolts,
Moderate Chop (3)
but no significant
Occupants feel definite
change in attitude or
strain against seatbelt.
altitude.
Loose objects move
Changes in airspeed,
about; liquid splashes
Moderate Turbulence
attitude or altitude
from cups. Very difficult to
(4)
occur, but control is
walk
Severe Turbulence (5)
normal.
Cycle seatbelt sign
Large, abrupt changes
once then leave
in airspeed, attitude or
it “ON”.
altitude occur.
Intentional flight
Aircraft may be briefly
prohibited
out of control.
Occupants forced against
Cabin Crew:
seatbelts. Loose objects
Inspect cabin for
tossed about cabin or
damage after
Aircraft tossed violently
lifted from floor. Walking
turbulence has ended
about; control is
is impossible without
practically impossible.
holding on to something
AML write-up required.
Extreme Turbulence (6)
Flight Crew:
Intentional flight
May cause structural
prohibited.
damage.
AML write-up required.
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8.3.9.6.c
Turbulence Management
If the weather conditions, cloud structure and route forecast indicate that turbulence is
likely, the cabin occupants shall be advised. If a turbulence encounter is imminent or
unpredicted turbulence is encountered, switch the Seatbelt sign on and advise occupants
to return to, and/or remain in their seats, and to ensure that their seatbelts / harnesses are
securely fastened.
If turbulence is expected or experienced, the aircraft should be flown at the recommended
turbulence speed/Mach Number, in accordance with the FCOM.
If operation in or through an area of turbulence is unavoidable, the following precautions
shall be taken:
i) Seatbelt sign shall be switched on;
ii) Notify the occupants;
iii) All loose objects shall be secured and full harness worn;
iv) Where lightning is expected, cockpit lighting should be set to high intensity;
v) Aircraft speed closely monitored in accordance with FCOM turbulence penetration
procedures.
At maximum cruise altitude, the margin between low-speed and highspeed buffet is small
and any increase of “g” loads, whether caused by manoeuvring or by turbulence, may lead
to control difficulties. This shall be considered when intending to climb over a turbulent
region. Avoid altitudes approaching maximum cruise altitude in such circumstances.
Clear air turbulence may sometimes be avoided by increasing/decreasing the cruising
level if operational considerations so permit. Monitoring of other aircraft reports also
assists in avoidance.
8.3.9.7
Windshear
Windshear is a rapid variation in wind velocity and/or direction along the flight path of the
aircraft. Pilots must remain alert to the possibility of windshear, and be prepared to react
positively and without delay to its onset whether or not the aircraft is fitted with a
predictive windshear function and/or windshear recovery guidance.
If windshear is predicted or encountered, the FCOM/QRH procedures shall be followed.
If windshear is reported or expected, the following precautions should be considered:
i) Delayed takeoff or landing;
ii) Selection of the most favourable runway considering length, obstacles and climb-out
direction;
iii) Use of maximum thrust for takeoff;
iv) Cancellation of Noise Abatement Departure Procedures.
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When encountering windshear conditions, pilots shall report such conditions to ATC as
soon as practicable, stating:
i) The loss or gain of speed;
ii) The altitude at which it was encountered.
8.3.9.8
Jetstreams
Jetstreams are narrow bands with wind speeds up to 300kt. They can extend up to
several thousand miles and the width can be several miles.
Avoid flying along the edge of jetstreams due to possible associated turbulence.
Pilots should also be aware of the effect of increased fuel consumption due to unexpected
significant head wind components that can be encountered.
8.3.9.9
Volcanic Ash Clouds
Volcanic ash clouds pose a real threat to flight safety.
Information on volcanic ash is initially issued by Volcanic Ash Advisory Centres (VAACs) in
the form of Volcanic Ash Advisory (VAA) messages. Volcanic ash SIGMET messages are
prepared by the relevant Meteorological Watch Offices (MWO) for each Flight Information
Region (FIR) from the information contained in the VAA. At present, there are 9 ICAO
designated Volcanic Ash Advisory Centres or VAACs.
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8.3.9.9.a
Aviation Colour Code
The aviation colour code is an alert level developed by the IAVW (International Airways
Volcano Watch) and recommended for use by vulcanological agencies to report volcanic
activity information for inclusion in VAA (and NOTAMs, i.e. ASHTAMs). The following alert
levels are used in Volcanic Ash Advisory (VAA) messages and ASHTAMs:
ICAO Colour Code
Status of Volcano's Activity
Volcano is in normal, non-eruptive state;
or (after a change from a higher alert level):
Green
Volcanic activity considered to have ceased, and volcano reverted to its
normal, non-eruptive state.
Volcano is experiencing signs of elevated unrest above known background
levels;
Yellow
or (after a change from a higher alert level):
Volcanic activity has decreased significantly but continues to be closely
monitored for possible renewed increase.
Volcano is exhibiting heightened unrest with increased likelihood of eruption;
or:
Orange
Volcanic eruption is underway with no or minor ash emission
[the height of the ash-plume should be specified where possible]
Eruption is forecast to be imminent with significant emission of ash into the
atmosphere likely;
Red
or:
Eruption is underway with significant emission of ash into the atmosphere [the
height of the ash-plume should be specified where possible]
Note: The Aviation Colour Code reflects conditions at or near a volcano and is not intended to
pertain to hazards posed at a distance or downwind by drifting ash.
In addition to meteorological messages for volcanic ash, there are ASHTAMs. The
ASHTAM provides information on the status of activity of a volcano when a change in its
activity is, or is expected to be, of operational significance.
Flight Dispatch monitor Volcanic Ash Advisory (VAA) messages, volcanic SIGMETs and
NOTAMs (including ASHTAMs) and produce flight plans in accordance with the OCC
Manual.
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8.3.9.9.b
Hazards
Volcanic ash is extremely abrasive and can cause rapid erosion and damage to the
internal workings of an engine, together with severe damage to the leading edges and
windshields. It may block High Pressure Turbine Nozzle Guide Vanes and cooling vents.
This may cause engine surging, loss of thrust and / or high EGT.
If volcanic activity is reported, the planned route should be clear of any ash clouds and, if
possible, upwind of the volcano. Volcanic ash clouds may extend downwind for several
hundred miles and thousands of feet in altitude.
8.3.9.9.c
Operations
Routes should be planned laterally and vertically to take account of active eruption plumes
and clouds of dispersing volcanic ash notified by appropriate meteorological information,
for example SIGMET charts. Other planning considerations include allowances for
additional route fuel and allowances in the crew rest schedule. Night flights in regions
known for regular explosive volcanic activity should be undertaken with especially careful
pre-flight planning because of the possibility that dangerous ash plumes, from new
eruptions which have not yet been detected and notified, could be encountered.
All Flight Crew should be aware of the following:
i) Flight in areas of known volcanic activity must be avoided. This is particularly
important during hours of darkness or daytime instrument meteorological conditions
when volcanic dust may not be visible;
ii) When a flight is planned into an area with a known potential for volcanic activity, it is
recommended that all NOTAMs (i.e. ASHTAMs) and Air Traffic Control Directives
received from relevant meteorological authority (i.e., volcanic SIGMETs, and Volcanic
Ash Advisories) be reviewed for current status of volcanic activity;
iii) If volcanic activity is reported, the planned flight should remain well clear of the area
and if possible stay on the upwind side of the volcanic dust;
iv) Airborne weather radar systems used on commercial aircraft are not designed to
detect volcanic dust and cannot be relied on to do so.
Volcanic dust may be difficult to detect at night or during flight in cloud; however, the
following indicators of a volcanic ash encounter have been reported by Flight Crew:
i) Smoke or dust appearing in the cockpit;
ii) An acrid odour similar to electrical smoke;
iii) Multiple engine malfunctions, such as stalls, increasing EGT, torching from tailpipe,
flameout, etc.;
iv) At night, St. Elmo's fire/static discharges may be observed around the windshield or
on wing, stabiliser, or fin tips, accompanied by a white glow (searchlight effect) shining
out of the engine inlets.
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Volcanic dust may extend for several hundred miles. If volcanic dust is encountered, exit
as quickly as possible.
Refer to QRH NNC.7 Engines, APU – Volcanic Ash
Note: Cargo fire warnings (caused by volcanic ash triggering smoke detectors) may also
be indications of volcanic ash.
8.3.9.9.d
Pilot Reporting of Volcanic Ash
Refer to OM-A Chapter 11.
8.3.9.10
Heavy Precipitation
Heavy precipitation may occur as rain showers, snow showers and hail. The greatest
impairment to flight is the reduced visibility and the risk of its combination with low
temperature. Heavy precipitation can be associated with significant downdrafts and
windshear.
Heavy precipitation can quickly lead to high levels of runway contamination so runway
clearance / drainage rate must be closely monitored in order to assess if a diversion is
necessary.
8.3.9.11
Effects of Water Ingested by Jet Engines
Refer to OM-A 8.3.9.3.c Thunderstorms – Engine Water Ingestion
Under given weather conditions, the water / air ratio absorbed by jet engines is directly
related to its performance and aircraft speed.
This ratio is considerably increased at a high aircraft speed and engines at flight idle
(typical descent conditions).
This means that during descent, under heavy rainfall conditions or hail, significant
ingestion of water may cause surging or extinction of jet engines.
When heavy rain or hail is encountered:
i) Select Start Switches to CONT/FLT. Engine parameter fluctuations may be expected,
particularly a noticeable drop in EGT. It is not necessary to adjust the thrust levers as
there is actually no thrust loss during these conditions. Normal engine parameters can
be expected to return immediately upon leaving the area of heavy precipitation;
ii) Flight through extremely heavy precipitation should be avoided.
8.3.9.12
Sandstorms
Avoid flying in active sandstorms whenever possible. Considerable damage can be done
to an aircraft’s windscreen, leading edges and engine compressor blades by the abrasive
action of the sand particles.
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When on ground, aircraft should ideally be kept under cover if dust storms are forecast or
in progress. Alternatively, all engine blanks and cockpit covers should be fitted, as well as
the blanks for the various system and instrument intakes and probes. They should be
carefully removed before flight to ensure that accumulations of dust are not deposited in
the orifices which the covers are designed to protect.
Refer to AMM.
8.3.9.13
Mountain Waves
Areas of turbulence associated with mountain and lee-waves cannot be forecast with
accuracy, but Meteorological Offices can help pilots to assess the probability of
occurrence of mountain and lee-waves and assess the height of layers of marked
instability. When planning a flight over mountainous terrain, pilots should be aware of
possible turbulence, particularly if “Frontal” conditions are present in the area or a
jetstream is expected at altitude. Winds deflected around large single mountain peaks or
through valleys of mountain ranges tend to increase speed, which results in a local
decrease of pressure. A pressure altimeter within such an airflow is subject to an increase
error in altitude indication as a result. This error will be present until the airflow returns to
normal speed some distance downwind of the mountain. Careful note should be made of
any warnings which may be given in SIGMET broadcasts by the Air Traffic Control
network during the course of the flight.
If wave development is forecast or known to be present:
i) Do not attempt to penetrate or approach rotor clouds or likely rotor zones adjacent to
mountain ranges;
ii) An in-flight clearance of at least 5,000ft is necessary above mountains which are up to
5,000ft in height above the surrounding terrain; for higher mountains the clearance
should be at least equal to their height above the terrain; this should enable the worst
of the lower altitude hazards to be avoided;
iii) Choose cruising altitudes well away from the base of layers of marked instability in the
atmosphere where severe turbulence is most likely to occur (present information
suggests that there may be more than one unstable layer, a margin of 5,000ft on
either side of the tropopause is advisable);
iv) When flying in an area in which mountain wave conditions are suspected, always be
prepared for turbulence, even in clear air, and take precautions accordingly.
For flights within 20nm of terrain having a maximum elevation exceeding 2,000ft, the safe
altitude shall be increased by at least the following increments to counteract wind effect:
TERRAIN
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ELEVATION
0 - 30kt
31 - 50kt
51 - 70kt
Over 70kt
2,000 - 8,000ft
500ft
1,000ft
1,500ft
2,000ft
Above 8,000ft
1,000ft
1,500ft
2,000ft
2,500ft
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8.3.9.14
Operational Runway Conditions
i) Dry Runway
A runway is considered dry if its surface is free of visible moisture and not
contaminated within the area intended to be used.
ii) Wet Runway
A runway is considered wet when the surface is covered by any visible
dampness or water up to and including 3mm deep within the area of intended
use.
iii) Damp Runway
A runway is damp when the surface is not dry, but moisture on it does not give a
shiny appearance.
A damp runway shall be considered as wet.
iv) Contaminated Runway
A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not) within the length and width being used
is covered by either:
i) Standing water more than 3mm (0.125 in) deep;
ii) Slush, Dry Snow and Wet Snow more than 3mm (0.125 in) deep;
iii) Snow which has been compacted into a solid mass which resists further
compression and will hold together or break into lumps if picked up
(i.e. Compacted Snow); or
iv) Ice, including wet ice.
8.3.9.14.a
Visual Operational Assessment
Term
Definition
A runway is damp when the surface is not dry, but when the water on it does not
Damp
give a shiny appearance.
A runway is wet when the surface has a shiny appearance due to a thin layer of
Wet
water.
Standing Water
Water of a substantial depth.
Slush
Water saturated with snow which splatters when stepping firmly on it.
Snow which, if compacted by hand, will stick together and tend to form a
Wet Snow
snowball.
Dry/Loose Snow
Snow which can be blown if loose, or if compacted by hand will fall apart upon
release.
Compacted Snow
Snow which has been compressed.
Icy
Ice.
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8.3.9.14.b
Company Restrictions
Operations are prohibited on runways where any of the following conditions exist:
i) Reported braking action is POOR or NIL;
ii) Reported braking friction coefficient is equal or less than 0.25;
iii) Wet Ice;
iv) Dry Snow or Wet Snow over Ice;
v) Water on top of Compacted Snow;
vi) Depth of contaminant is greater than the performance levels or the equivalences
published in the documentation or performance software for the specific aircraft
registration.
Note: Landings can be carried out if an emergency condition dictates that an immediate
landing is required.
8.3.9.14.c
Snow Banks
Snow banks adjacent to the cleared width of runways and taxiways and the edges of
aprons must be limited to such height that adequate protection is provided against engine
ingestion, damage to engine pods or extended flaps or slats, with the aircraft manoeuvring
on the edge of the cleared area. Follow the taxiway and runway centrelines as closely as
possible and request guidance from the airfield authority in case of doubt.
Snow banks exceeding the heights below will be reported in a SNOWTAM:
Distance from Runway Edge
Height of Snow Bank
Runway edge
30cm
5m
60cm
10m
100cm
15m
150cm
20m
300cm
These values should be considered as the maximum acceptable for the Boeing 737-800
8.3.9.14.d
Runway Condition Assessment
Historically, runway surface condition reports have been made using any combination of
the following methods:
i) Pilot Braking Condition Assessment
When braking action conditions less than GOOD are encountered, pilots are
expected to provide a PIREP.
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ii) Runway Reported Friction Coefficient
One of the commonly used runway descriptors is the Reported Runway Friction
Coefficient. Ground friction measuring vehicles are used to measure the coefficient of
friction for a runway.
Reported Runway Friction Coefficient values can vary significantly for the same
contaminant condition due to measuring techniques, equipment calibration, the
effects of contamination on the friction measuring device and the time passage since
the measurement.
Do not base landing distance assessments solely on Reported Runway Friction
Coefficient. If friction coefficient is the only information provided, attempt to ascertain
the depth and type of runway contaminants to make a better assessment of actual
conditions.
iii) Meteorological Observations
Meteorological observations in connection with knowledge of previous runway
conditions will, in many cases, permit a fair estimate to be made of braking action.
On untreated runways covered with snow or ice, the friction coefficient varies from as
low as 0.05 to 0.30.
The braking action is very much dependent upon the temperature, especially near
the freezing point. When it is just below freezing, the braking action could be fairly
good; in this case it will normally remain so if the temperature decreases, however if
the temperature rises to the freezing point or above the braking action will decrease
rapidly.
Research indicates that at air temperatures of ±3°C, with a dew point spread of 3°C
or less, the runway surface condition may be more slippery than anticipated on snow
and ice. The narrow dew point spread indicates that the air mass is relatively close to
saturation, which is often associated with actual precipitation, intermittent
precipitation, nearby precipitation or fog.
Sometimes very low friction coefficient values occur when humid air is drifting in over
an icy runway even though the temperature may be well below the freezing point.
8.3.9.14.e
Braking Action
Braking action reports will normally be passed to Flight Crew for each third of the runway,
i.e. Touchdown, Mid-point and Stop-end. When runway operations are affected by
contamination, braking action information will be passed to the Flight Crew in relative
terms from GOOD to NIL.
The report may contain a Reported Runway Friction Coefficient in numerical form, usually
with each third of the runway being assessed.
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At Japanese airports the braking action reports for Touchdown, Mid-point and Stop-end
are passed to the Flight Crew as Areas A, B and C. The format is potentially misleading as
the decode for Areas A, B and C, using Runway 16/34 as an example, is defined as:
i) Area A - The first 1/3 of the small numbered runway, (RWY 16 touchdown area);
ii) Area B - The middle third of the runway;
iii) Area C - The first 1/3 of the large numbered runway, (RWY 34 touchdown area).
8.3.9.14.f
Aircraft Performance
Takeoff and landing performance are given in the relevant aircraft FCOMs and OPT.
8.3.9.14.g
Crosswind Limits
Not only will runway friction affect braking action, but also the ability to sustain high
crosswind components will be affected. In all cases, the crosswind limitations for the
aircraft type outlined in the FCOMs must be respected.
8.3.9.14.h
Runway Condition Assessment Matrix for In-flight/En-route Landing
The Runway Condition Assessment Matrix (RCAM) enables airport personnel to
categorise runway surface condition into standard codes, which can then be passed to
pilots in a standardised format and used for landing performance calculations.
RCAM is a methodology for conveying actual runway conditions to pilots in terms that
directly relate to expected aircraft performance.
RCAM is presented for each of the stated contaminant types and depths. It replaces
subjective judgements of runway surface conditions with objective assessments tied
directly to contaminant type and depth categories. The assessments are based on
aircraft performance data supplied by aircraft manufacturers.
The airport operator will use the RCAM to assess runway surfaces, report contaminants
present, and determine the numerical Runway Condition Codes (RwyCC). The RwyCCs
may be the same, or vary, for each third of the runway depending on the contaminants
present. Additionally, contaminant coverage will be expressed in percentage terms for
each third of the runway, beginning at the runway end from which it was assessed. This is
typically the touchdown end of the primary runway in use. RwyCC values will not be
issued when all three segments of the runway are reporting a value of 6.
WARNING
Reduce the tabulated Crosswind Limits by 5kt on wet or contaminated runways whenever
asymmetric reverse thrust is used.
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Assessment Criteria
Runway Surface
Description
Dry
Control/Braking Assessment Criteria
RwyCC
Crosswind
Limit
Vehicle Deceleration or
Pilot Reported
Directional Control Observation
Braking Action
-
-
33kt
Good
25kt
Good to Medium
22kt
Medium
20kt
6
B737-800
Wet
Damp
Frost
Up to and including
3mm (1/8in) depth of:
Braking deceleration is normal for
5
the wheel braking effort applied
AND directional control is normal.
Water
Slush
Dry Snow
Wet Snow
-15ºC and Colder
outside air
temperature:
Braking deceleration OR
4
directional control is between
Good and Medium.
Compacted
Snow
Slippery when
Wet
(wet runway)
Dry or Wet
Snow (any
depth) over
Compacted
Snow
Greater than 3mm
(1/8in) depth of:
Braking deceleration is noticeably
3
reduced for the wheel braking
effort applied OR directional
control is noticeably reduced.
Dry Snow
Wet Snow
Warmer than -15°C
OAT:
Compacted
snow
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Greater than 3mm
(1/8in) depth of:
Standing Water
Braking deceleration OR
2
directional control is between
Medium to Poor
15kt
Poor
13kt
Medium and Poor.
Slush
Braking deceleration is
significantly reduced for the wheel
Ice
1
braking effort applied OR
directional control is significantly
reduced.
Wet Ice
Slush on top of
Ice
Braking deceleration is minimal to
Water on top of
Compacted Snow
0
non-existent for the wheel braking
Less than Poor /
effort applied OR directional
Nil
--
control is uncertain.
Dry Snow or Wet
Snow on top of
Ice
Notes:
i) The unshaded portion of the RCAM is associated with how an airport operator
conducts a runway condition assessment;
ii) The shaded portion of the RCAM is associated with the pilot’s experience with braking
action;
iii) Runway condition codes are reported for each third of the runway, for example 4/3/3.
Methodology:
Use all existing information by the TAF, METAR, SNOWTAM, ATIS and Tower to assess
the landing performance.
i) With the Runway Surface Description only:
Use directly the Runway Condition Code / Pilot Reported Braking Action and
associated Maximum Crosswind.
e.g. Reported Runway Surface Description is wet:
RwyCC = 5, Braking Action = Good, Crosswind Limit = 25kt
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ii) With both the Runway Surface Description and a Pilot Reported Braking Action:
Use the MOST CONSERVATIVE Runway Condition Code / Pilot Reported Braking
Action and associated Maximum Crosswind.
e.g. Reported Runway Surface Description is wet, Pilot Reported Braking Action is
Medium-Good:
RwyCC = 4, Braking Action = Medium/Good, Crosswind Limit = 22kt
8.3.9.14.i
Operational Guidance for Takeoff
Refer to the appropriate FCOM for aircraft handling techniques.
General
i) Aircraft performance may deteriorate significantly on runways covered with snow,
slush, standing water or ice;
ii) Takeoff in slush or snow depths greater than specified in the FCOMs is not permitted;
iii) Takeoff and Landing performance for wet or contaminated runways is calculated using
the OPT (B737).
Taxi
i) When the aircraft has been parked in cold weather the tyres may retain flat spots. If
the taxi distance to the runway is short the tyres may not warm sufficiently to eliminate
these flat spots. This may lead to nose wheel vibration on takeoff;
ii) Use minimum thrust while taxiing and closely monitor the aircraft initial alignment with
the runway centreline.
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Takeoff
i) Runways covered with water, slush or loose snow affect both the acceleration and
deceleration capabilities of an aircraft. Wet runways and runways covered with
compacted snow or ice only reduce the deceleration capability. Water, slush and
loose snow affect aircraft acceleration performance due to the generation of
additional drag. Both water and slush increase the drag associated with a rolling tyre
due to displacement of the water/slush in the form of a bow wave. In addition to this
displacement drag, there is also impact drag associated with the water and slush
striking the lower fuselage and wing area. The total additional drag caused by the
water/slush on the runway varies linearly with the depth of water/slush and the
square of the groundspeed. The acceleration rate during the low speed portion of the
takeoff roll is about normal but may deteriorate during the high speed portion;
ii) Loose snow increases the drag associated with a rolling tyre due to displacement
and compression of the snow. The impact drag of loose snow is usually negligible.
The drag due to snow compression by the tyre varies linearly with snow depth and is
not a function of groundspeed. The drag due to displacement of the snow varies
linearly with the square of the depth of snow and the groundspeed;
iii) The reduction in deceleration capabilities is caused by the reduced tyre-to-ground
friction when the runway is wet or contaminated. This friction force is the most
important force in stopping the aircraft. The reduced braking results in a longer
stopping distance than on a dry runway, both during a Rejected Takeoff and during a
landing;
iv) If the decision is made to reject the takeoff and the runway is slick, the Flight Crew
must confirm maximum braking, if possible the deployment of the spoilers, if not
automatically deployed and use maximum symmetrical reverse thrust. Use the
rudder primarily down to approximately 50kt for directional control. The anti-skid
system will provide the minimum stopping distance for the existing condition of the
runway.
Crosswind
i) A crosswind in conjunction with a wet or contaminated runway is one of the worst
control situations. In this situation, the available tyre-to-ground side force (cornering
force) will be less than on a dry runway. This can result in the aircraft weather-vaning
due to the lateral force on the vertical stabiliser and drifting sideways towards the
runway edge;
ii) The use of reverse thrust in crosswind conditions on wet and contaminated runways
can further aggravate directional control problems during a Rejected Takeoff.
Whenever the aircraft is allowed to weather-vane into wind, the reverse thrust force
component perpendicular to the runway centreline adds to the crosswind force
component. The reverse thrust will then cause the aircraft to the drift to the downwind
side of the runway;
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iii) The only way for the pilot to overcome this situation is to release the brakes, deselect
reverse thrust, or even apply some forward thrust, and steer the aircraft back onto the
runway centreline before reapplying any braking force. This manoeuvre greatly
increases the stopping distance on a contaminated runway;
iv) Directional control problems can arise due to frozen ruts of ice on the runway. The ruts
may form furrows that catch the nose wheel and may force the aircraft from the
runway centreline;
v) Besides affecting acceleration, deceleration and loss of directional control, runway
contamination may also cause engine thrust loss due to water/slush spray ingestion,
jammed landing gear doors, jammed flaps and slats due to frozen slush or snow and
damage to the flaps due to the impact of water or slush. Loss of forward visibility may
occur during the landing roll-out due to snow blown forward by reverse thrust.
Airborne
i) Use a normal rotation rate during takeoff following treatment with de-icing or anti-icing
fluids. Although a small but measurable fluid-induced effect lasting up to 60 seconds
after liftoff has been identified, the aircraft manufacturer has deemed performance
adjustments are unnecessary and recommends the use of the normal rotation rate;
ii) Slush and/or water can accumulate in the leading edge flaps and then freeze during
climb.
8.3.9.14.j
Operational Guidance for Approach and Landing
Refer to appropriate FCOM for aircraft handling techniques.
Approach
i) Operate the aircraft during the approach in a manner that will minimise stopping
requirements after touchdown without running the risk of landing short;
ii) Accurately maintain the approach speed, applying the recommended wind/gust factor
as required, this will provide adequate safety margins for both the approach and
landing roll;
iii) Glideslope control is important to accomplish a touchdown within the desired landing
zone. The aircraft should be flown firmly onto the runway at the aiming point, even if
speed is excessive.
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Touchdown and Landing Roll
After touchdown the importance of the timely use of all means of stopping the aircraft
cannot be overemphasised. The timely completion of the following vital actions will permit
stopping the aircraft with the least landing roll:
i) Confirm Speedbrake deployment immediately following Main Landing Gear contact
with the runway. If the Speedbrakes fail to automatically actuate, without delay
manually select the speedbrakes. Speedbrakes reduce lift, increase drag and
increase Main Gear loading. The immediate extension of the speedbrakes is very
important due to the effects of reduced lift and increased drag, and these are additive
to shortening the landing roll;
ii) Immediately lower the Nose Wheel onto the runway as the Speedbrakes and Thrust
Reversers are activated. Aerodynamically this is the best aircraft configuration for
stopping the aircraft, as it establishes the aircraft in the taxi attitude, decreases lift,
increases Main Gear loading and improves directional stability. Holding the nose
wheel off for aerodynamic braking effect and delaying wheel braking is less effective
and should not be used;
iii) The use of Thrust Reversers is mandatory when landing on contaminated runways.
Use Thrust Reversers symmetrically at high power as soon as possible after main
gear touchdown. Thrust reversers are most effective at high speed. During emergency
conditions maximum reverse thrust may be used to a complete stop.
8.3.9.15
Microburst
A microburst is the most violent form of downdraft from a thunderstorm. It is characterised
by an intense and localised descent of cool air, causing a sudden outflow of horizontal
winds above the ground with a typical horizontal extent of a few kilometres. Microbursts
can be asymmetric, having winds on one side stronger than the other side and the column
of downdraft can hit the ground at an angle, rather than vertically downward. An aircraft
flying through a microburst may first encounter an increasing headwind and lift, then a
downdraft from above the aircraft, followed by an increasing tailwind and sink. To
overcome the adverse effect of the microburst, Flight Crew need to take timely corrective
action to ensure aircraft safety.
An approach shall be discontinued, or departure delayed, when Microburst Alerts or
Advisories are in effect at the airport.
8.3.10
Wake Turbulence
8.3.10.1
General
B737 aircraft are categorised as “MEDIUM” with respect to wake turbulence. A wake
turbulence encounter generated by a preceding "SUPER" or “HEAVY” aircraft type can
significantly affect the handling and controllability of an aircraft during arrival or departure.
The effect on a “HEAVY” aircraft of a preceding wake turbulence category aircraft
assessed as “LIGHT” or “MEDIUM” would not normally be significant.
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Separation minima applied by ATC do not entirely remove the possibility of wake
turbulence encounters. The objective of separation minima is to reduce the possibility of
wake turbulence encounters to an acceptably low level and to minimise the magnitude of
the upset if an encounter occurs. The majority of events occur close to the ground and in
light winds.
8.3.10.1.a
Departures
In certain wind conditions, especially a light crosswind of 5kt coupled with a headwind
component, the wake vortices from preceding aircraft may remain on the centreline and
climb-out path for extended periods.
Following Aircraft
Leading Aircraft
Medium (M) – B737
Same point – 3 mins
SUPER (J)
Intersection – 4 mins
7nm
Same point – 2 mins
HEAVY (H)
Intersection – 3 mins
5nm
MEDIUM (M)
or
Wake turbulence separation is not required
LIGHT (L)
Separation timing is based on the commencement of the takeoff roll.
Increased time separation is only required for intersection departures if that intersection is
ahead of the point that the preceding aircraft commenced its takeoff roll.
8.3.10.1.b
Arrivals
Wake vortices tend to spread and sink behind an aircraft. They will dissipate more quickly
in moderate to strong crosswind conditions. However, during approach, a light quartering
tailwind with a crosswind component of around 5kt will tend to hold the upwind vortex on
the approach path for an extended period.
Following Aircraft
Leading Aircraft
Medium (M) – B737
3 mins
SUPER (J)
7nm
2 mins
HEAVY (H)
5nm
MEDIUM (M)
or
Wake turbulence separation is not required
LIGHT (L)
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When a potential reduction to, or below, the required wake turbulence separation standard
is detected, ATC will issue a caution to the pilot of the following aircraft. The cautionary
message will include the preceding aircraft’s type, distance ahead and ground speed.
Continuation of the approach will be at the Commander’s discretion.
8.3.11
Crew Members at their Stations
8.3.11.1
Flight Crew
8.3.11.1.a
General
Each Flight Crew member required to be on Flight Deck duty shall be at his station with
his seatbelt / shoulder harness fastened in accordance with the Company seatbelt policy
in OM-A 8.3.12.1 unless his absence is necessary for the performance of his duties in
connection with the operation or, for physiological needs, provided at least one suitably
qualified pilot remains at the controls of the aircraft at all times.
At all times, at least one pilot must:
i) Be in a position to maintain a lookout;
ii) Have unobstructed access to the flight controls;
iii) Maintain alertness and situational awareness.
Vacating a seat for the purpose of transferring duties to another pilot is not permitted
below 20,000ft (FL200) for:
i) Augmented Crew;
ii) Multiple pilot crew members.
The task of each Flight Crew member is defined in the FCOM (SOP) for all flight phases.
Non-essential activities should be avoided during phases of flight where workload is high.
At any other time, if these activities are being performed, the Commander should ensure
that only one Flight Crew member is so occupied at any one time and that careful
attention is being paid to normal operational duties by other crew member(s).
Flight Crew members should only stay outside the Flight Deck for physiological reasons
and should return to the Flight Deck at the earliest opportunity. It is imperative that the
Flight Crew consider the safety implications of remaining outside the flight deck for
extended periods.
Crew are reminded to strictly observe the clear zone concept described in OM-A 10.4.2,
and deny passenger access to this area while in use.
In addition, crew should always be aware of the image being presented to our customers.
While a quick conversation with the Cabin Crew is acceptable to ascertain if there are any
safety/security concerns on board, loud and boisterous engagements in flight are not
acceptable.
When there are no observers in the Flight Deck and pilots would like to stand, it is
recommended that pilots do so inside the Flight Deck and only for as long as necessary.
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Covering the cockpit windows with newspapers or other than the provided sunshades is
strictly prohibited.
Operating Flight Crew are not to indulge in non-essential activities such as reading
newspapers, magazines or any other leisure reading during flight. Furthermore, Flight
Crew are not, under any circumstances, to use MP3 players, video players or computer
games at any time during flight. Mobile phones are not authorised for use by Flight Crew
and supernumeraries whilst the aircraft is taxiing for departure or after landing, until
parked and the Seatbelt sign has been switched off.
It is strictly forbidden for any person within the Flight Deck to use any type of media, video,
photographic or audio recording device, unless authorised by GMFO or his designate.
8.3.11.1.b
Return to Flight Deck
A pilot that has returned to the Flight Deck after a period of absence shall receive a full
briefing from the other pilot. This briefing shall include:
i) The current active frequencies, and ATC callsigns;
ii) Current altitude, and/or target altitude clearance;
iii) Any other changes since the pilot left the Flight Deck;
iv) Active FMA modes.
When an in-flight crew change is completed, a handover briefing shall be given by the offgoing pilot to the oncoming pilot and shall include:
i) Present aircraft position, altitude, FMA modes, operational status and any significant
terrain;
ii) Flight progress in relation to planned time and fuel schedule;
iii) Significant route, destination and alternate weather;
iv) Controlling ATC unit and frequencies in use (Primary and Secondary frequencies in
use, CPDLC, SELCAL status);
v) Specific instructions by controlling ATC unit at variance with planned OFP;
vi) Any relevant aircraft unserviceability;
vii) Fuel management status;
viii) Relevant traffic;
ix) Any other significant operational information.
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8.3.12
Use of Safety Belts
8.3.12.1
Flight Crew Members
Each Flight Crew member required to be on Flight Deck duty shall be at his station with
his seatbelt and shoulder harness fastened under the following conditions:
i) From engine start or when the aircraft first moves until 10,000ft or MSA, whichever is
higher;
ii) From Top of Descent until the aircraft is parked, and the Seatbelt sign has been
switched off;
iii) In turbulent conditions;
iv) Whenever deemed necessary by the Commander.
During other phases of the flight, each Flight Crew member on the Flight Deck shall keep
his seatbelt fastened while at his station.
Note: During taxi, a crew member may vacate a control seat if so directed by the
Commander. This shall only take place with the aircraft stationary and the parking brake
set, e.g. when performing the pre takeoff contamination inspection.
8.3.12.2
Cabin Crew / Passengers
Seatbelts shall be worn by all cabin occupants during taxi, takeoff and landing phases and
whenever the Seatbelt sign is illuminated. All passengers under the age of two years are
properly secured by means of a child restraint device. Cabin Crew may delay fastening
their seatbelt/harness only to the extent that they are completing essential duties;
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8.3.13
Admission to the Flight Deck
No person other than Flight Crew member assigned to a flight shall have admission to or
be carried on the Flight Deck, unless the person is:
i) An operating crew member;
ii) A representative of the CAD responsible for certification, licensing or inspection, if this
is required for the performance of his official duties;
iii) An employee of other national aeronautical authorities or of the Company or its
maintenance contractor, if this is required for the performance of his official duties, or
iv) An employee of foreign aeronautical authorities/organisations performing specific
duties and/or on a familiarisation flight, as approved by GMFO;
v) Flight Operations managers in the performance of their official duties.
The final decision regarding the admission to the Flight Deck of the above categories of
persons rests with the Commander, who shall confirm the identity of such persons before
granting admission. Admission to the Flight Deck shall not cause distraction and/or
interfere with the operation of the flight. A person shall only be carried on the Flight Deck
provided that a seat with safety belt/safety harness is available and that the requirements
concerning supplemental oxygen are met. The person shall be instructed to keep the
safety belt/safety harness fastened at all times, not to touch any controls, switches,
instruments, circuit breakers and shall be briefed in the use of all Flight Deck emergency
equipment and all relevant procedures.
8.3.14
Flight Crew Rest Compartment
Not Applicable
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8.3.15
Incapacitation of Crew Members in Flight
8.3.15.1
General
Incapacitation of a crew member is defined as any condition which affects the health of a
crew member during the performance of duties which renders him incapable of performing
the assigned duties.
Incapacitation is a real air safety hazard, which occurs more frequently than many of the
other emergencies which are the subject of routine training. Incapacitation can occur in
many forms varying from obvious sudden death to subtle, partial loss of function. It occurs
in all age groups and during all phases of flight and may not be preceded by any warning.
8.3.15.2
Recognition
It is critical to recognise the onset of pilot incapacitation. The keys to preventing an
unrecognised incapacitation are:
i) Routine monitoring and cross-checking of flight instruments, particularly during critical
phases of flight, such as takeoff, climb out, descent, approach, landing and go around;
ii) Flight Crew members should have a very high index of suspicion of a "subtle
incapacitation":
if a crew member does not respond appropriately to two verbal
communications; or
if a crew member does not respond to a verbal communication associated with a
significant deviation from a standard flight profile.
iii) Informing the other pilot if you feel unwell.
Other symptoms of the beginning of an incapacitation are:
i) Incoherent speech;
ii) Strange behaviour;
iii) Irregular breathing;
iv) Pale fixed facial expression;
v) Jerky motions that are either delayed or too rapid.
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8.3.15.3
Action
Reaction to the incapacitation of the handling pilot shall follow the sequence below:
i) Assume control and return the aircraft to a safe flight path, announce “I have control”
and engage the autopilot.
ii) Ensure that the incapacitated pilot cannot interfere with the handling of the aircraft.
This may include involving Cabin Crew to restrain the incapacitated pilot.
iii) A MAYDAY if in single pilot operations and land as soon as practicable after
considering all pertinent factors.
iv)
Arrange for medical assistance after landing giving as many details about the
condition of the affected crew member as possible.
In case of incapacitation of the Commander, the pilot assuming command is to operate
from their normal control seat if possible. Aircraft docking may only be accomplished by a
pilot seated in their normal operating seat using either a Guidance System calibrated for
that seat or a ground marshaller. The aircraft shall be towed onto the bay if this is not
possible.
In case of incapacitation of the Commander, refer to OM-A 4.4 for succession of
command.
An ASR/MOR shall be raised after landing.
8.3.16
Cabin In-flight Medical Emergency
In case of an in-flight medical emergency involving a cabin occupant, the Commander
shall consult, and maintain close communication, with the SCCM to obtain updated
information regarding the patient’s status.
In verifying the status of the patient, the Commander shall endeavour to provide all
available medical assistance to secure the patient's condition.
Depending on the flight phase, and at the Commander’s discretion, the First Officer
or Cabin Crew may be called upon to provide assistance as required.
The Commander shall make an assessment if a diversion is required and inform ATC
accordingly.
The Commander’s decision is final.
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8.3.17
Safety Announcements
8.3.17.1
Alert Phase
The alert phase is initiated by the Commander if a non-normal condition exists, either in
the Air or on the Ground.
Any call made by the Captain on the public address system during a state of alert, shall be
preceded with the call:
“This is the Captain”.
The Alert Statement is a “caution” to all cabin occupants that there is a threat to safety and
to standby for further instructions from the Captain.
“This is the Captain. Remain seated, remain seated”.
8.3.17.2
Evacuation
Whenever an evacuation is considered, early notification to the occupants is essential.
The Captain must give clear orders if, and when, he wants an evacuation to be started.
The Captain initiates the evacuation with the call:
“This is the Captain. Evacuate, evacuate”.
If time does not permit contacting the Flight Deck crew because the nature of emergency
requires immediate action, the Cabin Crew may commence an evacuation on their own
initiative under the following circumstances:
i) An obvious self-sustaining major fire either inside or outside the aircraft;
ii) Thick / dense smoke in the cabin;
iii) Severe structural damage to the aircraft;
iv) Ditching.
An evacuation must not be initiated while the aircraft is moving. Where an evacuation is
not necessary and it is deemed appropriate for a precautionary disembarkation, the
procedures in the QRH shall be applied.
When the Captain decides that the state of alert no longer exists, he shall advise the
Cabin Crew.
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8.3.17.3
Turbulence
If the weather conditions, cloud structure or route forecast indicate that turbulence is likely,
the cabin occupants shall be advised.
If a turbulence encounter is imminent or unpredicted turbulence is encountered, the
Seatbelt sign shall be switched on and the cabin occupants advised to return to, and/or
remain in, their seats, and to ensure that their seatbelts/harnesses are securely fastened.
“Ladies and gentlemen. Please note that the Seat Belt sign is switched on. Cabin
Crew, please be seated”.
8.3.18
Cosmic or Solar Radiation
For flights in excess of 26,000ft, the Company shall keep a record of the total dose of
cosmic radiation to which the crew is exposed, together with the names of the crew. The
crew has the meaning assigned to it by Article 58 paragraph (4) of the AN(HK)O.
To aid compliance with the above, the following shall be adhered to:
i) The CARI-6M computer programme shall be used for monitoring purposes;
ii) If the CARI-6M computer programme predicts that a crew member may be exposed to
more than 4 mSv in any 12 calendar months, then that crew member should be
monitored individually to ensure that his annual exposure does not exceed 6 mSv.
Female crew members shall inform the Company as soon as their pregnancy is certified
by a medical doctor. The Company shall then make appropriate arrangements to ensure
that the exposure to the foetus will be ‘as low as reasonably achievable’ and not
exceeding an accumulated value of 1mSv.
8.3.19
Laser Beam Safety Hazard Operational Procedures
A laser beam could seriously affect aircraft operations due to distraction and possible
incapacitation of pilots’ vision.
8.3.19.1
Preventive Procedures
NOTAMs should be consulted for location and operating times of laser activities and
alternate routes or flight path should be considered.
Aeronautical charts should be consulted for permanent laser activities (theme parks,
research facilities, etc.).
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8.3.19.2
In Flight
If a pilot is exposed to a suspected laser beam, the following steps are recommended to
reduce the risk unless the specific action would compromise flight safety:
i) Look away from the light source;
ii) Shield eyes from the light source;
iii) Inform other pilot about visual condition;
iv) Assess visual function, e.g. by reading instruments or approach chart;
v) If your vision is affected and the other pilot’s is not, transfer control;
vi) Switch over to instrument flight;
vii) Engage AP-ON;
viii) Avoid rubbing eyes; and
ix) Notify ATC of suspected in-flight illumination and, if necessary, declare emergency.
Flight Crew shall advise ATC as soon as possible after an occurrence of a laser
illumination incident.
The initial report to the ATC shall include:
i) Aircraft callsign;
ii) Position of the aircraft in relation to the airport and height, at the time of the laser
beam encounter;
iii) Originating direction and position of laser beam;
iv) Colour of the laser light;
v) Any other information as requested by ATC.
An ASR shall be submitted to QSS with related details of event.
It is recommended that, following an illumination incident believed to be from a laser,
affected crew members should seek medical evaluation before returning to flying duties.
8.3.20
Flight Phase Policies
8.3.20.1
General
The flight phase policies commence from the point where the crew arrives at the aircraft
until the aircraft is parked and crew disembarked.
All efforts should be made to guarantee an on time departure.
While crew should be mindful of the operating schedule, it shall not be met at the expense
of the SAFE and PROPER conduct of pre-flight duties, which must be completed with
care, attention and in an unhurried manner. If necessary, a delay shall be incurred in order
to conduct the flight safely.
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8.3.20.1.a
Delegation of PF Duties
The Commander may, at his discretion, delegate PF duties to the First Officer. When the
First Officer or co-pilot assumes PF duties, the Commander shall carry out all the duties
required of the PM.
As a general rule, should an abnormal situation arise, the PF shall maintain control of the
aircraft. If there is no significant aircraft performance degradation or change in handling
characteristics or a deviation in normal working procedures, the First Officer may complete
the flight as PF.
The Commander retains the final authority for all actions performed.
8.3.20.2
Flight Preparation
8.3.20.2.a
Meteorological Information
The Flight Crew must check that the meteorological information includes:
i) Actual and expected weather conditions including runway conditions for takeoff and
climb-out;
ii) Significant weather en-route, including winds and temperatures;
iii) Terminal forecasts for Destination and alternate airports;
iv) Actual weather for destination and alternates, and recent past weather if available;
v) Survey of the meteorological conditions at airports along the planned route.
Weather can affect the choice of routeing and the choice of Flight Level. The Flight Crew
must consider the possibility of runways being contaminated at the Departure and
Destination airfields. The Flight Crew must also verify ISA deviations and en-route icing
conditions and must consider the possibility of holding due to weather at the Destination.
8.3.20.2.b
NOTAMs
The Flight Crew shall examine NOTAMs for changes to routeings, unserviceable navaids,
availability of runways, approach aids, etc., which may affect the final fuel requirement.
8.3.20.2.c
OFP Check
The OFP shall be checked against the ATS Flight Plan. All operating pilots shall ensure
that the OFP route (excluding SID/STAR) is the same as the ATS Flight Plan laterally and
vertically.
Note: Planned vertical profiles are generated based on experience, State restrictions and
may not be the optimum Flight Level. Pilots shall endeavour to fly at or as close to the
optimum Flight Level whenever possible.
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8.3.20.2.d
Flight Plan and Operational Requirements
i) The Flight Crew shall check the OFP for routeing, altitudes and flight time;
ii) The Flight Crew shall check the ATS Flight Plan and ensure that it is filled in and filed,
in accordance with the prescribed procedures;
iii) The Commander shall agree with, or ensure amendment of, the OFP fuel figures and
the flight plan routeing;
iv) The Flight Crew shall check the estimated load figures, and shall calculate the
maximum allowable takeoff and landing weights.
8.3.20.3
Preliminary Safety
Crew should not board an aircraft unless it is deemed safe.
Chocks shall be in place and the boarding aerobridge and/or steps verified to be secure
prior to boarding.
8.3.20.4
Documentation and Maintenance
On entering the aircraft, the crew shall check the aircraft certificate folder, obtain the AML,
and verify that the certificates of maintenance and daily / weekly inspections are up to
date and signed. The crew shall verify the technical state of the Acceptable Deferred
Defect (ADD) list with regard to airworthiness, acceptability of defects (MEL/CDL), and
influence on the flight plan.
If refuelling has already been completed, check the uplifts of fuel, oil and hydraulic fluids.
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8.3.20.5
Pre-Flight Security Check
8.3.20.5.a
General
It is the Commander’s responsibility to ensure that the Flight Deck, toilets, galleys and
cabin areas are inspected to ensure that there are no suspicious or out of place items on
board.
This check is normally conducted by the PM and Cabin Crew as part of their pre-flight
activities, but the Commander may delegate this duty to other crew members if required.
8.3.20.5.b
Flight Deck Security Check
The FO is responsible for completing the pre-flight security check of the Flight Deck area
and ensuring that nothing has been placed there that could jeopardise the safety of the
aircraft. The check should include:
All seats, including seat pouches and stowage area of the observer seat
Life jacket and oxygen mask stowage
All storage compartments, including coat stowage
Cockpit stationary cabinet
Walls and ceiling, including instrument panels, circuit breaker panels, pedestals and
consoles
Floor area, including forward and aft of the rudder pedals and under each seat
The Flight Deck shall not be left unattended following the completion of the pre-flight
security check, otherwise the check must be conducted again.
8.3.20.6
Preliminary Cockpit Preparation
The Standard Operating Procedures are divided into flight phases, and are performed
from memory in accordance with the FCOM/FCTM.
8.3.20.7
Exterior Inspection
A visual inspection of the exterior of the aircraft shall be carried out to detect any obvious
anomalies or signs of tampering. The exterior inspection ensures that all access panels
are closed, and that the overall condition of the aircraft and its visible components and
equipment are safe for the flight. The specific exterior inspection as detailed in the FCOM
shall be performed.
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8.3.20.8
Flight Deck Preparation
8.3.20.8.a
Full Flight Deck Preparation
A full Cockpit Preparation must be performed in the cases listed below:
i) After a crew and/or aircraft change;
ii) After the SECURE Checklist has been performed;
iii) After any maintenance action;
iv) After the aircraft has been left unattended by the operating Flight Crew for any period
of time;
v) When any doubt exits about the status of the aircraft.
8.3.20.8.b
PA Serviceability Check
Prior to the first flight of the day, or following any crew change, the FO will make a PA
"Flight Deck PA test, 1, 2, 3" to ensure serviceability. The SCCM will then call the Flight
Deck via the interphone and respond with “This is (Name), PA loud and clear”. This is
preferably done prior to the boarding of cabin occupants.
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8.3.20.8.c
Display of External Lights
B737-800
Condition
Lights
Selection
Anytime the aircraft is electrically powered
POSITION
STEADY
At Pushback or Start
ANTI-COLLISION (1)
ON
TAXI
AUTO
After receiving taxi clearance and prior to releasing
the park brake
RUNWAY TURNOFF
Cleared to Line Up
POSITION
(2)
ON
STROBE & STEADY
Cleared for Takeoff
LANDING
ON
After Takeoff Flow
TAXI
OFF
LANDING
OFF
RUNWAY TURNOFF
OFF
LANDING
ON
Climbing through FL100
Descending through FL100
RUNWAY TURNOFF
ON
TAXI
AUTO
LANDING
OFF
RUNWAY TURNOFF
OFF
POSITION
STEADY
TAXI
OFF
Cleared to Land
Runway Vacated
Approaching Gate
Notes:
1) Anti-collision (Beacon) lights are an indication that engines are running or about to be started,
the aircraft is being towed / pushed back, or that the aircraft is moving under its own thrust. The
beacon shall only be switched OFF after shutdown when both N1s are below 10%.
2) The Position lights shall be switched on to “STROBE & STEADY” position when
entering/crossing a runway, including a non-active runway.
The LOGO light is selected ON below FL100 at night only
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8.3.20.9
Transponder Operation
i) General
Flight Crew shall operate the transponders as follows, subject to the local Secondary
Surveillance Radar requirements.
B737-800
Condition
Selection
During Pre-flight
STBY
Cleared for Pushback
ON - XPNDR
Cleared for Takeoff
TA/RA
Vacating the Runway
ON - XPNDR
Arriving at the Parking Bay
STBY and squawk 2000
ii) Mode S
Crew shall enter exactly the entire flight number, as shown on the ICAO flight plan,
without inserting any space, in the FMC.
iii) On Ground
Applicable charts, when published, will describe the required usage of Mode S on the
ground and the associated transponder setting required to enable airport usage of
SMGC (Surface Movement Guidance Control).
8.3.20.10
Loadsheet
8.3.20.10.a
Load and Trim Sheet Verification
Refer to SOPS 1.7.1 and 1.9.1.
8.3.20.11
Takeoff Data
Both pilots shall independently calculate the Takeoff Data and compare the results. Upon
agreement, the Takeoff Data can be entered in the CDU.
Discrepancies must be resolved and accepted by both pilots before the data is used.
Refer to SOPS 1.6.2 and 1.9.1.
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8.3.20.12
Flight Level Considerations
The initial cruise level requested during start-up should be the initial Flight Level filed in
the ATS Flight Plan. If this is not available, an alternate level may be requested bearing in
mind buffet margins.
Note: All efforts should be made to attain the optimum Flight Level for fuel efficiency.
8.3.20.13
ATC Clearance
The RHS pilot will obtain the ATC clearance on request from the LHS pilot. Both crew
members must be present at the time the clearance is given, unless the clearance is
received by ACARS.
The LHS pilot will verify the
Squawk (Read from the transponder)
SID (Read from RTE page 2)
Cleared Altitude (Read from MCP/PFD)
LNAV/VNAV armed
8.3.20.14
Closing the Cabin Main Entry Door (L1)
The main cabin door (L1) shall only be closed when:
i) The Turnaround Coordinator has notified the pilots that all passengers are on board
and no ground staff remain;
ii) All required documents are carried on board;
iii) All documents required to remain at station have been given to the ground staff;
iv) All landing gear lock out pins are verified on board.
8.3.20.15
Pushback/ Start Up
8.3.20.15.a
General
The Commander is responsible for the safety of all personnel during the pushback.
Particular attention shall be paid to the surrounding area, taking into account wing tip and
jet blast clearance. Any doubts shall be immediately relayed to ground crew for verification
prior to proceeding.
Where required, crossbleed starts shall only be conducted before or after pushback, with
parking brakes set to ON.
Coordination with ground crew and ATC shall be completed prior to crossbleed starts.
Under no circumstances shall crossbleed starts be conducted during pushback.
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8.3.20.15.b
Ground/ Flight Deck Communication
The interphone is the primary means of communications between the Flight Crew and
ground crew. Hand signals, as published in OM-A 12.9, are the secondary means. At no
time will Flight Crew use external lights to attract the attention of ground crew who are in
close proximity to the aircraft.
All ATC pushback clearances must be clearly understood and read back accurately. When
in doubt, the Flight Crew shall seek clarification and both crew members shall confirm the
clearance.
The additional pushback instructions shall be relayed to the pushback ground crew.
Note: Pushback shall only be started after receiving a correct read back from the
pushback ground crew.
For procedures where a headset is not available, marshalling signals as per OM-A 12.9
shall be used.
Under some circumstances (e.g. at an alternate), if communication with ground crew is
expected to be difficult, the pilot performing the exterior inspection may give clearance to
pressurise the hydraulic system before doors closed. In this case the amount of time the
pumps are selected on should be minimised to prolong component life.
During pushback, i.e. from releasing the parking brake for pushback until the parking
brake has been set following pushback completion, the pushback ground crew has control
of the aircraft’s movement.
Flight Crew members shall not have their feet on the brake pedals during pushback. When
pushback is completed, both crew members shall verify that the parking brake has been
set. For any subsequent parking brake release, clear communication with the ground staff
is required.
8.3.20.15.c
Interruption of Pushback
Where the Flight Crew requires the pushback to be stopped or direction amended, the
instruction shall be communicated via interphone and a read back must be obtained from
the ground crew.
In the event that communications are lost after a pushback / pull-forward has commenced,
hand signals shall be used as an alternate means of communication.
Either party, Flight or Ground Crew, who first notices or suspects a loss of communications
(e.g. lack of acknowledgement of a request) may use the call system to draw the attention
of the other party.
There is no immediate hazard if the tractor remains connected when communications are
lost (e.g. flight interphone failure) as the aircraft is still within full control of the tractor
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In the event that the loss of communications is combined with a towbar separation event
(e.g. headset gets disconnected after a towbar separation), uncontrolled aircraft
movement may result and ground crew may not be able to alert the cockpit with the use of
the call system. In this event, Flight Crew should be prepared for remedial actions as
directed by hand signals from the ground crew.
Brakes shall not be applied without a verbal instruction or a ‘stop hand signal (i.e. cross
arms or cross wands) from the Ground Crew, except that, in the judgement of the
Commander, the situation has a significant adverse effect on safety (e.g. imminent contact
of aircraft with obstacle or personnel).
Note: The vast majority of Company stations use towbars with a retaining pin (to prevent
towbar separation in the event that the shear pin fails), or towbarless tractors. The use of
such equipment further reduces the likelihood of the above scenario.
8.3.20.15.d
Engine Start
During this phase of the operation, the normal procedures should be strictly followed to
minimise the possibility of injury to ground personnel or damage to the aircraft/ground
equipment. Consequently, ATC clearance should neither be requested nor copied during
pushback / start.
Engines may be started during pushback in accordance with local regulations. Ground
personnel should be on the headset throughout the pushback to communicate any
possible safety hazards.
8.3.20.15.e
Re-establishment of Cockpit/Ground Communication
If Cockpit/Ground communications are to be re-established, standard hand signals, either
by Ground or Flight Crew, shall be used to initiate the reconnection.
Particular care needs to be taken where it is necessary for Ground Crew to return to the
aircraft and re-establish headset communications after the engines have been started.
The aircraft must remain stationary, with parking brake set, until the Ground Crew has
disconnected from the aircraft and given the all clear signal.
8.3.20.16
After Start
The BEFORE TAXI Checklist shall only be performed after Flight Crew acknowledge
display of the bypass pin and hand signal by the ground crew to ensure the aircraft is clear
of all ground equipment.
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8.3.20.17
Taxi
8.3.20.17.a
General
Taxi should be considered as a high threat phase of flight and therefore maximum
vigilance shall be maintained and crew shall employ good CRM/TEM practice by cross
checking ATC clearance with charts, signs, markings, lighting, and Flight Deck resources.
8.3.20.17.b
Prior To or During Taxi
The FO should write down the taxi clearance, and will read back in accordance with RT
procedures. To ensure all Flight Crew members understand the assigned taxi route, the
Captain shall verbalise the clearance.
The Captain shall remain heads up and in no case will he write down the taxi clearance
while taxiing.
If the aircraft is cleared for takeoff from a different runway or from a runway/taxiway
intersection that had not been planned, the crew shall independently re-compute the
takeoff performance data and amend the FMC. Crew shall then re-conduct the Takeoff
briefing confirmation.
Crew should be aware that there may be differences in runway, taxiway lighting and
guidance system between airports in different regions and countries.
8.3.20.17.c
Taxi Speed Limits
B737-800
Straight
30kt
20kt
10kt
Condition
Dry
Wet
Contaminated
8.3.20.17.d
Turn
10kt
10kt
5kt
Runway Incursion Prevention
Definition
i) Runway Incursion
Any occurrence at an airport involving the unauthorised or unplanned presence of an
aircraft, vehicle or person on the protected area of a surface designated for the
landing or takeoff of aircraft.
ii) Hot Spot
A location on an airport movement area where an incident or runway incursion has
previously occurred, and where pilots and vehicle operators shall exercise special
attention.
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Flight Deck Monitoring During Ground Operations
Careful planning reduces workload and enables the pilots to focus on position and
situational awareness. Eliminate distractions where possible.
The Captain controls the aircraft during taxi and his primary role is the safety of the
aircraft. The FO provides proactive guidance based upon the cleared taxi routeing and the
airport layout chart. Pilots should use a continuous loop process for actively monitoring
and updating their progress during taxi.
Monitoring and cross-checking by the Captain and FO are an effective safety
countermeasure and a primary task for pilots during ground operations.
During low visibility, reduced lighting and darkness, additional care shall be taken by all
pilots to maintain the highest level of situational awareness and the accuracy of ground
manoeuvring.
Considerations for Taxi
i) Prepare the required airport and taxi charts during pre-flight preparation;
ii) Study the airport layout, taxiway lights, naming and numbering convention;
iii) Review NOTAMs for taxiway closures and construction areas;
iv) Review standard taxi routes and plan taxi route in advance and actively monitor
progress;
v) Identify Hot Spots and develop an effective countermeasure;
vi) Actively listen to taxi clearances, write down complex taxi routeings, cross-check
instructions against the charts and between the pilots. Instructions may include a
clearance limit. A taxi clearance that crosses a runway should contain explicit
clearance to cross that runway or an instruction ‘to hold short’;
vii) Clarify any uncertainty about the clearance or your position on the airport movement
area. If unsure of position request progressive taxi instructions from ATC;
viii) Taxi defensively, there is no rush. Identify other traffic before crossing or entering a
taxiway, or crossing a runway Holding Point. This is particularly important in low
visibility;
ix) Use external lights to clearly identify the aircraft. Strobes shall be selected ON when
crossing or entering a runway;
x) Plan the timing and execution of checklists to minimise distractions when approaching
or crossing runways. Keep eyes outside for other traffic;
xi) When cleared to line up or cross a runway, DO NOT cross a red ‘Stop Bar’ unless it is
confirmed by ATC that the control of the lighting is unserviceable and appropriate
contingency measures are in place. The ATC instruction to cross a ‘Stop Bar’ under
such circumstances should be clear, unambiguous and complied with only after it is
confirmed by all available means that it is safe to do so;
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xii) Both pilots shall positively identify and cross - check the runway signage before
entering an active runway and ensure that the runway heading agrees with the ATC
nominated runway in use ;
xiii)
Use standard radio phraseology and readback procedures. Positively check the
audio volume and frequency in use ;
xiv) Beware of the fundamental difference between the phraseology “position and hold” (
which has the same meaning as the ICAO standard phrase “line up [ and wait ] ” ) and
the standard ICAO phraseology “taxi to holding point” ( which means taxi to , and hold
at , the runway - holding point ) . Listen carefully to the instruction. If in doubt , clarify
with ATC ;
xv) After landing remain on Tower frequency until the runway is vacated, unless
requested by ATC. Be prepared to stop and resolve any questions about the taxi
clearance or aircraft position. Be vigilant for conflicting traffic on a parallel taxiway. Do
not vacate onto another runway unless specifically instructed. If stopping after
vacating the runway, ensure that the tail of the aircraft is clear of the runway;
xvi) Confirm the correct taxi routeing by reference to airport diagrams and airport signage.
Use caution if routeing near runway incursion hot spots or when crossing active
runways. The Captain shall routinely communicate and update his intended taxi route
for confirmation by the FO. If doubt exists as to the correct taxi route, stop the aircraft,
inform ATC and request confirmation before continuing;
xvii) When taxiing in reduced visibility, monitor ground speed and, when appropriate,
compare expected aircraft heading with the charts;
xviii) Maintain vigilance in monitoring the radio transmissions in order to determine the
position of other traffic on the airport.
8.3.20.17.e
Takeoff Review
The takeoff review should be conducted by the PM during a quiet straight - line portion of
the taxi between the apron and the runway at the discretion of the Captain.
8.3.20.17.f
Approaching the Runway
The PM , upon PF’s request , will advise the Cabin Crew via the PA to be seated for
takeoff. Once the Cabin is ready for takeoff , complete the ‘Before Takeoff’ Checklist.
The PF will update the takeoff briefing if required.
Normally , PF will select WX + T and PM will select Terrain for departure.
Note: Captains are encouraged to conduct a silent RTO touch drill before calling for the
Before Take Off checklist.
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8.3.20.18
Takeoff
8.3.20.18.a
Entering a Runway
DO NOT cross red stopbars without a positive ATC clearance when taxiing into position
for takeoff or crossing a runway. If the red stopbar lights or controls are reported to be
unserviceable, the crew shall obtain an unambiguous clearance from ATC and confirm
visually and by TCAS that the takeoff and approach path are clear before crossing the
stopbars.
When accepting a clearance to enter a runway, be aware of aircraft on the approach. If
takeoff clearance is not received within 90 seconds of the “line up and wait” clearance,
ATC should be informed of the aircraft’s position.
Before entering the departure runway, verify that the runway and runway entry point are
correct and that the approach path and the runway are clear of traffic.
Verify that the aeroplane heading agrees with the assigned runway heading by verifying
the ND track and MCP heading are matched.
The crew should avoid setting the parking brake while holding in position on the runway.
8.3.20.18.b
Takeoff Clearance
Both, PF and PM must confirm "TAKEOFF CLEARANCE CONFIRMED" prior to starting
the takeoff roll.
Takeoff shall not be commenced unless the RVR/Visibility is equal to, or greater than, the
applicable minimum. When multiple RVRs are available, all reported RVRs shall be at or
above the required minima.
8.3.20.18.c
Chrono
The FO shall start timing as takeoff thrust is applied.
8.3.20.18.d
Thrust Levers
The decision to continue or reject the takeoff is the responsibility of, and shall be actioned
by, the left seat pilot. Refer to the SOPS for thrust setting procedures, which vary
depending on whether the PF is in the left or right seat.
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8.3.20.18.e
Reduced Thrust Takeoff
The use of reduced takeoff thrust is recommended whenever possible. If, during takeoff,
conditions are encountered where additional thrust is desired, thrust may be increased to
full takeoff thrust.
8.3.20.18.f
Full Thrust Takeoff
FULL thrust shall be used when:
i) Windshear is suspected / reported;
ii) Severe turbulence is reported along the takeoff path;
iii) Taking off on a contaminated runway;
iv) Braking action ≤ Medium;
v) Taking off with deactivated brake(s), if no specific performance data is available;
vi) Operating with landing gear extended;
vii) Taking off with anti-icing fluid on the wings.
8.3.20.18.g
Takeoff Flap Setting
If different configurations give equivalent performance, the crew should select the
configuration associated with the lowest takeoff speeds.
8.3.20.18.h
Use of Onboard Performance Tool (OPT)
Refer to OM-A 8.11.10 - Performance Data
8.3.20.18.i
No Engine Bleed Takeoff
The standard procedure when making a No Engine Bleed Takeoff is with the APU
operating.
Refer to FCOM Supplementary Procedures – Air Systems – No Engine Bleed Takeoff and
Landing.
8.3.20.18.j
Contaminated Runway
Reduced thrust takeoff is not permitted on a contaminated runway. Full thrust shall be
used for takeoff.
Takeoff on a contaminated runway is NOT permitted when:
i) Any thrust reverser is inoperative;
ii) There is a tailwind condition;
iii) The crosswind component is greater than the crosswind limit for the conditions;
iv) Brake unit(s) are deactivated;
v) Runway is covered with more than 4in (101.6mm) of dry snow / 1in (25.4mm) of wet
snow.
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8.3.20.18.k
Runway Intersection Takeoff
Takeoff from a runway intersection is permitted if the remaining runway meets the aircraft
takeoff performance requirement in the prevailing circumstances, including aircraft weight,
obstacles, weather, noise abatement, etc.
Before accepting a runway intersection takeoff, both pilots will make an independent
takeoff performance calculation for that specific intersection, and verify that all
requirements have been met.
8.3.20.18.l
Crosswind Limits
The maximum crosswind for takeoff published in OM-A 8.3.9.14.h, the AFM and FCOM,
are to be considered as the Company operational limitation.
8.3.20.18.m
Tailwind Limit
10kt.
8.3.20.18.n
Minimum Turn Altitude
The Company’s policy is that no turns (change of track by more than 15°) shall be made
below 400ft AAL unless required by obstacle clearance, specific SID or Noise Abatement
requirements.
All manoeuvring must respect aircraft geometric limitations, i.e. wing and engine clearance
from the ground and surrounding obstacles.
In the event that Flight Directors are not available due to a technical fault, a minimum
speed of V2 to V2+15 shall be maintained, with a maximum bank angle of 15°. This bank
angle restriction is to be maintained up to and including 400ft AAL.
8.3.20.18.o
Acceleration Altitude
Thrust reduction and acceleration altitude is normally 1,500ft AAL for all takeoffs and
missed approaches.
Flap retraction after an engine failure on takeoff shall not be below the height described in
the approved EOSID Procedure, or 1,500ft AAL if the runway does not have a designated
procedure, whichever is higher.
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8.3.20.18.p
Engine Failure after V1
Introduction
Jeppesen provides the analysis of runway and obstacles for requested airports assessing
the runway length, runway slope, takeoff position, etc., to construct the Company-specific
EOSIDs.
Definition
When an engine failure occurs during takeoff, the obstacle clearance is based on the
‘Engine Out Standard Instrument Departure (EOSID)’ or the ‘Special EOSID’.
i) Standard EOSID
Climb straight ahead at a minimum of V2 speed until the QNH altitude for
acceleration is attained.
ii) Special EOSID
A Special EOSID will be provided if a straight climb out to the QNH altitude for
acceleration and/or a direct turn to the holding fix specified in the EOSID description
is not possible due to unfavourable obstacle situation.
iii) One Engine Inoperative (OEI) Acceleration Altitude
The Company Standard OEI Acceleration Altitude is 1,500ft AAL, or after engine
secured, whichever is later.
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Jeppesen Considerations in Engine Out Procedures
In developing Engine Out procedures, Jeppesen take into consideration the following
distinct areas:
i) Vertical Flight Path Analysis
In straight out procedures, the net flight path must clear all obstacles by 35ft. When
turn procedures are required, this margin increases to 50ft. The takeoff manoeuvre
ends when the aircraft either reaches 1,500ft, or when the net flight path clears all
obstructions along the intended path.
ii) Acceleration Altitude
The height of the acceleration altitude is referred to as the level-off height, and can
be at any height between the legal minimum level off height of 400ft AAL and the
maximum level off height. The maximum level off height is governed by the engine
takeoff thrust time limit certification (either 5 or 10 minutes). It is the maximum height
to which the aircraft could takeoff, climb, level off, retract flaps and accelerate to final
climb speed with full takeoff thrust.
iii) Horizontal Flight Path Analysis
To meet the regulatory requirements, Jeppesen always considers the straight-out
departure first, analysing a takeoff flight path along the extended runway centreline
out to approximately 15-45nm. This distance reflects the requirement to continue the
flight path until 1,500ft AAL, or until clear of all obstacles.
Note: The vertical and horizontal flight path analyses define the departure profile including
obstructions. These characteristics then determine the procedure used in maximising the
takeoff weight.
8.3.20.19
Climb
8.3.20.19.a
Reduced Thrust Climb
Derated Climb Thrust shall be considered at all times.
Derated Climb Thrust offers the following economical advantages:
i) Increased engine life;
ii) Improved engine reliability;
iii) Reduced direct maintenance costs.
The FMC provides two reduced thrust climb selections on the N1 LIMIT page:
i) CLB 1 is approximately a 10% derate of climb thrust;
ii) CLB 2 is approximately a 20% derate of climb thrust.
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Reduced thrust climb may also be automatically selected by the FMC depending upon the
amount of thrust reduction made for takeoff by either the fixed derate or assumed
temperature method.
Climb thrust reductions are gradually removed as the aircraft climbs until full climb thrust is
restored. If rate of climb should drop below approximately 500ft/min, the next higher climb
rating should be selected.
Prior to takeoff, the pilot may override the automatically selected climb thrust limit after the
takeoff selection has been completed by selecting another climb thrust limit on the N1
LIMIT page. When the automatically selected climb thrust limit is overridden, the
previously selected takeoff derate is not affected.
Note: Use of reduced thrust for climb increases total trip fuel.
8.3.20.19.b
Climb Speed
The aircraft shall be operated in compliance with State speed limit
requirements/limitations.
On departure, if a speed greater than the State speed limit is required for operational
reasons, a request shall be made to ATC.
The standard climb speed shall be:
i) Published departure or ATC speed constraints;
ii) At or below 10,000ft AAL: 250kt or Manoeuvring Speed (whichever is greater);
iii) Above 10,000ft AAL: 300kt, transitioning to ECON Mach number using the OFP Cost
Index.
When the airport elevation is more than 1,000ft, the FMC speed restriction 250/10,000
shall be adjusted manually by the Flight Crew, taking into account the airport elevation.
e.g. Takeoff KMG – Airport Elevation 6,902ft → FMC 250/16,900.
Climb Speed may be varied to facilitate a rate or gradient climb requirement. Manoeuvring
margins shall be respected at all times.
If requested by ATC for a speed other than standard climb speeds, crew shall not
accelerate to an IAS greater than 250kt below 5,000ft AAL.
8.3.20.19.c
Climb Rate
Rate of climb should be limited to no more than 1,000ft/min when approaching the target
altitude and in the vicinity of other aircraft to prevent unnecessary RAs.
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8.3.20.19.d
Intermediate Level Off Altitudes
Intermediate level off altitudes are common when flying in the region, and flight planned
cruise levels are not guaranteed. When instructed to maintain a lower than expected
altitude, pilots are to attempt to obtain planned level and, if unable, ensure fuel on board is
sufficient for continued flight. The Commander shall take appropriate steps to comply with
the Company minimum fuel requirements in accordance with OM-A.
8.3.20.20
Cruise
8.3.20.20.a
Operational Flight Plan Completion
Complete the OFP only after reaching cruise level:
i) The OFP time and fuel should be checked at the top of climb and at least once every
30 minutes;
ii) Once the estimated arrival time has been computed, the PM will compare it with the
FMC PROGRESS page and advise the PF of the ETA, expected fuel remaining and
the minimum required fuel at destination;
iii) Note any minimum altitudes higher than 10,000ft, and review whether any
contingency procedures are required;
iv) Note the FIR boundaries in anticipation of frequency changes;
v) RVSM compliance requires the recording of altimeter differences at top of climb and
once every flight hour.
Additional procedures for use with a paper format OFP:
Pilots are to annotate revised ETAs under the ETA dotted line reserved for crew
entry.
When cleared flight levels differ from the flight planned levels, they should be
annotated under the tropopause TRO figure on the OFP.
8.3.20.20.b
Cruise Level
The cruise level should be the appropriate Flight Level nearest to the optimum level taking
into account manoeuvring margins and economy.
Flight Crew shall make all efforts to obtain the optimum cruising level.
Initiate a step climb to the next appropriate Flight Level when indicated by the FMC, if
available. If the step climb point is not available from the FMC, initiate a step climb in
accordance with the OFP.
If a climb is made to an altitude where wind conditions are adverse, consider returning to
the previous altitude.
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8.3.20.20.c
Cruise Speed
The cruise speed for all normal operations is the ECON speed, as calculated by the FMC,
based on the OFP Cost Index. If CRZ speed is not available from the FMC, use the cruise
speed indicated on the OFP.
8.3.20.20.d
Non-Standard Flight Levels
If cruising at a non-standard Flight Level, Flight Crew shall:
i) Ensure that the term, “Non-Standard Flight Level” is appended to their normal position
reports;
ii) In coordination with ATC, climb/descend to the appropriate semi-circular Flight Level
prior to FIR crossings into airspace where non-standard Flight Levels are not
accepted.
8.3.20.20.e
RVSM
When operating in RVSM airspace, regular cross-checks of the altitude indications shall
be made.
Refer to OM-A 8.3.3.6.f.
8.3.20.20.f
Weather Update
The Flight Crew will monitor weather information during the en-route phase of flight, to
include current weather and forecasts, as applicable, for Destination, Destination Alternate
and En-route Alternate airports.
The monitoring of the above, including SIGMET and other operationally relevant
phenomena, may be accomplished through any communications means, including
ACARS, VOLMET and Flight Information Services provided by ATC.
The above requirement shall take into account the validity of the weather information and
significant changes/trends affecting the relevant situation.
The PF normally obtains weather updates.
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8.3.20.21
Descent
8.3.20.21.a
Descent Preparation
Descent preparation and approach briefing can take approximately 10 minutes. The
briefing and checklist should be completed before top of descent.
Items to be considered during the preparation should include, but are not limited to, the
following:
i) Verify the NOTAMs for destination and alternates;
ii) Check the ATIS/TAF;
iii) Insert the STAR and Instrument approach into the FMC;
iv) Verify landing weight / fuel on arrival and alternate fuel;
v) Set the Approach speed;
vi) Check landing performance for the runway of intended use taking into account the
conditions existing at the ETA, aircraft configuration, use of brakes and reverse thrust
and any known performance penalties;
vii) Set auto brake;
viii) Pressurisation – landing altitude check;
ix) Set CRS and Minimums for applicable approach;
x) Set Destination QNH;
xi) Set up Primary and Secondary NAV Frequencies for the approach;
xii) If an RNP approach is required, complete the type-specific checks for an LNAV or
LNAV/VNAV Approach;
xiii) Verify that onboard and ground-based equipment required by FCOM, QRH, DDG and
OM-C for the type and category of approach are available;
xiv) Both pilots shall self-brief the SID/STAR and any approach plates, checking that
tracks, distances, speed and altitude restrictions agree with the FMC LEGS. Any
discrepancies between the FMC and the charts shall be rationalised.
An Approach Briefing shall be completed for each approach, although this may be
abbreviated in the event of subsequent approaches using the previously briefed approach
procedure.
8.3.20.21.b
Overweight Landing
Landing at weights greater than the certified Maximum Landing Weight are not permitted
except in exceptional circumstances (in-flight turn back or diversion). Overweight Landings
shall not be planned.
If due to LMCs, extra fuel uplift, or fuel savings en-route, it is expected that the flight will
arrive at destination above MLW, the crew is responsible to ensure that appropriate action
is taken to land at, or below, MLW. Crew will modify the flight profile to ensure that landing
weight is less than or equal to MLW.
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8.3.20.21.c
Descent Adjustment
The VNAV modes shall be used to maintain profile. Should the FMC be unable to maintain
profile then selected modes may be used to recover the profile. VNAV modes are then to
be re‑engaged if appropriate.
If the aircraft is above profile and at high speed, it is more efficient to maintain high speed
to altitude capture and then decelerate, rather than to mix descent and deceleration.
8.3.20.21.d
Descent Speed
The aircraft shall be operated in compliance with State speed limit
requirements/limitations. On arrival, if a speed greater than the State speed limit is
required for operational reasons, a request shall be made to ATC.
The standard descent speed shall be:
i) Above 10,000ft AAL: M.78/300kt;
ii) At or below 10,000ft AAL: 250kt;
iii) Published approach or ATC speed constraints.
Note: If requested by ATC, high speed can be maintained below 10,000ft. However,
descent speed shall be reduced to 250kt prior to reaching 5,000ft AAL.
When the airport elevation is more than 1,000ft, the FMC speed restriction 250/10,000
shall be adjusted manually by the Flight Crew, taking into account the airport elevation.
e.g. Arrival KMG – Airport Elevation 6,902 ft → FMS 250/16,900.
8.3.20.21.e
Use of Speedbrakes
Descent should be planned with the aircraft in a clean configuration. Speedbrakes should
be deployed if circumstances necessitate increased descent rates or expeditious speed
reduction, or both.
Manoeuvring margins shall be respected at all times when speedbrakes are deployed.
The PF should keep his hand on the speedbrake lever when they are used in flight.
8.3.20.21.f
Descent Rates
To prevent the generation of unnecessary RAs, limit the rate of descent to no more than
1,000 ft/min when within 1,000ft of the target altitude and in the vicinity of other traffic.
Maximum Rates of Descent below 10,000ft:
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Maximum Rate of Descent
Descent to 5,000ft AGL
5,000ft/min
5,000ft AGL to 3,000ft AGL
3,000ft/min
3,000ft AGL to 1,000ft AGL
2,000ft/min
1,000ft AGL to landing
1,000ft/min
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8.3.20.22
Holding
8.3.20.22.a
Flaps Configuration
When holding is required, this should be carried out in clean configuration unless ATC or
standard holding procedures require a speed at which flaps must be extended.
8.3.20.22.b
Holding Pattern
Before entering the holding pattern, check that the FMC holding pattern is the same as the
published holding pattern on the chart, or as instructed by ATC.
Note: If the holding pattern is not in the FMC navigation database, the inbound course
defaults to the leg course to the hold fix and the turn direction defaults to the right.
8.3.20.22.c
Holding Speed
Maximum holding speeds shall be observed to ensure the aircraft remains within the
protected area of the holding pattern.
Requests to hold at a speed greater than the maximum holding speeds should not be
considered if the aircraft is below MSA, as this may result in the aircraft flying outside the
obstacle protected area.
8.3.20.23
Approach
8.3.20.23.a
General
To ensure that the stabilised approach criteria are achievable, the landing configuration
(Landing Gear down & Landing Flap selected) shall be completed by 1,000ft AAL except
for a visual circuit. (Refer to FCOM for guidance).
A precision approach is preferred to a non-precision or visual approach. Crew shall refrain
from requesting or accepting a visual approach when conditions are not favourable and
ATC should be informed accordingly.
The Continuous Descent Final Approach (CDFA) technique shall be utilised for all NPAs.
Additionally, during the initial and intermediate phases of all approaches, the use of low
power, low drag and Continuous Descent Approach techniques are encouraged.
When planning the approach, after taking the current weather into consideration, the
Commander shall brief for the approach (lowest minima) which will give the highest
probability of landing. An approach to land shall not be continued below 1,000ft (300m)
AAL unless the Commander is satisfied that, with the runway surface condition information
available, the aircraft performance information indicates that a safe landing can be made.
Note: Visual manoeuvring to align the aircraft early on final during an offset instrument
approach shall not be undertaken, unless specifically authorised by ATC.
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Should the type of approach be revised, or a change in runway occur, crew shall ensure
that relevant briefing items have been accomplished.
On a radar vectored approach, ensure that the FMC flight plan is sequencing normally in
order to have the lateral navigation mode available for a missed approach.
When cleared for the approach, the crew shall identify the navigation aid(s) on which the
approach procedure is based. It is acceptable to identify a navaid by visually confirming
that the station identifier is displayed on the PFD / MFD.
Note: It is mandatory to identify and display raw data navigation information for the final
approach if flying a procedure designed on the use of ground-based navigation aids.
The Approach Checklist shall be performed after QNH is set and cross-checked.
During Approach and Landing, the PF shall have his hand on the thrust levers from the
first change in aircraft configuration.
8.3.20.23.b
Approach Speed Technique
Decelerated Approach
In order to minimise fuel burn and keep approach noise as low as possible, a low drag
configuration shall be maintained for as long as possible. This calls for the initial approach
manoeuvring to be carried out in clean configuration.
When required by published speed control procedures or by ATC to reduce speed below
the clean manoeuvring speed, select the least flaps that will allow maximum manoeuvre
capability at the required speed.
Note: Unless required by an abnormal procedure, flight at a speed below the manoeuvre
speed is not allowed.
Early Stabilised Approach
An Early Stabilised Approach is where the aircraft reaches the FAF in the landing
configuration at approach speed.
This is the technique that will be applied for non-precision approaches flown using
selected guidance, and when conditions such as adverse weather, technical defects or
ATC restrictions prevent proper execution of the Decelerated Approach.
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8.3.20.23.c
Stabilised Approach Requirement
Stabilised Approach Policy
All approaches to landing must be stabilised.
A prompt go-around is mandatory if the stabilised approach criteria are not initially
satisfied or maintained.
Stabilised Approach Criteria
By 1,000ft AAL:
i) The aircraft must be on the correct flight path with only small corrections required to
maintain the intended path:
For an instrument approach, the aircraft shall be established laterally and
vertically on the published approach path or glideslope, and the correct lateral and
vertical approach modes must be annunciated on the FMA;
For a visual segment/visual approach, the aircraft shall be established vertically
on the published approach profile or a constant flight path angle (nominally 3
degrees) to the touchdown point. Wings must be level by 500ft AAL.
and:
ii) The aircraft shall be fully configured for landing, i.e.:
Landing configuration is achieved with landing checklist complete;
Speed is stable at Command Speed/VAPP +10/-5 KIAS taking into consideration
the prevailing conditions;
Thrust is set to maintain Command Speed/VAPP taking into consideration the
prevailing conditions.
Sink rate is no greater than 1,000ft/min taking into consideration the prevailing
conditions; if an approach requires an anticipated ROD rate greater than
1,000ft/min, (e.g. an approach with a tailwind or an approach at maximum landing
weight at a high altitude airport), this should be briefed in advance.
Note: Prevailing conditions include rapid wind changes, turbulence and
appropriate adherence to published or accepted ATC speed requirements. In the
case of an ATC speed requirement, the aircraft speed must be reducing towards
Command Speed/VAPP by 1,000ft AAL and no later than 500ft AAL.
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8.3.20.23.d
Violation of the Stabilised Approach Criteria
Where there is a violation of the criteria laid down above or a failure to go around from an
approach that does not meet the criteria, the crew will be required to explain their actions.
The criteria laid down are in line with recommendations from manufacturers and the Flight
Safety Foundation and are not open to interpretation by the Flight Crew.
An ASR must be filed if an approach is continued in breach of the stabilised approach
policy.
As part of the SMS programme, the Company follows the ‘Just Culture’ philosophy.
Punitive action will not be taken against a pilot who elects to go-around or discontinue an
approach if the stable approach criteria are not met.
8.3.20.23.e
Glideslope Intercept from Above
Normal procedure is to intercept the glideslope from below due to the possibility of false
glideslope capture when intercepting from above.
8.3.20.23.f
Non-Precision Approach Strategy
Non-precision approaches shall be flown with a constant angle of descent.
Navaid raw data and altimeters must be monitored constantly to confirm that lateral
tracking is correct and altitude constraints are complied with.
Use of automatic flight is preferred.
For all continuous descent non-precision approaches, 50ft shall be added to the published
MDA.
8.3.20.23.g
Number of Approaches
Safety statistics show a correlation between multiple approaches and landing incidents. To
protect against the known phenomena called “press-on-itis” or “goal fixation” the allowed
number of approaches to the same runway is limited to two, except where the approach
was cancelled by ATC.
After two unsuccessful approaches to the runway, the crew shall request a runway change
or proceed to the alternate airport.
i) If a change of runway is approved, then one approach may be made to that new
runway followed by a landing or missed approach and diversion to the Alternate;
ii) If a change of runway is not approved, then the aircraft shall proceed directly to the
Alternate.
Note: The crew shall closely monitor the weather and trend analysis at Destination and
Alternate airports to schedule their approach appropriately and ensure sufficient fuel to
proceed to the Alternate if required.
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8.3.20.23.h
Runway Occupancy Time
Nominate the expected runway exit during the approach briefing. Also plan an alternative
high speed exit taxiway, if available.
Refer to OM-A 8.3.20.23.h for the maximum speed for exiting the runway via a high speed
taxiway.
Note: Good operating practice is to aim for an exit that can be safely made, rather than
aiming for an earlier exit that you might miss.
Consider the distance to the nominated exit when selecting the autobrake setting. Achieve
a normal touchdown with progressive smooth deceleration to exit at a safe speed at the
nominated exit. Contact Ground Control immediately after vacating the runway when
instructed to do so.
8.3.20.23.i
No Instrument Approach Procedure Chart Available
Company aircraft shall not be dispatched to an airport without an instrument approach
procedure without the approval of the GMFO. If, for unforeseen circumstances, there is a
need to make an instrument approach when no approach procedure diagram is available,
ATC shall be advised. ATC should then issue an appropriate clearance that shall include
detailed information regarding the completion of the approach.
Necessary information should include:
i) Airport elevation;
ii) Initial approach to facility including:
Frequency and identifiers of navaids to be used;
Course and distance;
Minimum altitude.
iii) Procedure turn including:
Orientation of turn to final approach course;
Outbound/inbound course;
Altitude restriction;
Limit of procedure turn.
iv) Minimum altitudes over fixes;
v) Course and distances from fixes to threshold;
vi) Landing minimums (DA, MDA and RVR, as applicable);
vii) Missed approach flight path and altitude.
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8.3.20.23.j
Minima
Under certain circumstances, the MDA(H) for a LOC approach may be lower than the
DA(H) for the related ILS approach. Similarly, the MDA(H) for an RNP approach to ‘LNAV
only’ minima may be lower than the DA(H) for the RNP approach using LNAV/VNAV
minima.
In these cases, the lower minima shall not be used when flying the related “full” (ILS or
LNAV/VNAV) approach.
8.3.20.23.k
HUD/EVS Minima
WARNING
Operations requiring the use of HUD/EVS are not currently authorised.
Certain airports that do not have the full facilities required for Low Visibility Operations
(e.g. runway lighting) may permit aircraft equipped with Head Up Display (HUD) or
Enhanced Vision Systems (EVS) to conduct approaches to lower minima than would
normally be applicable.
These operations are classified as Special Authorisation CAT I (SA CAT I) and Special
Authorisation CAT II (SA CAT II), although older charts may use the terms Lower Than
Standard CAT I (LTS CAT I) and Other Than Standard CAT II (OTS CAT II).
Charted minima for SA CAT I, SA CAT II, LTS CAT I or OTS CAT II shall not be used.
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8.3.20.24
Go Around / Missed Approach
8.3.20.24.a
General
Failure to execute a timely missed approach when the need arises is a major cause of
approach and landing accidents. The Commander is ultimately responsible for the
decision to continue or abandon an approach. However, the First Officer is expected to
make the decision and carry out the manoeuvre if acting as PF, or call for a go-around if
acting as PM and it becomes necessary.
A go-around shall be executed any time there is any doubt that a safe landing can be
accomplished. Inadequate preparation or lack of commitment to execute a go-around is
often a factor in approach and landing accidents. Flight Crew shall always be prepared to
execute a go-around, and shall land only if the approach is stabilised and if there are
sufficient visual references to make a safe approach and landing. Flight Crew shall not,
under any circumstances, attempt to rescue a situation and continue an approach that is
likely to result in a hazardous landing.
Any member of the operating Flight Crew can call for a go-around and the PF shall
comply. Once the decision to perform a go-around has been made during final approach,
no decision to abandon the go-around shall be taken.
Operation down to MDA or DA/DH is not compulsory and is at the discretion of the
Commander who will take all relevant operational factors into account.
Operation below the MDA, DH/DA and/or beyond the MAP is not permitted unless the
approach can be continued by visual reference. Minimum visual reference for approaches
other than LVO is defined as follows:
i) Precision straight-in approaches (approach lights available):
Sufficient lights of the approach and/or runway lighting system and one row of
crossbar lights (or barrettes) visible to ensure that the desired flight path can be
maintained using visual reference only.
ii) Non-precision straight-in approaches (approach lights available):
At least seven consecutive lights, which may be approach lights, runway lights, or a
combination of both.
iii) Precision and non-precision straight-in approaches (approach lights not available):
Runway threshold and touchdown zone must be visible.
iv) Approaches which require visual manoeuvring:
Continuous sight of ground features to ensure that aircraft position is maintained
within the visual manoeuvring area and that the aircraft can be positioned on the
approach for the runway in use.
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Do not revert to visual unless positive identification of visual references for the runway are
distinctly visible, identifiable and can be maintained. Visual references for runway
identification would include any element of the approach or runway lights or the runway
itself.
If, at any time when below the MDA or DA/DH, visual reference cannot be maintained, a
go-around must be carried out.
A missed approach shall be conducted if TOGA is inadvertently activated, regardless of
whether or not the approach becomes unstable.
If a go-around is executed prior to reaching the MAP of a non-precision approach, the
aircraft shall overfly the MAP and then follow the go-around procedure.
Initiate a go-around if a stabilised approach is not established and maintained at or below
1,000ft AAL (500ft for visual approach).
On all instrument approaches, where suitable visual reference has not been established
and maintained, a go-around shall be executed when:
i) A navigation radio or flight instrument failure occurs which affects the ability to safely
complete the approach;
ii) On ILS final approach the ILS deviation alert occurs (flashing G/S or LOC pointer and
amber scale);
iii) The navigation instruments show significant disagreement;
iv) On an RNP based approach, the ANP exceeds the RNP.
If a landing within the touchdown zone is not assured and the remaining runway is
insufficient to stop safely, execute a go-around.
Flight Crew shall record any event of a go-around, together with the reason(s), in the
Voyage Report. The Company upholds any decision made by the Flight Crew to execute a
go-around.
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8.3.20.24.b
Company Go Around Policy
In the interest of safety and simplicity, the Go Around policy is to climb expeditiously to the
published missed approach altitude for the procedure being used The standard thrust
reduction and acceleration altitude for missed approaches is 1,500ft AAL, and is
applicable for all engines operating and one engine inoperative.
As per the manufacturer’s guidance once the Go Around has been initiated, if FULL thrust
is not required a lower power setting may be selected at the Commander’s discretion.
8.3.20.25
Diversion
In the event of a missed approach, the Commander shall reassess the situation and make
a decision whether to divert or attempt another approach. This decision must be dictated
by safety. The flight path of the aircraft shall be secured prior to making an assessment.
The decision to divert in order to secure the safety and security of the operation is fully
supported by the Company.
When diverting to a Destination Alternate or En-route Alternate, the PM should, as soon
as possible, contact OCC giving relevant information of the Alternate Airport, ETA and
reason for the diversion. OCC shall assist as required and relay the diversion message to
the appropriate departments.
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8.3.20.26
Landing
8.3.20.26.a
Touchdown Zone
The Green (Target) landing zone is
composed of the runway between the
touchdown zone markings immediately
before and after the normal aiming point.
This is the normal, expected landing area.
The Amber (Acceptable) landing zone is
composed of the runway between the first
touchdown zone marker and the end of the
last touchdown zone marker. This is an
acceptable landing area.
The Red (Missed approach) zone
comprises all the areas before and after the
Amber zone. Missed approaches are
mandatory if the aircraft will touch down in
this zone.
Pilots are reminded that a missed approach
is encouraged if a safe landing is in
question.
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8.3.20.26.b
Landing Flaps
Landing flap should be selected in accordance with the type-specific SOP.
Landing Flap setting for abnormal/emergency conditions shall be as prescribed by the
Abnormal/Emergency procedure.
8.3.20.26.c
Landing Performance
Landing Distance information is provided for normal and abnormal configurations, for
various runway conditions and/or runway braking coefficient. Actual landing distance is
defined as the distance from 50ft above the landing threshold to the point on the runway
where the aircraft comes to a stop.
8.3.20.26.d
Crosswind Limit
The maximum crosswind for landing is as follows:
B737-800
33kt (gust included)
For contaminated runways, Company maximum crosswind for landing shall be in
accordance with OM-A 8.3.9.14.h, AFM and FCOM.
8.3.20.26.e
Tailwind Limit
10kt.
8.3.20.26.f
Landing Clearance
Both PF and PM shall confirm "LANDING CLEARANCE CONFIRMED" prior to landing.
8.3.20.26.g
Autobrake Selection
Autobrake OFF is NOT recommended unless required by a checklist or MEL.
Autobrake selection should always consider runway length/conditions, weight and runway
exit location required. QRH Performance In-flight incorporates a table for guidance.
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8.3.20.26.h
Reverse Thrust
FCOM states that Maximum Reverse is the standard practice for landing, however crew
may consider using a combination of idle reverse and autobrake when the landing is not
performance-limited and brake temperature considerations allow.
Note:
i) The reversers should be stowed when the aircraft reaches taxi speed and prior to
vacating the active runway;
ii) Maximum reverse thrust must be selected for contaminated runway conditions;
iii) Should any anomaly or sudden decrease in performance occur during the landing
roll/rollout, consider maximum reverse thrust and use manual braking as appropriate;
iv) For brake temperature management, if the landing is normal the autobrake may be
disconnected after reversers are deployed and manual braking delayed as required to
achieve the runway exit point;
v) FCOM/QRH shall take precedence for the determination of thrust reverser use.
8.3.20.26.i
After Landing
To comply with minimum runway occupancy requirements, pilots are encouraged to
minimise the time spent on the runway.
When vacating a runway on high speed taxiways, the initial groundspeed shall not exceed
the following values:
Braking Action / Speed
Dry
Good
Less than Good
50kt (reducing down to 30kt)
30kt
10kt
Note: The speed is limited to 10kt for 90º Taxiway Exits
Under other conditions, normal taxi speed limits for the condition apply.
After Landing procedures shall only be commenced when the active runway has been
vacated, and Taxi Clearance obtained and confirmed.
8.3.20.26.j
Overweight Landing
After an overweight landing, the aircraft requires an inspection. When at base MCC must
be informed. At outstations, in the absence of an authorised engineer, MCC at Hong Kong
must be contacted.
Details of the overweight landing shall be recorded in the Aircraft Maintenance Log (AML).
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8.3.20.26.k
Hard Landing
Following a hard or suspected hard landing, an AML entry shall be made and MCC
informed. Follow the reporting procedures in OM-A Chapter 11.
8.3.20.26.l
Single Engine Taxi
Single engine taxi should not be attempted after landing.
8.3.20.27
Parking
Start the APU when approaching the parking bay and before the first engine shutdown.
Generally, parking positions require either electronic signalling or marshalling.
On non-guidance system stands, a marshalling service is normally provided. Do not turn
from the taxiway onto the parking position until the marshaller has been positively
identified. In the event that the aircraft is directed to park onto a non-normal stand, crews
shall use whatever means are available to confirm that it is suitable for the size of aircraft
and is depicted on the appropriate Airport Chart. If this cannot be achieved then an
alternative suitable stand must be requested.
Alignment and stopping guidance systems, using visual reference geometry, are based on
the left-hand seat eye position. When clearances are judged not to be adequate,
marshalling assistance must be requested.
Acknowledge all hand signals. Be aware that the ‘cut-throat’ signal to shut down engines
may be an urgent instruction rather than the last signal in a routine sequence of
marshalling. If this is the case, do so even if you will be temporarily without AC power.
If there is any doubt about safety and clearance from an obstruction, the Captain must
stop short until the obstruction is removed, a marshaller is available, or the aircraft is
towed onto the stand.
Even when following marshaller’s instructions, the Flight Crew shall keep a look out to
assure wing tip clearance.
Crew should not turn off the anti-collision beacon until N1 has fallen below 10% on all
engines.
At the gate, after engine shutdown, the transponder shall be set to 2000, then to STBY by
the PM.
8.3.20.27.a
Use of Parking Brake
After arrival at the parking position, the aircraft parking brakes shall not be released until:
i) All engines have been shutdown; and
ii) The Flight Crew has ascertained that chocks are in place.
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8.3.20.27.b
APU Usage
Pilots should take note of local regulations pertaining to the use of the APU. If possible,
while on the ground, the preference is to power the aircraft from ground sources and
minimise the time the APU is running. Cabin air-conditioning should also preferably be
supplied by a ground conditioned air source.
8.3.20.27.c
Cleaning the Flight Deck
The First Officer is responsible for making sure the Flight Deck is left in a neat and tidy
state before leaving the aircraft. All documents and charts should be placed back in their
assigned locations, all rubbish should be removed, no pens left in the holders, etc.
8.3.20.28
Securing the Aircraft
As a general rule, the Securing the Aircraft Procedure will only be performed after the
aircraft’s last flight of the day.
For fuel saving purposes, GPU shall be used (when available).
If the APU has to remain running, the Flight Crew will only leave the aircraft after a proper
handover to a member of Engineering or the next Flight Crew. In no case will the APU be
left running unattended.
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8.3.21
Controlled Rest
8.3.21.1
General
Controlled Rest (CR) on the Flight Deck is an effective fatigue mitigation for Flight Crew. It
shall not be used as a scheduling tool, or to extend duty periods. It may be used in
conjunction with other fatigue countermeasures, as needed, in response to unanticipated
fatigue experienced during flight operations.
Controlled Rest on the Flight Deck may be used at the discretion of the Commander to
manage unexpected fatigue and to reduce the risk of fatigue during higher workload
periods later in the flight.
It is only intended to be used during cruise flight in fair weather, at times when it does not
interfere with required operational duties, if the workload is low, and shall be no longer
than 40 minutes to minimise the risk of sleep inertia upon waking.
8.3.21.2
Procedures
8.3.21.2.a
Before Controlled Rest
i) Flight Crew shall use Controlled Rest only if they have completed the Controlled Rest
training included in the Fatigue Management Training Programme.
ii) Only one pilot may take Controlled Rest at a time in his seat. The harness shall be
used, and the seat shall be positioned to minimise unintentional interference with the
controls.
iii) A minimum of two pilots shall remain on the Flight Deck at all times during Controlled
Rest, one of which may be the resting pilot.
iv) It shall be clearly established who will take rest and when it will be taken. The rest
may be terminated at any time if required by the Commander.
v) A short period of time shall be allowed for rest preparation which shall include an
operational briefing (including anticipated altitude changes), completion of tasks in
progress, and attention to any physiological needs of all Flight Crew members.
vi) The SCCM shall be advised that Controlled Rest will take place, and a suitable checkin call time shall be agreed upon. The pilot who is not resting shall initiate this call at
the required time. If there is no call by the agreed time plus two (2) minutes, the Cabin
Crew shall attempt to contact the pilot by interphone. If there is no response, the
Cabin Crew shall not hesitate to use the normal or emergency Flight Deck access
procedures. Drinks and meals shall not be served during Controlled Rest, and Flight
Deck access shall be restricted. Cabin Crew shall be notified of the end of a
Controlled Rest period.
vii) Pilots shall set an alarm as a backup to a wake-up call.
viii) Any routine system or operational intervention which would normally require a crosscheck shall be planned to occur outside Controlled Rest periods.
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8.3.21.2.b
During Controlled Rest
i) The non-resting pilot shall perform the duties of the Pilot Flying and the Pilot
Monitoring, be able to exercise control of the aircraft at all times and maintain
situational awareness.
ii) The autopilot and auto-throttle systems (if available) shall be operational and
engaged.
iii) Controlled Rest shall be used only during the cruise period from the TOC to 30
minutes before the planned TOD. This is to minimise the risk of sleep inertia and allow
adequate time for descent preparation.
iv) Altitude changes are permitted if initiated by ATC or if briefed and agreed upon before
the start of Controlled Rest. When receiving an ATC-initiated level change, the
operating pilot shall respond with “Confirm Altitude” before changing the commanded
altitude in the auto flight system.
v) The non-resting pilot shall not leave his seat for any reason, including physiological
breaks
vi) The Commander shall define criteria for situations where his rest should be
interrupted.
vii) The non-resting pilot shall wear a headset with the cockpit speaker volume turned
down. Sleep aids such as eye shades, neck supports, ear plugs, etc., are permitted
for the resting pilot only. The use of any device or implement to cover or partially cover
Flight Deck windows is not permitted during Controlled Rest.
viii) The use of any substance or supplement to facilitate or prolong rest is forbidden.
8.3.21.2.c
After Controlled Rest
i) A minimum of 15 minutes of recovery time is recommended, devoid of any flight
duties or briefings, before the resting crew member can resume normal duties. If an
abnormal or emergency situation develops, the resting crew member shall be woken
to conduct PM actions only, until any initial actions are completed.
ii) A thorough briefing shall be given to the crew member resuming duties in accordance
with the SOP.
iii) The use of Controlled Rest on the Flight Deck requires the submission of a Controlled
Rest Report to enable the Company to evaluate whether existing fatigue mitigation
strategies are adequate.
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8.4
ALL WEATHER OPERATIONS (AWO)
WARNING
The Company does not currently have CAD approval for the conduct of All
Weather Operations.
8.4.1
General
All Weather Operations (AWO) consist of any surface, takeoff, approach or landing
operation requiring the use of Low Visibility Operations (LVO) by the operator or
application of Low Visibility Procedures (LVP) by the airport authorities.
All Weather Operations require specific crew qualification, operational procedures, aircraft
equipment, ground equipment and State approval.
8.4.2
Definitions and Concepts
8.4.2.1
Low Visibility Operations (LVO)
Low Visibility Operations are ICAO requirements imposed on Operators and are defined
as:
i) Approach operations in RVRs less than 550m and/or with a DH less than 200ft (60m);
ii) Takeoff operations (referred to as a Low Visibility Takeoff (LVTO)) in RVRs less than
400m.
8.4.2.2
Low Visibility Procedures (LVP)
LVP are ICAO requirements applied at an airport for the purpose of ensuring safe
operation during approaches below Standard Category I and during LVTO.
Note: ICAO requires LVP to be in force for all takeoffs below 550m RVR, not only LVTO
(400m).
8.4.2.3
Runway Visual Range (RVR)
Runway Visual Range (RVR) is the range over which the Commander of an aircraft on the
centreline of the runway can see the runway surface markings or the lights delineating the
runway or identifying its centreline.
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For LVO operations, the RVR measurements are provided by a system of calibrated
transmissometers and account for the effects of ambient background light and the
intensity of runway lights.
Transmissometer systems are strategically located to provide RVR measurements
associated with three basic portions of a runway as follows:
i) The Touchdown Zone (TDZ);
ii) The Mid-runway Portion (MID);
iii) The Rollout Portion (RO) or stop end.
8.4.2.4
Decision Height (DH)
Decision Height is the wheel height above the runway elevation by which a go-around
must be initiated unless adequate visual reference has been established and the aircraft
position and approach path have been assessed as satisfactory to continue the approach
and landing in safety. In this definition, runway elevation means the elevation of the
highest point in the touchdown zone. For LVO approaches, the DH must be measured by
radio-altimeter.
8.4.2.5
Visual References at DH
Visual references are those external cues which can be used by the Commander to obtain
visual situational awareness and determine whether the approach can be safely continued
below the DH. Refer to OM-A 8.4.8 for details of the required visual references.
8.4.2.6
Fail-Passive Automatic Landing System
An automatic landing system is fail-passive if, in the event of a failure, there is no
significant out-of-trim condition or deviation of flight path or attitude but the landing is not
completed automatically. For a fail-passive automatic landing system the pilot assumes
control of the aircraft after a failure.
8.4.2.7
Fail-Operational Automatic Landing System
An automatic landing system is fail-operational if, in the event of a failure below alert
height, the approach, flare and landing can be completed by the remaining part of the
automatic system. In the event of failure, the automatic landing system will operate as a
fail-passive system.
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8.4.2.8
Alert Height
The Alert Height is the height above the runway, based on the characteristics of the
aircraft and its fail-operational automatic landing system, above which a CAT III approach
shall be discontinued and a missed approach initiated if a failure occurs in one of the
redundant parts of the automatic landing system, or in the relevant ground equipment.
Below Alert Height, the approach may be continued unless a specific failure as listed in
the FCOM occurs.
8.4.2.9
Localiser Sensitive Area (LSA)
An area extending beyond the critical area where the parking and/or movement of
vehicles, including aircraft, is controlled to prevent the possibility of unacceptable
interference to the ILS signal during ILS operations. The sensitive area is protected to
provide protection against interference caused by large moving objects outside the critical
area but still normally within the airport boundary.
8.4.3
LVO Operational Requirements
Reserved
8.4.4
LVP Airport Requirements
Reserved
8.4.5
Training and Qualification
Reserved
8.4.6
Aircraft and Ground Equipment
Reserved
8.4.7
Operating Procedures
Reserved
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8.4.8
Landing Minima and Visual Reference Requirements
Reserved
8.4.9
Runway Visual Range (RVR)
8.4.10
LVO Lighting
Reserved
8.4.11
Failures and Associated Actions
Reserved
8.4.12
Incapacitation
Reserved
8.4.13
LVO Operational Requirements
8.4.13.1
Procedure
WARNING
Simulated LVO approaches and/or autolands are flown using LVO procedures so
are not currently approved.
8.4.13.2
Forms
Reserved
8.4.13.3
Continuous Monitoring
Reserved
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8.5
EXTENDED DIVERSION TIME OPERATIONS (EDTO)
WARNING
The Company does not currently have CAD approval for the conduct of EDTO.
Non-EDTO flights by twin-engined aircraft are required to remain within 60 minutes flying
time of an adequate Alternate. Refer to OM-A 8.1.3.4.f ‘Adequate En-route Alternate
(ERA) Requirement’.
8.6
ENGINEERING
8.6.1
Minimum Equipment List (MEL)
The MEL lists all the safety-related items for which revenue flights are permitted, even if
the items are inoperative at departure.
The MEL specifies the dispatch conditions: the conditions to be fulfilled and the
procedures to be performed, in order to permit revenue flights to be flown with the
inoperative item for a limited period of time.
Furthermore, the MEL must take into account the area of operation including whether the
aircraft is being dispatched from base or an outstation.
The Company’s MEL is developed on the basis of the manufacturer’s Master MEL
(MMEL) and customised as a function of its own operational policies, actual aircraft
configuration and modification status, together with the requirements in CAD 549 –
MMEL/MEL, and is approved by the CAD.
Note: The MEL shall never be less restrictive than the MMEL.
The MEL is contained within the Company Dispatch Deviations Guide (Company DDG).
8.6.1.1
Applicability of MEL (Dispatch Criteria)
By CAD regulatory definition, the provisions of the MEL are applicable until an aircraft
begins to move under its own power for the purpose of preparing for takeoff (i.e. from the
start of taxi). If a failure occurs after the start of taxi and before the start of the takeoff roll,
the decision to continue the flight shall be subject to the Commander’s judgement and
good airmanship.
The decision process shall include a review of the applicable FCOM and/or QRH
procedures and any applicable MEL items (including the requirement for associated (M)
and (O) procedures and limitations).
Communication with OCC is also recommended in order to establish the potential impact
of handling the defect at the Destination station and impact on subsequent sectors.
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8.6.2
Configuration Deviation List (CDL)
The CDL is an approved document that lists the aircraft panels, doors and hatches, etc.,
that may be missing, and those areas of the aircraft skin/structure that may be damaged
without invalidating the Certificate of Airworthiness.
Any part not included in the list must be considered as required for flight.
It is important that the aircraft be repaired at the first airport where repairs or replacements
may reasonably be made, since additional malfunctions may require the aircraft to be
taken out of service. No more than one part or one combination of parts of one system
may be missing, unless otherwise specified.
Parts of different systems may be simultaneously missing, unless otherwise specified in
this list.
Missing parts may introduce performance penalties that are cumulative.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness
Authority having certified the aircraft.
The CDL is contained within the Company Dispatch Deviations Guide (Company DDG).
8.6.3
Policy
The Commander shall not commence a flight unless he is satisfied that:
i) The aircraft is not operated contrary to the provisions of the Configuration Deviation
List (CDL);
ii) The instruments and equipment are in operable condition except as provided in the
MEL.
The Commander shall decide whether to accept an aircraft with unserviceability allowed
by the CDL or MEL.
In the MEL, any item is deemed “inoperative” when it does not satisfactorily fulfil its
intended function, regardless of the reason.
An item is deemed to be inoperative when:
i) It does not work at all; or
ii) It does not ensure all functions for which it was designed; or
iii) It does not consistently work within its designed operating limits or tolerances; or
iv) It is requested to be considered inoperative by the dispatch conditions; or
v) It is not available due to a primary failure.
Whilst operating within the limits of the MEL/CDL, the aircraft is deemed to be airworthy
and capable of operating within the specified environment.
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The MEL is not intended to provide for continued operation of an aircraft for an unlimited
period of time. Repairs should be made as soon as possible within the time limit imposed
by Rectification Intervals.
8.6.3.1
Expiry of Rectification Interval
Dispatch of the aircraft is not allowed after the expiry of the Rectification Interval specified
in the MEL, unless:
i) The defect has been rectified; or
ii) The Rectification Interval is extended in accordance with OM-A 8.6.3.1.a.
8.6.3.1.a
Extension of Rectification Interval
A Rectification Interval Extension (RIE) is not used as a normal means of conducting MEL
item rectification and is used only when events beyond the control of the Company have
precluded rectification (e.g. shortage of parts from manufacturers, inability to obtain
equipment necessary for proper troubleshooting and repair, etc).
Technical Services – Fleet Support Team shall monitor open MEL items for accuracy and
time limitation and shall ensure that when ADDs have been raised they should be cleared
in a timely manner.
The GM Engineering, under the circumstances described, may apply for an MEL
Rectification Interval Extension (RIE) (Documents to be used TBA). Each RIE is classified
by a unique number and status depending on the process stage and whether the
extension was accepted or not.
The application has to be duly accepted by nominated persons listed in the RIE, before
MEL item expiry time, and recorded by an authorised engineer in the ADD under ‘Repair
Extension’ along with the RIE serial number and the new ADD expiry date. A copy of
the RIE shall be attached to the ADD records.
QA Engineering is responsible for timely notification to the CAD (within 10 days of
extension).
Subject to the approval of the Authority, the Company may use a procedure for the
extension of the applicable Rectification Intervals B and C for the same duration as
specified in the MEL, provided:
i) A description of specific duties and responsibilities for controlling extensions is
established by the operator and approved by the Authority; and
ii) The operator only grants a one-time extension of the applicable Rectification Interval;
and
iii) The Authority is notified of any extension granted within ten days; and
iv) Rectification is accomplished at the earliest opportunity.
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Although the concept of a Rectification Interval does not exist for the CDL, CDL items
shall not be left unrectified for an unlimited period of time. However, a specific time limit is
required in the dispatch condition itself for some items.
8.6.3.2
Serviceability
It is Company policy that every effort be made to maintain 100% serviceability with
rectification being initiated at the first practical opportunity.
An aircraft must not be dispatched with multiple MEL/CDL items inoperative without the
Commander having first determined that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or undue increase in crew workload.
The exposure to additional failures during continued operation with inoperative systems or
components must also be considered in determining that an acceptable level of safety is
maintained. In the case of a defect, engineering personnel will certify in the AML adjacent
to the appropriate defect entry by entering the MEL/CDL subject title, system and item
number together with any operational limitations.
At the completion of any task associated with the particular MEL item, a placard will be
placed adjacent to the controls and/or indicators which are related to the inoperative
equipment, component, system or function if required as a dispatch condition in the MEL.
Flight Crew are authorised to placard such control(s) or indicator(s).
When applicable, the OFP, takeoff/landing performance and any additional fuel penalties
must be updated to reflect any inoperative equipment or components.
When an MEL / CDL item is rectified, engineering personnel will make an entry in the ADD
records identifying the item and details of the rectification, including a statement that the
ADD has been cleared in both the AML and ADD records. Appropriate MEL placards must
then be removed from the Flight Deck.
8.6.4
DDG Items that Refer to Weight and Balance Manual
The Aircraft Handling Manual (AHM) and Weight and Balance Manual (WBM) are not
carried onboard. When a crew discovers a defect and the related DDG Item states “Refer
to Weight and Balance Manual”, the Crew will need to contact OCC.
OCC will coordinate with the Station Supervisor to provide the crew with any related
limitations or restrictions if required. OCC will also advise MCC to address airworthiness
issues.
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8.6.5
Operator’s Aircraft Maintenance Log
8.6.5.1
Aircraft Maintenance Logbook System
All aircraft use an Aircraft Maintenance Log (AML) system containing the following
information for each aircraft:
i) Information about each flight, necessary to ensure continued flight safety;
ii) The current aircraft Certificate of Release to Service;
iii) Accomplished S Check (48-Hour-Check) and Bi-Weekly Check, which must remain
valid for the duration of the flight;
iv) All outstanding deferred defects rectifications that affect the operation of the aircraft;
v) Any necessary guidance instructions on maintenance support arrangements.
Note: A maintenance statement detailing the next inspection due to comply with the
inspection cycle of the Approved Maintenance Schedule, and any out of phase inspection
or component change due before that time, is available both to crew and engineers in the
Company M&E System and shall be also provided on request from Engineering. The
Maintenance Control Centre (MCC) ensures that an aircraft is not released to operations if
there is not enough time (flight hours, flight cycles or calendar days) for the planned flight
or series of flights until next maintenance event. AMO Production Planning is responsible
for rectification of deferred defects within the required time.
8.6.5.1.a
General
The Aircraft Maintenance Log system is meant for:
i) Recording defects and malfunctions discovered during the operation;
ii) Recording details of all maintenance carried out on the particular aircraft whilst it is
operating between scheduled visits to the base maintenance facility.
In addition, it is used for recording operating information relevant to flight safety, and must
contain maintenance data that the operating Flight Crew needs to know.
The Aircraft Maintenance Log is a legal document. Details of any failure, defect or
malfunction known to the Commander shall be recorded in the AML. This includes any
failure, defect or malfunction of the aircraft including emergency systems, and any failure,
defect or malfunctions in the cabin or galleys that affect the safe operation of the aircraft or
the safety of its occupants.
Defects may be passed verbally to Maintenance personnel. These defects shall always be
entered in the AML after landing.
All entries shall be legible and written with indelible, preferably black or blue, ink. Errors
shall not be erased; instead a line shall be drawn through any errors and then this shall be
initialled by the Commander or Engineer.
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All entries shall be made in English. Signatures must be precisely entered within the box
provided only.
If the whole page is to be disregarded due error, write VOID diagonally across the page,
which shall be initialled by the Commander or Engineer.
The Aircraft Maintenance Log (AML) system allows the Commander to satisfy himself that
the aircraft is airworthy in accordance with the MEL and CDL.
The Aircraft Maintenance Log system consists of:
i) Aircraft Maintenance Logbook (AML); contains the technical defects of the aircraft;
ii) Operation (these latter are documented in the AML);
iii) Acceptable Deferred Defect (ADD); is a listing of all flight operationally relevant
deferred items and of engine limitations (if any) and of other technical information;
iv) All defects / irregularities shall continue to be recorded until included in the ADD,
meaning that the maintenance department is aware of the problem, and that no
further recording of that particular defect is necessary.
WARNING
It is Company policy that no aircraft shall be operated with any defect affecting
airworthiness unless it has been processed in accordance with the provisions of
the MEL or CDL, as applicable
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8.6.5.1.b
Sample of Aircraft Maintenance Log (AML)
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8.6.5.1.c
Guidelines for the Completion of the AML
AML entries should be made by the Pilot (P) or Certifying Engineer (E) as follows:
FLUIDS
P
E
1
ENG UPLIFT (L) - Record left engine oil uplift.
-
✓
2
ENG UPLIFT (R) - Record right engine oil uplift.
-
✓
✓
✓
✓
✓
3
4
ENG QTY DEPARTURE (L) - Record left engine oil quantity (as indicated on
Upper DU) before departure, as part of the Pre-Flight Inspection.
ENG QTY DEPARTURE (R) - Record right engine oil quantity (as indicated
on Upper DU) before departure, as part of the Pre-Flight Inspection.
5
IDG UPLIFT (L) - Record left engine IDG oil uplift.
-
✓
6
IDG UPLIFT (R) - Record right engine IDG oil uplift.
-
✓
7
HYD UPLIFT (SYSTEM A) - Record Hydraulic System A fluid uplift.
-
✓
8
HYD UPLIFT (SYSTEM B) - Record Hydraulic System B fluid uplift.
-
✓
9
HYD UPLIFT (STANDBY) - Record STANDBY hydraulic system fluid uplift.
-
✓
10
APU UPLIFT - Record APU oil uplift.
-
✓
P
E
PRE-FLIGHT INSPECTION
11
DATE (UTC) - UTC date when PFI is performed.
✓
-
12
TIME (UTC) - UTC time when PFI is performed.
✓
-
13
NAME - Name of authorised person who performed PFI.
✓
-
14
SIGN - Signature of authorised person who performed PFI.
✓
-
P
E
✓
-
✓
-
✓
-
✓
-
✓
-
✓
-
GROUND DE-ICING/ANTI-ICING ACCOMPLISHED
The Ground Engineer or Ground Handling Service Provider is required to provide the
information to the Commander to complete the Aircraft Maintenance Log entry.
FLUID NAME/BRAND - Enter fluid name/brand (Commander)
15
16
17
Note: this information may be provided in advance in order to ensure early
access to HOT tables.
FLUID TYPE (CIRCLE AS APPROPRIATE) - Circle fluid type used in the
final application of de-icing/anti-icing.
START (UTC) - Enter UTC Start Time of the final application of de-icing/antiicing fluid.
STOP (UTC) - Enter UTC Stop Time of the final application of de-icing/anti-
18
icing fluid. Stop time entry is provided as a process requirement and should
NOT be used to calculate Holdover Time (HOT).
19
20
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FLUID RATIO OR % - Enter the fluid mix as a % ratio of fluid and water, e.g.
75/25 (75% fluid / 25% water).
SIGN - The signature block is signed by the Commander to confirm all
relevant data has been received.
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FUEL
21
ACTUAL FUEL UPLIFT (LTR) - Actual fuel uplift in litres as recorded on the
fuel slip (with conversion from US Gallons and Imperial Gallons).
P
E
✓
-
✓
-
✓
-
✓
-
✓
-
✓
-
P
E
✓
-
✓
-
P
E
-
✓
-
✓
-
✓
-
✓
FUEL SPECIFIC GRAVITY (KG/LTR) - Density of fuel as recorded on the
22
fuel slip. If the S.G. is not given in KG/LTR, obtain the relevant figure from
the refueller.
23
24
25
26
TOTAL DEPARTURE FUEL - The Fuel on Board as indicated in kilogrammes
on the Upper DU.
EXPECTED FUEL UPLIFT - Total Departure Fuel (23) minus Arrival Fuel
(48) in kilogrammes.
ACTUAL UPLIFT (LTR x S.G.) - The product of Fuel Uplift in litres (21)
multiplied by Fuel S.G. (22).
DISCREPANCY
-
Expected
Uplift
(24)
minus
Actual
Uplift
(25).
Discrepancies must be resolved as per OM-A 8.2.1.10.c.
OUTBOUND COMMANDER’S ACCEPTANCE
27
DATE (UTC) - Date the aircraft is accepted by the outbound Commander.
SIGN - Signature of the Outbound Commander. With this signature the
Commander confirms that he has checked the airworthiness status of the
28
aircraft, including the deferred defects status, and accepts the aircraft for the
flight. Additionally, it indicates that he is satisfied that the fuel grade,
distribution and quantity is sufficient for the intended flight.
AIRCRAFT RELEASED FOR FLIGHT
Only required if a Check has been completed or a CRS has been issued
SIGN - The signature block will be signed by the Authorised Certifying
29
Engineer to verify the aircraft is fit for the next flight and all work including
appropriate maintenance check has been completed and correctly certified.
30
31
32
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AUTHORITY - Authorisation number of the Certifying Engineer that released
aircraft for next flight.
TIME AND DATE (UTC) - Time & Date the aircraft is released for flight
The following items require further report - Items that need specific further
report by next operating Flight Crew should be identified in this box.
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FLIGHT INFORMATION
P
E
33
AIRCRAFT REGISTRATION - Aircraft registration mark.
✓
-
34
FLIGHT NUMBER - Record flight number.
✓
-
35
FROM-STATION-TO - Departure and Arrival Station – three letter code.
✓
-
DEPARTURE DATE (UTC) - Record departure date of the flight.
✓
-
✓
-
✓
-
✓
-
✓
-
36
BLOCKS OFF (UTC) - The time the aircraft is being pushed back / vacated
37
parking position (Equivalent to Airline / Handler’s Actual Time of Departure
(ATD), ACARS OUT).
38
39
40
TAKEOFF (UTC) - The time that the aircraft takes off from the runway
(Equivalent to ATC Actual Time of Departure (ATC ATD), ACARS OFF).
LANDING (UTC) - Actual time the aircraft lands on a runway (Equivalent to ATC
Actual Time of Arrival (ATC ATA), ACARS ON).
BLOCKS ON (UTC) - The time that the aircraft arrives on-blocks (Equivalent to
Airline/Handler Actual Time of Arrival (ATA), ACARS IN).
41
BLOCK TIME - Time difference between Blocks Off and Blocks On.
✓
-
42
LANDINGS - Number of landings to be recorded for the flight.
✓
-
43
GO-AROUNDS - Number of go-arounds to be recorded for the flight.
✓
-
44
TOUCH AND GO's - Number of touch and go to be recorded for the flight.
✓
-
✓
-
✓
-
✓
-
✓
-
✓
-
45
AUTOLAND Y/N - Enter 'Y' if an autoland was conducted, or 'N' for a manual
landing.
AUTOLAND CODE - If an autoland was conducted, enter code as per table
below:
Code
0
SUCCESSFUL
1
NOT SUCCESSFUL DUE WEATHER
2
46
3
4
5
6
47
48
49
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Description
NOT SUCCESSFUL DUE A/C SYSTEM - RECORD IN AML
“DEFECT“ COLUMN
NOT SUCCESSFUL DUE PROCEDURE
NOT SUCCESSFUL DUE GROUND EQUIPMENT, REPORT TO
ATC
NOT SUCCESSFUL DUE ATC
NOT SUCCESSFUL FOR OTHER REASON, EXPLAIN IN AML
“DEFECT“ COLUMN
EDTO Y/N - Enter 'Y' if an EDTO flight was conducted, or 'N' for a non-EDTO
flight.
ARRIVAL FUEL - Record quantity of fuel (kg) remaining on arrival.
SIGN - Inbound Commander's signature certifies all flight details, defects and
engine position entered to be an accurate record of the conducted flight.
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DEFECTS AND RECTIFICATION ACTIONS
P
E
✓
✓
DEFECT NO. - For all entries, including 'NIL FURTHER', enter sequential
50
number of defect report (starting from 1 for the first defect entered on the
sector page. Continue on the next sector page if more than 4 defects have to
be recorded).
51
PIREP - Enter 'Y’ if defect report is made by pilot.
✓
✓
52
MAREP - Mark if defect report is made by engineer.
-
✓
FRM - Fault Reporting Manual reference, as applicable.
✓
✓
✓
✓
✓
✓
*
✓
*
✓
*
✓
*
✓
53
DESCRIPTION - If there are no new defects, enter 'NIL FURTHER',
otherwise the pilot or engineer opening the defect report shall write a clear
and concise description of the discrepancy. When clearing an ADD, write the
54
ADD sequence number and description of the defect.
Enter the Work Package Number after completion of all referenced Work
Orders.
RAISED BY - Name of pilot or engineer raising defect report (not required for
55
'NIL FURTHER' entry). Enter 'Y' in the ASR/MOR block if an ASR or MOR
was raised as a result of this defect.
56
ATA - Reference to the approved maintenance data used for defect
rectification, such as AMM, SRM, etc. Record revision number and date.
ACTION TAKEN - Action taken to rectify reported or deferred defect. Refer to
the task or job number from the approved maintenance data used. In case
maintenance procedure is required according to MEL or CDL for deferring a
defect, enter maintenance procedure reference number. For non-MEL
deferral enter document name (acronym can be used, such as SRM, AMM,
etc.) and item number, enter revision number of the source document and
57
revision date.
If "NIL FURTHER" has been entered in the Description (54), theCommander
shall enter "NOTED" in the Action Taken block. A CRS (63-65) and Aircraft
Release (29-32) is not required for a "NIL FURTHER" entry. ANY other
statement endorsed in the description box requires an Authorised Certifying
Engineer to clear the defect.
ADD ACTION - Write 'R' if raising a deferred defect, or 'C' if clearing a
58
deferred defect. In case of repetitive maintenance procedure performed as
required by MEL, write 'W'. Do not raise and clear a deferred defect within
same action block, use separate one.
59
MEL REF - Enter MEL or CDL item number for deferred defect, as
applicable.
(Continued overleaf)
* Performed by the Pilot if dispatching under AN(HK)O Article 11(1).
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DEFECTS AND RECTIFICATION ACTIONS (continued)
60
61
62
63
64
65
MEL CAT - Write MEL Rectification Interval Code (A, B, C, D) or N/A if MEL
Rectification Interval Code is not applicable.
TIME LIMIT - Enter applicable time limitation for deferral from reference
document.
ADD No. - Enter ADD sequence number, as recorded in the Acceptable
Deferred Defect Record (ADD No.).
SIGN - CRS signature for defect rectification or deferral (CRS statement is
pre-printed in 77).
AUTHORITY - HKAR-145 authorisation number of the certifying engineer
that performed defect rectification or deferral.
TIME AND DATE (UTC) - Record UTC time and date when CRS for defect
rectification or deferral was signed.
P
E
*
✓
*
✓
*
✓
-
✓
-
✓
-
✓
P
E
* Performed by the Pilot if dispatching under AN(HK)O Article 11(1).
COMPONENT CHANGE
66
DEFECT NO. - Enter reference defect number for component change.
-
✓
67
POSN - Enter component location for replaced component.
-
✓
68
P/N OFF - Enter part number of removed component.
-
✓
69
S/N OFF - Enter serial number of removed component.
-
✓
70
P/N ON - Enter part number of installed component.
-
✓
71
S/N ON - Enter serial number of installed component.
-
✓
72
GRN - Enter Goods Receipt Note reference number for installed component.
-
✓
P
E
-
✓
-
✓
-
✓
-
✓
-
✓
CHECK COMPLETED
This section is used for CRS and recording of scheduled Line Maintenance checks
(S-Checks, Bi-Weekly Checks and A Checks). For Base Maintenance, Final CRS
shall be issued by the AMO.
73
74
CHK COMPLETED - Enter type of check completed, e.g. S, BI-WEEKLY, A.
TIME AND DATE (UTC) - Record UTC time and date when CRS for
referenced work was signed.
AUTHORITY HKAR-145 Approval Reference Number - Enter the HKAR-145
75
maintenance organisation approval number. HKAR-145 authorisation
number of the certified engineer that performed maintenance check.
76
77
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SIGN - CRS signature for referenced work (CRS statement is pre-printed in
77).
HKAR-145 Approval Reference Number - Enter the HKAR-145 maintenance
organisation approval number.
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8.6.5.2
Engineering Checks
S Check (48-Hour Check)
A check to be carried out, in principle, every 48 elapsed hours or prior to each departure if
the aircraft was previously undergoing maintenance activities or prolonged parking with a
layover duration greater than 48 hours. A Certificate of Release to Service shall be issued
after each S Check.
Bi-Weekly Check
A check which is more comprehensive than a S Check. To be carried out, in principle, at
periods not exceeding 14 calendar days (e.g. if a Bi-Weekly Check is completed on 3 Feb
2020 04:00 UTC, the next Bi-Weekly Check shall be carried out before 17 Feb 2020 23:59
UTC) or prior to each departure if the aircraft was previously undergoing maintenance
activities or prolonged parking with a layover duration greater than 14 days. A Certificate
of Release to Service shall be issued after each Bi-Weekly Check.
8.6.5.3
Diversion – Transit Requirements
Following a diversion to an airport where Company approved traffic and maintenance
personnel qualified on aircraft type are available, or to an airport where temporary
authorisation is granted to an outside agency to issue a Certificate of Release to Service
(CRS), normal transit procedures shall apply.
Following a diversion to an airport where Company approved personnel are not available,
the Commander is responsible for ensuring compliance with the following additional
procedures:
i) If there is a requirement for the passenger doors to be opened by the Cabin Crew,
then the SCCM will contact the Commander. The Commander shall satisfy himself
that this is a necessary requirement and give approval to the SCCM;
ii) Contact OCC for details of fuel suppliers. Liaise with the fuelling agents and ensure
refuelling is conducted in accordance with Company procedures. Complete the FUEL
BLOCK in the AML;
iii) Obtain a loadsheet (liaise with OCC);
iv) Check Crew and Passenger oxygen quantity is sufficient for intended flight;
v) Check engine oil quantity is sufficient for sector length (liaise with OCC/ENG HKG).
Complete the OIL BLOCK in the AML;
vi) Check if potable water and lavatory servicing is required (liaise with OCC/ENG HKG).
vii) If there are no defects from the last sector, enter “Nil Defects” in the Defect column of
the AML. Enter “Noted” in the Action Taken column. No signature is required;
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If defects exist from the last sector, they shall be entered in the AML and action taken as
follows:
If dispatch under the DDG is permitted, and no maintenance action is required, then
transcribe details of the defect to the ADD section of the AML and enter "Transferred to
ADD" in the Action Taken column. The Commander shall sign, print name and date in the
Action Taken column;
If dispatch under the DDG requires maintenance action, all relevant details of the
defect shall be passed to OCC/ENG HKG. Consideration will be given to granting
approval for the crew or an outside agency to carry out the inspection/rectification
without a CRS being issued, in which enter the defect details in the Defect column,
and any work performed along with the words "Aircraft dispatched under AN(HK)O
Article 11(1)" in the Action Taken column of the AML. The Commander shall sign,
print name and date in the Action Taken column. Provided the Commander
considers the aircraft airworthy, the aircraft may dispatch under Article 11(1) of the
AN(HK)O to an airport where the CRS can be issued (refer to OM-A 8.6.5.6.b). On
completion of the following sector, the Commander shall raise a log item in the
Defect column of the AML stating “A/C dispatched under AN(HK)O Article 11(1).
If the defect is NO DISPATCH or maintenance action is required but cannot be
carried out, contact OOC/ENG HKG for guidance.
ix) Complete a Pre-flight Check in accordance with FCOM procedures;
x) Enter “Pre-flight Check Required” in the Defect column of the AML. In the Action
Taken column enter “Pre-flight Inspection Check Carried Out” sign, date and print
name in this column;
xi) Complete the DE-ICING BLOCK in the AML, if applicable;
xii) Complete the OUTBOUND COMMANDERS ACCEPTANCE BLOCK in the AML.
Note: The Certificate of Release to Service (CRS) block is not to be signed unless
permission is granted by ENG QA. Refer to FOP OM-Part A–Certificate of Release to
Service (CRS).
8.6.5.4
Certificate of Release to Service (CRS)
If the aircraft or any part of the aircraft or equipment as is necessary for the airworthiness
of the aircraft has been repaired, replaced, modified, maintained, or has been inspected
as prescribed in the Aircraft Maintenance Manual (AMM), the aircraft shall not fly unless a
CRS is issued.
Only an appropriately licensed engineer may issue a CRS and sign the CRS block in the
Aircraft Maintenance Log (AML). The Commander shall not sign the CRS block.
If a CRS is required to be issued at an airport where an appropriately licensed engineer is
not available, Article 11(1) of the AN(HK)O permits the aircraft to dispatch for flight to an
airport where a CRS can be issued.
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8.6.5.5
Rectification Guidance
Under normal circumstances, an aircraft may be dispatched with defects that may or may
not affect the systems of the aircraft and may impose an Operational Procedure,
Performance Penalty and/or Maintenance Procedure (MEL/CDL); these are in the form of
Acceptable Deferred Defects as noted in the AML.
8.6.5.5.a
Failure During Flight
When the aircraft suffers a system failure, whether annunciated or unannunciated, Flight
Crew shall follow SOPs to ensure flight safety.
After all procedures are completed, and if the failure may lead to Maintenance action post
flight, the Flight Crew shall:
i) Contact MCC HKG
Provide the following information:
Aircraft Registration and Flight Number;
Approximate position of the aircraft (time from departure point or ETA at
destination);
Nature of the Failure;
Any other information that may be deemed necessary.
ii) MCC shall consult the Flight Crew and advise them on a recommendation after a
careful evaluation has been completed.
The Commander shall complete the AML as per standard procedures when arriving at the
destination/diversion airport.
8.6.5.5.b
Procedures for Arrival at an Outstation with a New Defect
When the Flight Crew arrive at a destination/diversion airport and the aircraft experiences
a new defect:
i) If the failure has been reported to MCC in flight (as above) then MCC shall have
already coordinated the recovery plan for rectification;
ii) If the crew were unable to contact MCC in flight, contact MCC HKG via SATCOM,
ACARS or Ground Handling Personnel and advise them of the nature of the DEFECT.
8.6.5.6
There are 3 main rectification types which are applicable to the Company, these being:
i) Approved Maintenance Organisations;
ii) Uncertified Rectification (Article 11 Dispatch);
iii) A One-Off Authorisation.
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8.6.5.6.a
Approved Maintenance Organisation
Approved Maintenance Organisations are organisations that are approved by CAD to
provide maintenance services. The certified engineer is approved to signoff or defer the
defects using his authority.
8.6.5.6.b
Article 11 Uncertified Rectification
Article 11(1) of the AN(HK)O permits an aircraft to be dispatched for flight following
maintenance action without issuing a CRS provided the Commander is satisfied that the
aircraft is airworthy. The aircraft shall be flown to an airport where a CRS can be issued.
The decision to dispatch under Article 11(1) rests solely with the Commander, after taking
into consideration the airworthiness of the aircraft.
Dispatch under the provisions of Article 11(1) shall only be applied after consultation with
ENG and after informing the Flight Operations Duty Manager (FODM). ENG may advise
whether an Article 11(1) dispatch is possible.
At the departure station, the Commander shall enter details of the defect in the Defect
column, and any maintenance work carried out along with the words “A/C dispatched
under AN(HK)O Article 11(1)” in the Action Taken column of the AML. The Commander
shall sign, print name and date in the Action Taken column.
On arrival at the station where the CRS is to be issued, the Commander shall make an
entry in the Defect column of the AML “A/C dispatched under AN(HK)O Article 11(1).
Refer to LP xx ITEM xx" (which refers to the description of defect and previous action
taken).
Following a dispatch under Article 11(1), the Commander is required to submit a written
report containing details of the flight and the reasons for conducting the flight under Article
11(1). This report shall be submitted to the CAD within 10 days – via FOP Line Operations
Department who will copy in ENG QA. The Voyage Report shall be annotated to advise
that the aircraft was dispatched under Article 11(1).
8.6.5.6.c
One-Off Authorisation
Not authorised.
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8.6.5.7
Independent Inspections
The Commander is permitted to complete independent inspections following maintenance
action at an airport, provided:
i) A second qualified Ground Engineer is not available;
ii) Only a minor adjustment is involved;
iii) The Commander is qualified on the aircraft type;
iv) Details of the independent inspection requirement shall be recorded in the “Defect”
column and the certification signed and dated in the “Action Taken” column.
Close liaison with the Ground Engineer will be necessary to ascertain the details of the
specific checks required. In general, independent inspection requirements involve
checking the affected control system for freedom of movement, correct direction of
movement and correct locking (e.g. lockwire, tab washers etc).
8.6.5.8
AML Entry Following an Air Safety Report
When an ASR is raised as a consequence of an aircraft technical problem or limitations
exceedance, an AML entry must be made and “Y” entered in the associated ASR/MOR
block.
If the ASR is not related to a Technical issue, then no AML comment is required.
8.6.5.9
Hard or Overweight Landings
8.6.5.9.a
Definitions
i) Hard Landing
A landing suspected by the Flight Crew to have had an excessive vertical and/or
lateral component.
ii) Over Weight Landing
A landing performed at a weight in excess of MLW.
8.6.5.9.b
Maintenance Check Procedure
The trigger for the Engineering Department to initiate the Aircraft Maintenance Manual
(AMM) checks on aircraft following a Hard, Suspected Hard, or Overweight Landing is
by Flight Crew report. The procedure below shall be followed:
i) An entry shall be made in the AML immediately following the event (For an overweight
landing include the actual landing weight);
ii) MCC Engineering and OCC shall be advised;
iii) The Commander shall submit an ASR. An AML entry must be made and “Y” entered
in the associated ASR/MOR block.
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8.7
NON-ROUTINE FLIGHTS
8.7.1
General
8.7.1.1
Definitions
The following flights are considered as non-routine flights:
i) Aircraft Base Training;
ii) Test flights;
iii) Delivery flights;
iv) Ferry flights;
v) Demonstration flights;
vi) Positioning flights with or without passengers.
8.7.1.2
Aircraft Base Training (ABT) Flight
Aircraft Base Training flights are under the responsibility of the Chief Training
Captain (CTC). Refer to OM-D for further information.
8.7.1.3
Test Flight
A test flight must be performed after specific maintenance and/or repair work on an
aircraft, and on special request of the CAD. Test flights shall be performed according to
programmes issued by Engineering in agreement with the Flight Operations Department.
Those flights shall be performed by the minimum Flight Crew according to the Operations
Manual.
The crew should be assigned by the GMFO. If it is required by the kind of test flight, there
might be, in addition to the minimum crew, engineers, mechanics or inspectors on board
who are directly involved in the preceding work/inspection of the aircraft. They must be
recorded in the Voyage Report as additional crew members.
Engineering shall give the Flight Crew a briefing on:
i) The reason for the test flight;
ii) The test programme;
iii) How the preceding work may influence the airworthiness of the aircraft.
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8.7.1.4
Delivery Flights
Delivery flights are flights where an aircraft is flown from the seller’s facility to the airline or
vice versa.
Provided all normal requirements are fulfilled, non-revenue passengers may be carried if
this is not excluded on the Certificate of Airworthiness and Certificate of Registration.
Full insurance coverage must be assured. For some delivery flights, the CAD might only
issue a “ferry permit” in lieu of the Certificate of Airworthiness and the Certificate of
Registration. This ferry permit may exclude the carriage of persons other than Flight Crew
and engineers. Flights with passengers aboard require full and normal crew complement.
8.7.1.5
Ferry Flights
Ferry flights are flights to position aircraft to/from maintenance. They may be conducted
with minimum crew and reduced airworthiness as permitted by Operations Manual or the
Authority. The General Manager Flight Operations (GMFO) shall give his consent to the
Commander prior to commencing the ferry flight after the approval of the Authority.
8.7.1.6
Demonstration Flights
A demonstration flight may be for a sale / advertising purpose or to demonstrate flight
characteristics. It may also be a flight with journalists and customers.
All flights shall follow the standard procedures described in the Operation Manual. In any
case, all flights with passengers aboard require full and normal crew complement.
8.7.1.7
Positioning Flights
A positioning flight is a flight to position an aircraft to / from an airport for commercial
operations.
Positioning flights must be performed with at least the minimum Flight Crew and must
follow the standard procedures described on the Operations Manual.
Only crew members of the Company may be transported on the way to or from flight duty
(positioning). In this case, the Commander nominates one crew member to be responsible
for cabin safety checks. In accordance with the Commander the demonstration of safety
belts, oxygen masks, life vests and emergency evacuation may be avoided, if all persons
on board are familiar with the demonstration of their use.
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8.8
OXYGEN REQUIREMENT
8.8.1
General
Adequate breathing oxygen must be provided to the crew and passengers for sustenance
in case of depressurisation.
In case of depressurisation, the Commander’s choice of Flight Level (FL) and airspeed
depends on the cause of the depressurisation, the distance to fly, the topographic
conditions and the meteorological conditions.
Description and use of the Oxygen system and equipment are available in the respective
FCOM and the OM-E.
Taking into account the route of flight, minimum dispatch pressure shall be respected.
Special decompression routes, where required, are published for each fleet in the OM-C
and will specify the minimum oxygen required.
8.8.2
Oxygen Analysis
AN(HK)O Schedule 5, Scale L2 details requirements for crew and passenger oxygen for
pressurised aircraft. Sufficient oxygen shall be available, prior to departure and in case of
an actual depressurisation, as follows:
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Planned FL
Flight Crew
Cabin Crew
Passengers
At or below FL100
Nil
Nil
Nil
All passengers:
All crew:
Whenever the cabin
All crew:
Above FL100 but not
above FL250
Whenever the cabin
altitude exceeds
10,000ft (minimum 30
minutes)
altitude exceeds 12,000ft
(minimum 10 minutes)
+
All crew:
Whenever the cabin
altitude exceeds 10,000ft
(minimum 30 minutes)
Whenever the cabin
altitude exceeds
12,000ft (minimum 10
minutes)
+
10% of passengers:
Whenever the cabin
altitude exceeds
10,000ft (minimum 30
minutes)
All passengers:
Whenever the cabin
altitude exceeds
15,000ft (minimum 10
minutes)
+
All crew:
All crew:
Whenever the cabin
Above FL250
altitude exceeds
Whenever the cabin
altitude exceeds 10,000ft
+
10,000ft (minimum two
hours)
a portable supply for 15
minutes
30% of passengers:
Whenever the cabin
altitude exceeds
12,000ft but does not
exceed 15,000ft
+
10% of passengers:
Whenever the cabin
altitude exceeds
10,000ft but does not
exceed 12,000ft
See also Note i.
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Notes:
i) First Aid oxygen supply must be available for independent and simultaneous use of 2% of
passengers or two passengers, whichever is greater, for the entire period that the cabin
altitude exceeds 8,000ft following a decompression.
ii) Flight Crew oxygen requirements can be calculated using the table in FCOM/PERFORMANCE
DISPATCH - ENROUTE.
iii) Cabin Crew oxygen requirements are met by utilising the cabin fixed oxygen system and 15
minutes supply from PBE. The remainder is met using portable oxygen bottles.
iv) Passenger oxygen requirements are met using cabin fixed oxygen system, and portable
oxygen bottles.
8.8.3
Use of Crew and Passenger Oxygen
8.8.3.1
Flight Deck Crew
On the crew’s first flight of the day, or following a subsequent aircraft change, all Flight
Deck oxygen masks shall be tested before or during the Cockpit Preparation phase. This
ensures that all masks have been tested in the event that their use is required by jump
seat passenger(s) or Cabin Crew.
Oxygen masks shall be used by the Flight Deck crew at all times when the cabin altitude
exceeds 10,000ft.
Any usage of Flight Deck oxygen masks shall be recorded in the AML. The cleaning and
restowing of Flight Deck oxygen masks is an Aircraft Maintenance Manual task and shall
be performed by qualified maintenance personnel only.
8.8.3.2
Cabin Crew
Oxygen masks shall be used by the Cabin Crew at all times when the cabin altitude
exceeds 14,000ft.
8.8.3.3
Passengers
Passenger oxygen shall be activated and should be used by passengers whenever the
cabin altitude is greater than 14,000ft.
A cabin altitude of 14,000ft and below is considered a ‘safe cabin altitude’ for passengers
to stop using the oxygen system.
First aid oxygen is available via portable oxygen bottles and may be required for
passengers below a cabin altitude of 14,000ft. First aid oxygen is available for passengers
requiring undiluted oxygen upon depletion of the passenger oxygen system.
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8.8.3.4
Influence of Facial Hair on Oxygen Mask Efficiency
Flight Crew should be aware that there may be a degradation of the efficiency of oxygen
and smoke masks when the user has facial hair. The oxygen mask cannot be donned as
rapidly with facial hair present and an inadequate seal could lead to a reduced amount of
oxygen in the mask and the entry of smoke or toxic fumes.
Crew members with facial hair shall ensure that it is trimmed and of such texture and
fullness to allow an adequate seal when wearing an oxygen or smoke mask.
8.9
PASSENGER AND CARGO HANDLING
8.9.1
Passenger Handling
Every person shall obey all lawful commands which the Commander of the aircraft may
give for the purpose of securing the safety of the aircraft and of persons or property
carried therein, or the safety, efficiency or regularity of air navigation.
8.9.1.1
Conditions and Refusal of Carriage
The Company has the right to refuse the carriage of any passenger holding a valid ticket,
or to off-load them at an en-route destination, if in the opinion of the Commander
and/or the Ground Handling Agent (GHA), such action is necessary for any of the
following reasons:
i) To ensure the safety of the aircraft and/or its occupants;
ii) To prevent violation of any applicable Laws, Regulation or Orders of any State to be
flown from, into or over;
iii) The conduct, mental or physical state of the passenger is such as to pose a direct
threat to the aircraft, the health and safety of persons or property, or if their medical
condition may require extraordinary medical assistance in flight;
iv) The passenger fails to observe the instructions of the airline.
The ultimate responsibility for refusing to carry, or for off-loading, a passenger rests with
the Commander, however in the case of a Refusal to Carry the initial action will normally
be taken by the Ground Handling Agent (GHA) who will either:
i) Exclude the passenger from the flight; or
ii) Confer with the Commander to decide an appropriate course of action.
If the decision is to allow the passenger to travel, both the Commander and the SCCM
shall be informed and provided with all relevant information.
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A Ground Handling Report (GHR) shall be submitted in all cases, providing specific details
of the passenger’s state and the reason for off-loading.
Note: It is a requirement of the AN(HK)O that a person shall not enter any aircraft when
drunk or be drunk in any aircraft. For additional information and guidance on assessing
the “Signs of Intoxication” and “Handling of Intoxicated Passengers”, refer to OM-A 10.7. If
the Cabin Crew assess that a passenger is intoxicated, the SCCM shall liaise with the
Commander to determine whether the passenger should be accepted or rejected for the
flight.
For all normal pregnancies, travel is permitted between the first and thirty-sixth weeks.
8.9.2
Carriage of Passengers Requiring Special Assistance
8.9.2.1
Company Policy
Company Policy for the carriage of passengers with a disability, reduced mobility, requiring
an escort, requiring the use of a Guide or Service Dog, etc., is detailed in the “Non
Discrimination on the Basis of Disability in Air Travel” section of Operations Manual Part E
(OM-E). A copy of the OM-E is stored in the passenger cabin.
8.9.3
Passenger Boarding
8.9.3.1
Guidance for Crew on Passenger Handling in Technical Delay or Diversion Situations
8.9.3.1.a
At Company ports the Ground Handling Agent (GHA) has overall responsibility for the
local handling of delays. They will be the focal point for communications with the
Operational Control Centre (OCC), the Commander, the SCCM and the Ground Engineer.
If a lengthy delay is anticipated the Commander will consult jointly with the GHA, SCCM
and, where appropriate the Ground Engineer to agree an appropriate strategy and to
ensure that coordinated communication with the passengers is achieved.
8.9.4
Smoking Regulations
8.9.4.1
No Smoking Policy
Smoking is not permitted on any Company flight.
Cabin Crew are responsible for monitoring smoking regulations at all times when the
aircraft is on the ground or in flight.
Crew are not permitted to smoke on board aircraft at any time.
8.9.4.2
Smoking of e-Cigarettes
E-cigarettes or any device that resembles a cigarette, pipe or cigar (e.g. nicotine inhaler),
are not allowed to be used onboard the aircraft.
Passengers attempting to use such devices must be stopped. However, passengers may
bring such devices onboard the aircraft.
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8.9.4.3
Actions to be Taken
Refer to OM-A 10.7.9
8.9.5
Use of Electronic Devices
8.9.5.1
General
This policy is determined by physical device security, electromagnetic interference (EMI)
and content integrity considerations.
8.9.5.2
Electronic Device Use in the Aircraft
Electronic devices operated by passengers and crew may generate sufficient
Electromagnetic Interference (EMI) to affect communication and navigation systems.
Restrictions on the use of electronic equipment onboard Company aircraft are
communicated to passengers during the Safety Demonstration briefing.
During any occurrences involving suspected or confirmed interference from any PEDs, the
Commander should normally require all PEDs to be switched OFF. This directive shall be
communicated to the SCCM via interphone and to passengers via the PA.
Any such occurrences should be reported to the CAD via an ASR. Where possible, these
reports should describe the offending device, manufacturer and model designator or
number, its location in the aircraft at the time of the event, the interference symptoms, and
the results of actions taken by the crew. The crew shall seek to obtain the co-operation of
the device owner by obtaining their contact details.
8.9.5.3
Prohibited Transmitting Devices
Electronic devices most likely to cause interference are transmitting devices such as
amateur radio transceivers, CB radios, and remote-control devices including toys. The use
of these devices in transmitting mode is prohibited at all times on board aircraft.
8.9.5.4
Aircraft with Cabin WIFI and Internet Connectivity
Any system designed to provide cabin WiFi or connectivity on board Company aircraft
shall be deactivated.
8.9.5.5
Use of T-PEDs in Airplane Mode
All T-PEDs that are operated in a mode that prevents electronic transmissions, such as
“Airplane Mode”, can be operated from when the Cabin Crew are released for service
after takeoff, up to when the seatbelt signs are switched ON during descent.
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8.9.5.6
General Policy on PED Use
All PEDs not approved for use under the provisions of OM-A 8.9.5.5 shall be turned off
anytime the aircraft doors are closed, and during refuelling operations.
In exceptional cases of a prolonged ground departure delay after aircraft doors are closed,
or arrival ground delay, the Commander may authorise unrestricted T-PED use by
passengers and crew when the aircraft is stationary. The Commander or SCCM shall
inform the passengers and crew by PA when T-PEDs may be used according to this
provision and subsequently when they shall be switched OFF.
8.9.5.7
PED Use and Stowage During Critical Phases of Flight
During taxi, takeoff, approach and landing and during emergency procedures the following
applies:
i) The IFE/PASS seat power switch shall be selected OFF;
ii) All PEDs not approved for use under the provisions of OM-A 8.11 shall be switched
OFF;
iii) Large PEDs (e.g. laptop computers) must be switched off, or as instructed by the
Commander or SCCM.
Unless a PED is being used to deal with an emergency, crew members shall ensure that
mobile telephones and other PEDs not approved for use under OM-A 8.11 are switched
off during critical pre-flight procedures, such as loading data into the FMC or when
monitoring fuel loading.
8.9.5.8
Lithium Battery Fire
The following procedures are recommended to extinguish the fire and cool the remaining
cells:
i) Extinguish the Fire: Use a Halon, Halon-replacement or water extinguisher to
extinguish the fire and prevent its spread to other flammable materials.
ii) Cool the Remaining Cells After Extinguishing the Fire: Douse the device continuously
with a stream of water or any other non-alcoholic liquid to cool the device and prevent
additional battery cells from reaching thermal runaway.
WARNING
Do not cover or use ice to cool the device. Ice or other materials insulate the
device, increasing the likelihood that additional battery cells will reach thermal
runaway.
Once the fire appears to have been extinguished, attempt to move the device to an area
without flammable material, such as a galley oven. The device must not be moved if it is
still on fire, is smoking or if it is too hot to be moved safely.
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8.9.6
Medical Kits / Medical Advice
8.9.6.1
First-Aid Kits
Refer to OM-E
8.9.6.2
Emergency Medical Kit
Refer to OM-E
8.9.7
Illness Onboard
8.9.7.1
International Regulations
The Commander must report all cases of illness onboard aircraft (excluding cases of
airsickness and accidents) on landing at an airport. The details are to be given in the
appropriate part of the General Declaration. Cases of ill passengers/supernumeraries
disembarked during the flight must also be reported on arrival.
8.9.7.2
Quarantine Regulations
When a passenger/supernumerary on board shows symptoms which might indicate the
presence of a major disease, the Commander of an arriving flight shall ensure that the
airport medical or health authority have been informed.
It is the responsibility of the airport medical or health authority to decide whether isolation
of the aircraft, crew and passengers/supernumeraries is necessary.
On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or
attempt to off load cargo or catering until such time as authorised by the airport medical or
health authority.
Each station, in conjunction with the airport medical or health authorities will devise a plan
that would provide, when necessary, for:
i) The transport of suspected cases of infectious diseases by selected ambulances to a
designated hospital;
ii) The transfer of passengers/supernumeraries and crew to a designated lounge or
waiting area where they can be isolated from other persons until cleared by the airport
medical or health authorities;
iii) The decontamination of the aircraft, passenger/supernumerary baggage, cargo and
mail and any isolation lounges used by passengers/supernumeraries or crew
suspected of having infectious diseases.
8.9.8
Passenger Considerations with Engine(s) Running
8.9.8.1
Background
Ground handling/servicing with an engine running represents a considerable risk to safety
unless appropriate mitigating actions are put in place.
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8.9.8.2
Boarding with Engine(s) Running
Passenger boarding with engines running is not permitted. If an engine run is required to
cool the cabin, this must be completed only after all ground handling has been completed
and ground equipment removed. The engines must again be shut down before boarding
commences.
8.9.8.3
Disembarkation with Engine(s) Running
Disembarking passengers with an engine running is not normally permitted. In the event of
an unserviceability of the APU, and ground power being unavailable, passenger
disembarkation is permitted in coordination with the respective airport authority. If there
are specific procedures for an airport, these will be defined in the OM-C.
As a combination of APU and Ground Power inoperative will cause the aircraft to go “dark”
on engine shutdown, the following procedure shall be applied:
i) Emergency Lights shall be selected on.
ii) A PA shall be made stating that there will be reduced light levels available during
disembarkation, and that additional care must therefore be taken when exiting the
aircraft.
iii) All engines must be shut down before passenger disembarkation commences.
8.9.9
Carry-On Baggage
Refer to the Cabin Crew Operations Manual (CCOM).
8.9.9.1
Musical Instruments
Refer to the CCOM
8.9.9.2
Religious Idols
Refer to the CCOM
8.9.9.3
Cabin Seat Baggage (CBBG)
Refer to CCOM
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8.10
COMMUNICATION
8.10.1
Radio Communications
8.10.1.1
General
8.10.1.1.a
Radio Communications with ATC
Concise and effective communication between the Flight Crew, Cabin Crew and externally
between the Flight Crew and other agencies is an essential element of flight safety. It is
important that precise phraseology be used whenever possible.
Jargon and slang must be avoided. Crew must be aware that for many of the people with
whom they are required to communicate, English is not their first language.
The PM will normally handle ATC communications.
Both pilots will normally maintain a listening watch on the appropriate ATC, VHF or HF
frequency. If SELCAL has been checked on the frequency in use it is sufficient to maintain
a SELCAL watch. All flights shall continuously monitor the VHF Emergency frequency
121.50 MHz, except for those periods when simultaneous monitoring may be limited due
to Flight Deck duties.
VHF1 is normally used for ATC communications. VHF2 can be used to temporarily select
different voice frequencies, however it is normally used to monitor 121.5. VHF3 is normally
used for ACARS data.
Flight Crew shall maintain good R/T discipline. Clarification shall be sought whenever
there is any doubt regarding an ATC clearance, especially if terrain clearance is an issue.
Such phrases as “Confirm cleared FL310” shall be avoided; ATC shall be requested to
“Say again cleared altitude” or “Confirm radar heading”.
Speakers or headsets shall be used in pairs, unless one pilot is off watch for the purpose
of obtaining an ATIS, contacting the next ATC frequency, making a PA, etc. A positive
check is to be made that the speaker(s) is reset to an audible level when a pilot has been
off watch or when any crew member changes from headset to speaker(s). This shall be
accomplished by confirming that live ATC or HF “squelch” can be heard through the
speaker, and that the relevant transmission keys and reception knobs are selected.
Headsets shall be used by the operating crew during periods of high Flight Deck workload
and at all times from engine start to top of climb or below FL150, whichever is higher, and
from top of descent until the aircraft is parked. A handheld microphone shall not be used
by the operating crew when headsets are required to be worn.
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8.10.1.1.b
Radio Communication Failure or Loss of Communication with ATC
In the event of loss, suspected loss, or difficulties maintaining two-way communication
with ATC, the following procedures shall be applied:
i) ensure the correct frequency has been selected on the primary radio in use;
ii) check that the receiver and speaker volume are correctly adjusted;
iii) use another microphone or headset;
iv) ensure the aircraft is within range of the ATC ground station;
v) attempt contact on the secondary VHF/HF radio;
vi) attempt contact on the published secondary ATC frequency;
vii) attempt to establish communication with another aircraft for relay.
The VHF Air-to-Air frequency 123.45MHz is designated for use by aircraft operating in
Remote and Oceanic areas outside the range of VHF ground stations to exchange
essential operational information.
8.10.1.2
ATC Clearances and Communication Procedures
ATC clearances must be unambiguously received and understood by both pilots through
effective monitoring, acknowledgement and confirmation.
Both pilots shall monitor all ATC clearances. Any clearance issued with only one pilot in
the Flight Deck shall be reconfirmed with ATC when both pilots are present.
On receipt of any ATC clearance, after PM readback, the PF shall acknowledge the
clearance and the PM will confirm it. The PF may achieve the acknowledgement by, as
appropriate:
i) Announcing the changes in altitude, heading and speed;
ii) Calling the FMA changes;
iii) Cross-checking the active flight plan against any Departure, Arrival, Route clearance,
and runway (when multiple runways are available for use);
iv) Paraphrasing the taxi instructions to enhance crew understanding.
Although the Radio Tuning Panels (RTP) have been designed for each pilot to tune from
their onside RTP, any RTP may be used to tune the radios provided the correct frequency
is confirmed in the ACTIVE window.
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8.10.1.3
General Rules
The following basic techniques will assist in ensuring that transmitted speech is clearly
and satisfactorily received:
i) Listen out on the frequency before transmitting to ensure that you will not interrupt
another station;
ii) Use a normal conversational tone, speak clearly and distinctly maintaining an even
rate of speech at a constant volume;
iii) A slight pause before and after numbers will assist in making them easier to
understand;
iv) Avoid hesitation sounds such as ‘er’;
v) Press the transmit switch fully before speaking and do not release it until you have
finished speaking;
vi) Do not press the transmit switch until ready to speak;
vii) Think before speaking and know what you want to say.
8.10.1.4
Company Callsign
The standard Company callsign for all voice communications is “Greaterbay”. If required
by ATC, or if communication quality is degraded, the three-letter ICAO airline
code "HOTEL GOLF BRAVO" may be used instead.
Callsign confusion can lead to crew mistaking and executing instructions intended for
another aircraft, and can occur when:
i) different airlines operate services with the same flight number;
ii) an airline operates a number of services with near-sequential flight numbers within a
similar period of time;
iii) an airline operates an extra or delayed service with a flight number very similar to the
normal service's flight number.
Crew should exercise proper RT discipline at all times and:
i) confirm unexpected instructions for any particular stage of flight;
ii) advise ATC if a transmission is blocked, or if it is suspected that another aircraft has
misinterpreted an instruction, as ATC may be unaware of this fact;
iii) use the full callsign.
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8.10.1.5
Transmission of Numbers
Each digit will be spoken separately when transmitting the following:
i) Aircraft Callsigns;
ii) Altimeter settings;
iii) Flight Levels;
iv) Headings;
v) Wind Speeds/Direction.
All numbers used in the transmission of altitude, height, cloud height and RVR which
contain whole hundreds and whole thousands shall be transmitted by pronouncing each
digit in the number of hundreds or thousands followed by the word Hundred or Thousand.
Combinations of thousands and whole hundreds shall be transmitted by pronouncing each
digit in the number of thousands followed by the word Thousand and the number of
hundreds followed by the word Hundred. Examples as follows:
Number
10
100
2500
11000
10200
8.10.1.6
Transmitted As
Wun Zero
Wun Hundred
Too Thousand Fife Hundred
Wun Wun Thousand
Wun Zero Thousand Too Hundred
Transmission of Time
Transmissions of time normally only require the minutes of the hour although the hour
should be included if there is a chance of confusion. UTC is used at all times unless
specified.
Transmitted As
Too Tree or Zero Ait Too Tree
Wun Tree Zero Zero
Time
0823
1300
8.10.1.7
Standard Words and Phrases
Word Phrase
Acknowledge
Affirm
Let me know you have received and understood this message
Yes
Approved
Permission for proposed action granted
Break
Indicates separation between messages
Cancel
Annul the previously transmitted clearance
Changing To
Check
Cleared
Climb
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I intend to call …(unit) on…(frequency)
Examine a system or procedure (No answer is normally expected)
Authorised to proceed under the conditions specified
Climb and maintain
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Confirm
Have I correctly received the following or Did you correctly receive
this message
Contact
Establish radio contact with …(your details have been passed)
Correct
That is correct
Correction
An error has been made in this transmission. The correct version is
Descend
Descend and maintain
Disregard
Consider the transmission as not sent
Freecall
How do you read
I say again
Monitor
Negative
Call….(unit) (your details have not been passed)
What is the readability of my transmission
I repeat for clarity or emphasis
Listen out on …(frequency)
No or Permission not granted or that is not correct
My transmission is ended and I expect a response from you.
Over
Pass your message
Read Back
Report
Request
(Note: Not normally used in VHF communication)
Proceed with your message
Repeat all, or the specified part, of this message back to me exactly
as received
Pass requested information
I should like to know or I wish to obtain
I have received all your last transmission. Note: Under no
Roger
circumstances is this to be used in reply to a question requiring a
direct answer in the affirmative or negative.
Say again
Speak slower
Standby
Repeat all or the following part of your last transmission
Reduce your rate of speech
Wait and I will call you. Note: no onward clearance to be assumed
Verify
Check and confirm
Wilco
I understand your message and will comply
As a request: Communication is difficult. Please send every word
Words Twice
twice. As information Since communications is difficult every word in
this message will be sent twice
8.10.1.8
Continuation of Communication
When communication has been established the placement of callsigns should be as
follows:
8.10.1.8.a
Ground to Air:
i) Aircraft Callsign then message or reply.
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8.10.1.8.b
Air to Ground:
i) Initiation of new information/request etc - Aircraft callsign then message;
ii) Reply - Repeat of pertinent information/read back/acknowledgement then aircraft
callsign.
Note: Correct use of this procedure makes it easier to identify when a set of transmissions
is complete.
8.10.1.9
Transfer of Communication
An aircraft will normally be advised by the appropriate ground station to change from one
radio frequency to another and to the next agency.
On first contact with the next ATC unit the cleared altitude or flight level must be reported,
unless specifically requested not to do so.
8.10.1.10
Issuance of Clearance and Read Back Requirements
Controllers should pass a clearance slowly and clearly since the pilot needs to write it
down - wasteful repetition is thus avoided. Whenever possible a route clearance should be
passed to an aircraft before start-up and the aircraft’s full callsign will always be used.
Generally, controllers will avoid passing a clearance to a pilot engaged in complicated
taxiing manoeuvres and on no occasion when the pilot is engaged in line-up or takeoff
manoeuvres.
An ATC route clearance is not an instruction to takeoff or enter an active runway. The
word ‘Takeoff’ is used only when an aircraft is cleared for takeoff. At all other times, the
word ‘Departure’ is used.
ATC route clearances shall always be read back unless otherwise authorised by the
appropriate authority in which case they will be acknowledged in a positive manner. Read
backs shall always include the aircraft call sign.
The following is a list of the messages to be read back in full by the pilot. If the controller
does not receive a read back, the pilot will be asked to do so:
i) Level Instructions;
ii) Heading Instructions;
iii) Speed Instructions;
iv) Airways or Route Clearances;
v) Runway in Use;
vi) Clearance to Enter, Land On, Takeoff On, Backtrack, Cross, or Hold Short of an Active
Runway;
vii) SSR Operating Instructions;
viii) Altimeter Settings;
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ix) VDF Information;
x) Frequency Changes;
xi) Type of Radar Service.
8.10.1.11
General Phraseology
Some commonly used abbreviations may be spoken using their constituent letters rather
than the phonetic alphabet e.g. ILS, QNH, RVR.
The following words may be omitted provided that no confusion or ambiguity will result
i) ‘Surface’ and ‘knots’ in relation to surface wind direction and speed;
ii) ‘Degrees’ in relation to surface wind direction and headings;
iii) ‘Visibility’, ‘cloud’ and ‘height’ in met reports;
iv) ‘Hectopascals’ when giving pressure settings of 1000hPa and above.
The excessive use of courtesies should be avoided.
8.10.1.11.a
The following conventions apply to Level Instructions:
i) The word ‘To’ may be omitted from messages relating to Flight Levels e.g.
“Greaterbay 810 climb Flight Level Two Zero Zero”;
ii) All messages relating to an aircraft’s climb or descent to an ALTITUDE or HEIGHT
employ the word ‘TO’ followed immediately by the word ALTITUDE or HEIGHT. The
initial message will also include the appropriate QNH or QFE.;
Note: Beware of using ‘TO’ without either Flight Level or Altitude / Height before the
new figure).
iii) The phrase ‘re-cleared’ should not be used.
Pilots are expected to comply with ATC instructions as soon as they are issued (Note:
You must tell ATC if you are unable to comply immediately). However, when a
climb/descent is left to the discretion of the pilot the words ‘When Ready’ will be used
(Note that “At Pilot’s Discretion” is often used although this is technically incorrect). In
these circumstances the pilot will report leaving his present level.
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8.10.1.12
Position Reporting
Position Reports shall contain the following elements
i) Aircraft Identification;
ii) Position;
iii) Time;
iv) Level;
v) Next position and ETA;
vi) Ensuing Significant Point.
Note: The ‘Ensuing Significant Point’ is often omitted.
8.10.1.13
States of Emergency
The two states of Emergency are classified as follows:
8.10.1.13.a
Distress
A condition of being threatened by serious and/or imminent danger and of requiring
immediate assistance. Distress calls shall be prefixed “MAYDAY, MAYDAY, MAYDAY”
8.10.1.13.b
Urgency
A condition concerning the safety of an aircraft or of some person on board or within sight
but which does not require immediate assistance. Urgency calls shall be prefixed “PAN
PAN, PAN PAN, PAN PAN”.
8.10.1.13.c
Thereafter the emergency message should contain the following information (time and
circumstances permitting) and, whenever possible should be passed in the order given.
i) Name of station addressed (when appropriate and time and circumstances permit);
ii) Callsign;
iii) Type of Aircraft;
iv) Nature of the Emergency;
v) Intention of person in Command;
vi) Present or last known position, Flight Level/altitude and heading;
vii) Any other useful information e.g. endurance / fuel remaining, number of people on
board, etc.
Once communication has been established, the flight’s callsign should be prefixed with a
single “MAYDAY” or “PAN” as appropriate, e.g. “MAYDAY Greaterbay 810”.
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8.10.1.14
Non-Recognition of “Pan” Calls
Some countries may not recognise the term “Pan Pan” as an urgency message. In
situations where a “Mayday” call is considered inappropriate and a “Pan” call is not
achieving the desired response from ATC then the phrase “We are declaring an
emergency” should be used.
8.10.1.15
General Reminders
i) The use of the word “CLEAR” is restricted to: ATC clearances, Departure and
Approach Instructions, and Takeoff and landing clearances;
ii) The words TAKEOFF are only used when an aircraft is cleared for TAKEOFF.
“DEPARTURE” is used at other times;
iii) TAKEOFF clearance requires read back;
iv) Full read back is required for instructions to ENTER, LAND, TAKEOFF ON,
BACKTRACK, HOLD SHORT OF or CROSS a runway;
v) APPROVED (and not CLEAR/CLEARED) is used by ATC to indicate a positive
response to a request;
vi) Full read backs are required of frequencies;
vii) For passing instructions or reports regarding height/altitude or Flight Level use
CLIMB, DESCEND, PASSING, REACHING, MAINTAINING or LEAVING but
not CLEARED/RECLEARED;
viii) AFFIRM / NEGATIVE are used when a question requires a direct answer. ROGER is
not to be used in this case;
ix) VACATE runway is used and not CLEAR runway, e.g. “Greaterbay 810 Runway
Vacated”.
8.10.1.16
Summary of Good Practice
i) When given a new frequency wait for a couple of seconds before changing (gives
ATC time to correct the frequency). Listen out on the new frequency for a few seconds
to ensure that you are not about to interrupt another conversation;
ii) Think about what you are going to say;
iii) Know and use standard phraseology;
iv) Avoid unnecessary words;
v) ACTIVELY LISTEN during approaches and departures for your call sign. Be aware
when there might be possible mis-idents. (e.g. Greaterbay 213 and Greaterbay 321
on frequency at the same time).
8.10.1.17
Phraseology for use with TCAS
ATC and aircraft callsigns shall be applied to each transmission as appropriate.
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8.10.1.17.a
Notification of a manoeuvre initiated in response to an RA:
As soon as it is convenient to do so:
Pilot: “TCAS RA”
ATC: “ROGER”.
8.10.1.17.b
When the A/C has begun returning to its assigned clearance:
Pilot: “CLEAR OF CONFLICT, RETURNING TO (assigned clearance)”
ATC: “ROGER”. A revised clearance may then be issued.
8.10.1.17.c
When the A/C has resumed assigned clearance following TCAS RA:
Pilot: “CLEAR OF CONFLICT, (assigned clearance) RESUMED”
ATC: “ROGER”. A revised clearance may then be issued.
8.10.1.17.d
Notification of inability to comply with an ATC instruction because a manoeuvre has been
initiated in response to an RA:
As soon as it is convenient to do so:
Pilot: “UNABLE, TCAS RA”
ATC: “ROGER”.
The crew must inform the controller when they are again able to comply with ATC
instructions.
Note:
i) If the crew is unable to pass a message until, having responded to an RA, the aircraft
has begun returning to its assigned clearance, both messages should be combined
thus:
Pilot: “TCAS RA, CLEAR OF CONFLICT, RETURNING TO (assigned clearance)”
ATC: “ROGER”. A revised clearance may then be issued.
ii) If the crew is unable to pass a message until having responded to an RA and the
aircraft is once again complying with the assigned clearance, the message should be:
Pilot: “TCAS RA, (assigned clearance) RESUMED”
ATC: “ROGER”.
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8.10.1.17.e
ATC Actions
On being advised that a pilot is responding to an RA instruction, ATC will not issue any
control instructions to the subject aircraft until the pilot reports returning to the terms of the
current ATC instruction or clearance.
8.10.1.17.f
ATC Responsibility for Separation
Once a pilot departs from an ATC instruction or clearance in compliance with an RA, ATC
ceases to be responsible for providing standard separation between that aircraft and other
aircraft affected as a direct consequence of the manoeuvre induced by the RA instruction.
ATC will resume responsibility for providing standard separation for all aircraft affected
when:
i) The controller acknowledges a report from the pilot of the aircraft that has responded
to the RA stating that it has resumed its assigned ATC clearance; or
ii) The controller acknowledges a report from the pilot of the aircraft that has responded
to the RA, that it is returning to its assigned ATC clearance and then issues an
alternative clearance that has been acknowledged by the pilot.
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8.10.1.18
Departure and Arrival Level Restrictions
It is Company policy to follow ICAO PANS-ATM procedures.
Departure and Arrival procedures include the routeing, and often altitude and speed
restrictions.
The aircraft shall follow the published lateral, vertical and speed profile of the SID or STAR
unless such restrictions are explicitly cancelled or amended by the controller.
i) When instructed to follow the SID / STAR profiles, ATC will use the terminology;
“Climb via [SID] to FL150”
“Descend via [STAR] to 3,000 feet”
ii) ATC may issue specific level and / or speed instructions with a qualifying remark, e.g.
“Cancel Level (Speed) restriction at MUSEL”.
“Cancel Speed and Level restrictions at MUSEL”
“Cancel Speed and Level restrictions”
“When ready descend via [STAR] to FL130, cancel speed restriction at BEKOL”
iii) ATC may also use phraseology to bypass waypoints or amend the lateral profile of the
SID or STAR, such as:
“Proceed direct to TAMAR, descend via [STAR] to FL110” In this case any
restrictions before TAMAR are cancelled.
iv) If ATC issue an instruction that changes or cancels the SID or STAR route (e.g.
placing the aircraft on a heading), the vertical and speed constraints are automatically
cancelled.
Subsequently an instruction may be given, such as:
“Proceed direct to ABBEY, rejoin ABBEY 2B, descend via ABBEY2B to 8,000 feet
Certain airports publish STARs with descent planning guidance without published
vertical profile restrictions. In such cases, any descent vertical profile and level
requirements will be explicitly specified by ATC.
The use of a SID or STAR designator without a cleared level does not authorise the
aircraft to climb or descend on the SID or STAR vertical profile.
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8.10.2
Company Procedures
The English language shall be used for operational communication in order to ensure
clear crew communication and effective teamwork.
8.10.2.1
Mobile Phone Use on the Flight Deck
Mobile phones are not authorised for use by Flight Crew and jump seat passengers whilst
the aircraft is taxiing for departure or after landing until parked at the arrival gate. Mobile
phones shall not be used during any crew briefing.
The Commander shall ensure all Flight Crew and jump seat passengers’ mobile phones
are turned OFF and properly stowed before leaving the parking gate to minimise
distraction during critical phases of flight. Mobile phone use is authorised when the aircraft
is parked at the boarding gate.
8.10.2.2
WIFI Access
Reserved
8.10.2.3
Departure and Arrival Briefings
Departure and Arrival briefings should generate thought provoking, relevant discussion.
Every departure and arrival must be viewed in the context of the specific threats and
errors posed by the operation and the strategies which will be employed to overcome
them.
The briefing is a review of the expected departure or arrival procedure after consideration
of all relevant data (ATIS, NOTAMs, Airport Briefings, Navigation Charts, MEL, etc.) and
should emphasise the relevant factors and threats. Normal Procedures are the basis of
the briefing as is the use of Standard Calls and crew actions in the event of failures before
or after V1 – Refer to QRH / FCOM.
The briefing should be succinct and relevant.
It is recommended that the briefing be completed no later than 10 minutes before the top
of descent point.
The Commander shall ensure that all relevant details and threats are covered effectively.
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8.10.2.3.a
Briefing Format
i) Normal Brief
The takeoff and approach Briefing will include the T-P-C components described
below:
Threats
Plan
Chart
Terrain
Weather
Operational
Considerations
In addition, the Takeoff Briefing will include an expanded STOP/GO brief to cover the
actions in case of a failure/malfunction before or after V1.
Prerequisites
The following must be completed before the briefing commences:
Flight Briefing Review:
Review the weather,
intersections.
applicable
NOTAMs,
briefing
package,
runway
Electronic Flight Bag / Charts:
Ensure Chart and OPT databases are current, check performance data and
applicable charts.
FCOM Procedures:
Complete the FCOM procedures for the flight including any applicable
Supplementary and MEL operational procedures, instrument checks and MCP
confirmation.
FMC Setup:
Confirm NAV Database is current and valid. Tracks and altitude restrictions, etc.,
shall be checked against the OFP and published procedures. Both pilots must
also check ATC Route clearance against the FMC route when it is received.
PM Cross-check of all Entries:
PM questions may be resolved as they occur or during the briefing.
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Structure
Each TPC module shall be discussed in every briefing.
Threats:
The Normal Briefing commences with the PF asking the PM to identify and
review any relevant threats. The PM thus begins the briefing, outlining the
threats that may be anticipated. The crew will discuss the threats and decide on
countermeasures to mitigate the threats. The PF may discuss additional threats
not identified by the PM.
Plan:
The PF will then detail his plan to fly the sector. Just like briefing threats, the
Plan portion should be relevance-based and scaled up or down appropriately.
Considerations:
The Considerations portion of the briefing is intended to be a recap or summary
of the discussion. A review of specific PM duties will serve to ‘prime the PF and
PM for action’ should any relevant threat require the agreed upon
countermeasures.
Summary
PRIOR TO THE BRIEFING
Has the FMC setup been checked against published procedures and OFP by PF and PM?
Is the crew familiar with the airport?
Is the crew familiar with the terrain?
Does the weather pose a threat?
THREATS
The PF asks the PM to identify relevant threats and their mitigations. PF may add and discuss
additional relevant threats that were not identified by the PM.
PLAN (Brief ONLY relevant items)
Departure Briefing
Arrival Briefing
Chart/FMS
Chart/FMS
Chart IDs
Chart IDs
Taxi / Hotspots / Departure Runway /
STAR & Transition Identifiers, Type of
SID & Transition Identifiers
Approach, Runway, Initial Taxi
Route
Use of relevant Navaids
(Clearance/OFP/FMS
Crosscheck)
Autobrakes & Reverse Thrust
Cleared Altitude/Flight Level
Airport Elevation if above 100ft AMSL
Transition Altitude
FAP / FAF or equivalent
Use of relevant Navaids
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Terrain
Minima
Relevant MSA, Significant Terrain
Missed Approach
Use of Terrain on ND
Taxi / Hotspots / Runway Exit
Note: state “None” if terrain is not a factor
Terrain
Relevant MSA, Significant Terrain
Weather
Use of Terrain on ND
Relevant Weather
Note: state “None” if no weather risks
Note: state “None” if terrain is not a factor
Weather
Operational
Relevant Weather
Relevant Operational considerations
Expected QNH
Relevant NOTAMs
T/O Perf, intersection T/O, Config
Operational
Relevant Operational considerations
Noise Abatement
MEL/CDL
Flap retraction schedule
Non-ILS issues
Metric Altitudes
Non-Normal procedures
MEL/CDL
Visual
Short/Long Taxi
segment
(displaced
threshold,
procedures
crossing
/
Note: state “None” if no special operational
intersecting runway, parallel runway)
risks
Noise abatement
Landing Perf, Landing Config
Any questions?
Use of reversers
Cross Wind limitations
Fuel
remaining
at
Destination
/
Alternate, holding fuel if relevant
Note: state “None” if no special operational
risks
Any questions?
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Considerations
Any Specific PM duties
Summaries/Recap as necessary
Any other relevant considerations
Debrief
Debrief both good performance and areas to improve
What could have been done differently?
Are there any reports to submit?
Possible Threats
What are our Threats?
Airport/Runway
ATC
Aircraft
Contamination
Re-routes
Systems
Construction
Arr/Dep Amendments
MELs
Hotspots
Rwy Changes
Automation
Wing Tip Clearance
Procedural Control
Performance
Non-ILS Approaches
Radar Coverage
Non-Normal Procedures
Off-Set Approaches
Traffic Density
Landing Weight
Visual Approaches
Communication
Tailstrike margins
Adverse Weather
Airline Ops/Dispatch
Ground/Ramp/Maintenance
Visibility
Delays
Congestion
Winds, Windshear, crosswinds
Time Pressure
Passenger Handling
Precipitation
Paperwork
Technical Log
Parallel Runways
Runway Characteristics
Category B/C Airports
Bird Strike
Typhoons, Thunderstorms
Load Sheet
Lightning
Turbulence
Cold Temperature Altimetry
Icing/De-icing
Jet Streams
Environment
Physiology
Cabin
Terrain
Fatigue Onset
Passengers
Night
Stress
Interruption
Traffic
Nutrition
Wake Turbulence
Hydration
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ii) STOP/GO Brief
A full STOP/GO brief is required:
a) Before the first flight of a duty period for a given crew;
b) After a crew change in the same duty period.
The briefing shall be interactive and should contain at least the following items:
Aircraft type tailstrike threats;
Allocation of PF and PM functions;
Duties of the Augmenting Crew where appropriate;
Actions in the event of a failure or malfunction affecting the safety or performance
of the aircraft before V1.
Note: For the first takeoff of the crew paring, the PF will give the full emergency
briefing to cover a Rejected Takeoff and the initial actions to be followed in the
event of a failure occurring after V1. For subsequent flights on the same crew
paring with the same crew, he may abbreviate the briefing with the
comment “Standard Emergency Briefing”.
Initial flight path to be followed, including any Special EOSID.
In VMC, or where terrain and climb performance permit, or in any conditions
after the initial turn:
Continue on the SID; or
Accept radar vectors; or
Maintain visual reference with the airport.
8.10.2.4
​Use of Checklists
The use of checklists is mandatory during all flight operations for both Normal and NonNormal situations to ensure all procedural tasks have been completed. Refer to FCOM/
QRH.
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8.10.2.5
Communication with Cabin Crew and Passengers
8.10.2.5.a
Ground Communications
Phase
Call / Action
By
Meaning / Action
SCCM
Boarding has commenced.
“PASSENGERS
Before Engine Start
BOARDING”
(Outstations only)
The head count has been
completed and the correct
“ALL PASSENGERS
ON BOARD”
(For all departures)
“CONFIRM CLOSE
AND ARM DOORS”
number of passengers is
Turnaround
Coordinator
(TCO)
on board.
All passengers and
paperwork are on board.
Commander will advise if
aircraft doors may be
closed and armed.
AFTER SAFETY
DEMONSTRATION
Press Cabin Ready
Indicates to Flight Crew
SCCM
Switch
that Safety Demonstration
has been completed and
the Cabin is Secure.
If Cabin Ready Switch
unavailable, when
convenient the PM calls
the SCCM on Cabin
PM
PM announces to PF that
the Cabin is Secure.
Interphone to confirm
that cabin is Secure.
Note: The safety demonstration will brief passengers on emergency exits, procedures and
equipment (including safety belts, harnesses and, where appropriate, life-jackets,
automatic drop-out oxygen equipment and floor path lighting systems), restrictions on
smoking and on the use of electronic equipment. Refer to the CCOM for the safety
demonstration briefing.
8.10.2.5.b
Before Takeoff
The Commander’s welcome announcement should ask passengers to pay particular
attention to the safety briefing. This briefing clearly lays out the Company policy on
wearing seatbelts during flight. If turbulence is forecast, the Commander should
emphasise the importance of observing the Seatbelt sign for passengers own safety.
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If turbulence is anticipated on the initial climb, brief the Cabin Crew accordingly, with
emphasis on remaining seated with seatbelts securely fastened until clearance to
commence the cabin service has been received from the Commander. The No Smoking
and Seatbelt signs should be left on until positively clear of the turbulent area. Crew will
remain seated until the Seatbelt signs are cycled or extinguished, after which they may
commence cabin service.
When approaching the departure runway the PM will announce on the PA, “Cabin Crew
please be seated for takeoff”. The SCCM will advise the Flight Crew, either verbally or
through the “Cabin Ready” notification, that the pre-takeoff preparations are complete and
that the Cabin Crew are seated.
8.10.2.5.c
After Takeoff
i) Commence Cabin Service
The Seatbelt signs will be cycled OFF/ON to indicate that the Cabin Crew may
commence service after takeoff.
ii) Seatbelt Signs
When conditions are suitable for passengers to move around the cabin, the Seatbelt
signs should be switched to AUTO/OFF.
iii) Top of Climb
The PF should contact the SCCM by interphone at, or shortly after, top of climb to
advise that operations are normal.
8.10.2.5.d
En-route
During light turbulence, the Commander will switch on the Seatbelt sign and all
passengers will fasten their seatbelts. Cabin Crew shall check that all passengers are
seated with seatbelts fastened and report to their section leaders. Cabin Crew may
continue with their normal duties, however hot beverages, noodles, soup etc must not be
served. If cabin service is taking place or likely to be disrupted, the SCCM should consult
with the Commander to ascertain the situation. At the Commander’s discretion the service
may be continued, otherwise an announcement should be made suspending service.
Cabin Crew should be prepared to discontinue service and stow all loose equipment at
short notice.
Should moderate to severe turbulence be encountered, the Commander will advise the
Cabin Crew to be seated via the PA as follows:
“Ladies and gentlemen. Please note that the Seatbelt signs are switched on, Cabin
Crew please be seated”.
In case of the PA system being unserviceable, the Seatbelt signs should be cycled once.
Cabin Crew should immediately stow all loose equipment then sit in any convenient seat
with their seatbelt fastened. Cabin Crew must respond as quickly as possible, as the
situation may rapidly deteriorate.
The Commander will advise the Cabin Crew approximately 30 minutes before landing via
interphone to the SCCM.
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8.10.2.5.e
Descent / Approach
The Seatbelt sign will be switched ON passing 20,000ft in descent to indicate to the Cabin
Crew approximately 15 minutes to landing, and a PA should be made by PM “Cabin Crew,
Prepare the cabin for landing”. The Seatbelt sign should not be cycled if previously
selected ON.
The Seatbelt sign will be cycled OFF/ON at 10,000ft during descent to indicate to the
Cabin Crew approximately 10 minutes to landing.
At approximately 5 minutes to landing a PA should be made advising the Cabin Crew to
be seated for landing. This call should be made at or before 5,000ft. The SCCM will
advise the Flight Crew, either verbally or through the “Cabin Ready” notification, that the
Cabin Crew are seated.
8.10.2.5.f
Unserviceable PA
The Seatbelt sign will be cycled once as a turbulence alert in the event of the P.A. system
being unserviceable.
In the event of an aircraft being dispatched with the PA inoperative, the Commander
should use the Cabin Interphone to convey all commands to the cabin. The crew member
who answers the call will then pass the information to the other Cabin Crew. This will
cover all events including abnormal situations.
When the PA is inoperative, the alternative signal for ordering the Cabin Crew and
passengers to assume the “brace” position is to switch the Seatbelt sign OFF and ON six
or more times. If possible, this should be done 30 seconds before impact.
If the Cabin Ready Light function is unavailable, at a convenient time during the approach
the PM should call the SCCM on Cabin Interphone to confirm cabin is secure.
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8.10.2.6
Communications with Ground Crew
8.10.2.6.a
Normal Start Procedure – Initiating Calls and Responses
Event
PF
Ground Mechanic
“CONNECT THE GPU”
GPU Required
ASU AIR REQUIRED
“CONNECT EXTERNAL AIR”
READY FOR START
“READY TO START ENGINE [1]
“CLEAR START ENGINE
[2]”
[1] [2]”
“REMOVE GROUND
“GROUND EQUIPMENT
EQUIPMENT”
REMOVED”
IF GPU/ASU USED
READY FOR PUSHBACK
“CLEAR TO PUSHBACK”
PF releases the parking brake
“PARKING BRAKE RELEASED”
WHEN PUSHBACK COMPLETED
“PARKING BRAKE SET”
PF sets parking brake to ON
“RELEASE THE PARKING
BRAKE”
“PUSHBACK COMPLETE,
SET PARKING BRAKE”
“DISCONNECTING, HAND
WHEN READY TO DISCONNECT
(When After Start procedures are
“CLEAR TO DISCONNECT”
SIGNALS ON THE
completed)
RIGHT/LEFT”
Notes:
i) The use of “Released” and “Set” for parking brake will prevent misunderstanding which can
occur if “On” and “Off” are used.
ii) If intercom is not available, the standard hand signals for brakes are:
Park Brake SET: Clenched fist, palm side forward;
Park Brake RELEASED: Open hand, fingers spread, and palm side forward.
iii) Should the Flight Crew require the Ground Engineer to return to the aircraft after headset
disconnection, they should flash the runway turn off lights twice. The Ground Engineer will then
return to the aircraft and re-establish communications with the Flight Crew.
CAUTION: The runway turn off lights are very powerful and can lead to eye damage to
personnel standing in close proximity. Do not turn on taxi lights, for any reason, if ground crew
/ tug driver are close to the nose gear.
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8.10.2.7
Passenger Address Announcements
The PA system is primarily a safety tool for communication between the Flight Deck and
the cabin. As a public relations tool it can enhance the image of the airline. The public
relations value of announcements from the Flight Deck should not be underestimated.
Below are a few considerations:
i) The Commander will make all introductory announcements;
ii) Announcements should be concise;
iii) Use English only;
iv) Routine PA announcements should not be made during climb or descent;
v) The Commander may, at his discretion, delegate the welcome PA to the First Officer.
8.10.2.7.a
Pre-Departure
The normal sequence of events leading up to a welcome PA is:
i) The Commander will normally complete the welcome PA a few minutes before the
doors are closed;
ii) Where appropriate he should use this as an opportunity to explain any delays. Where
an extended delay is expected the Commander should liaise with the TCO to ensure a
coordinated approach to delay management;
iii) The SCCM will wait a reasonable period for the Commander to make his welcoming
PA before starting the safety demonstration;
iv) During technical or extended delays, the Commander shall make a PA within 30
minutes of the start of the delay. He shall then provide an expected timeframe of when
a further update will be given, otherwise the maximum time between subsequent
announcements shall not exceed 30 minutes.
8.10.2.7.b
Prior to Top of Descent
This should include the revised ETA and weather at destination. This opportunity may be
taken to bid farewell to the passengers and to thank them for choosing to fly with the
Company.
8.10.2.8
Standard Calls and Pilot Incapacitation
Flight Crew should be especially alert to the possibility of incapacitation during periods of
high workload such as takeoff and approach. Standard calls that are missed, or
inappropriate responses to such calls, may be one of the first indications of subtle
incapacitation. The “1000” auto call is also an incapacitation check. The PM must take
control if he does not receive a response to a second challenge of that or any other call.
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8.10.2.9
Abnormal Situations
8.10.2.9.a
STAR Brief to SCCM
The Commander will direct the SCCM on whether to prepare for a Precautionary or
Emergency Landing. The Commander will then brief the SCCM in the following format:
S – Situation: Give a brief description of the unusual or emergency Situation being faced.
T – Time: How much Time is available to complete the actions.
A – Actions: What Actions the person giving the briefing shall be doing. What Actions
should the person receiving the briefing take.
R – Repeat: Request a Repeat back of the key points from the briefing.
Should any of the details of the situation change after the briefing, the Commander must
inform the SCCM, particularly if the intended Destination has changed or the situation
warrants an upgrading of a Precautionary Landing to an Emergency Landing.
8.10.2.9.b
Precautionary Landing
A Precautionary Landing is executed when there has been an abnormal or emergency
occurrence with the aircraft, but in the Commander's opinion an emergency evacuation is
not anticipated (e.g. engine failure).
Following the STAR briefing from the Commander, the SCCM shall brief the Cabin Crew to
prepare the ‘cabin only’ for a possible emergency evacuation.
After landing, the Commander shall inform the SCCM of his intentions. In the event that
the Commander fails to do this, the SCCM shall contact the Flight Deck and ask the
Commander for his intentions.
8.10.2.9.c
Emergency Landing and Ditching
The Commander shall inform the SCCM using the STAR brief, however in the special
instructions he must indicate which exits may be used and any other important information
relating to the situation.
The SCCM will then brief the other Cabin Crew, indicating the exits to be used and time
remaining for preparation.
8.10.2.9.d
Commander’s PA to Passengers
The Commander will make an announcement to the passengers regarding the nature of
an Emergency Landing. Announcements for a Precautionary Landing will not be required
unless there is a change of Destination or the situation is obvious to the passengers (e.g.
engine failure, electrical failures resulting in a loss of cabin lighting, etc). Whilst it is not
necessary to go into specific detail of the technical aspects of the situation, it is advised to
use a similar briefing technique as for the SCCM.
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S – Situation: Brief description of the unusual or emergency situation.
T – Time: Time until landing.
Care must be taken not to unduly alarm the passengers with the PA. Be clear and
concise.
8.10.2.10
Cabin Staff Initiative
Cabin Crew are encouraged to communicate any abnormality they observe to the Flight
Crew, either by entering the Flight Deck or on the service interphone. It is particularly
important to report any signs of smoke or fire, either within the cabin or from the aircraft
engines or airframe, to the pilots immediately. In such cases, the Cabin Crew could
provide vital information that is not available to the pilots. It must not be assumed that the
Flight Crew already know the information.
Although it is normal crew practice to await guidance from the Commander following a
Rejected Takeoff, Precautionary Landing or Emergency Landing, Cabin Crew are taught
and encouraged to use their own initiative to instigate a passenger evacuation, once the
aircraft has come to a halt, if the situation obviously dictates this course of action. Refer to
OM-A 8.3.17.2.
8.10.3
Sterile Cockpit
The Sterile Cockpit Period is as follows:
i) Departure: From the commencement of pushback until 10,000ft AAL;
ii) Arrival: From 10,000ft AAL to engine shutdown after arrival.
During these periods, Flight Crew shall avoid any conversation not directly related to the
safe operation of the aircraft, or listening to any frequency not required for current
operations. In addition, communication between Flight Crew and Cabin Crew shall be
limited to the essential tasks.
The cycling of the Seatbelt sign will indicate the start or end of the Sterile Cockpit Period
to the Cabin Crew – refer to OM-E SEP. The intention is that both pilots are giving full
attention to the control of the aircraft and to ATC communication. Adherence to this policy
facilitates effective Flight Crew communication as well as communication of emergency or
safety information by Cabin Crew.
Communication with handling agents and/or maintenance, or taking of weather info, shall
be avoided as far as is operationally practical during the Sterile Cockpit Period.
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8.11
PORTABLE EFB OPERATIONAL GUIDELINES AND PROCEDURES
8.11.1
General
The Company Electronic Flight Bag (EFB) policy applies to all operations. Where the
Company uses simulator devices from a third party, EFB mounts as described in this
document may differ to those approved for use onboard the aircraft.
Portable EFBs shall only be used by Flight Crew on the Flight Deck for authorised
purposes. The Company prohibits the use of the EFB for entertainment.
Flight Crew shall sign into their Company e-mail account on the Outlook software
application as installed. This account may be required during normal and contingency
operations to share data content between the Company and Flight Crew, and for EFB
activation.
The policy set out in this manual has been designed to allow for the effective use of the
EFB system whilst mitigating or controlling the extra workload created from its use.
8.11.2
Definitions
Document library
Chart library
OFP Briefing
Performance data
Portable EFB
Data Content
Flight Operations Manuals and operational documentation required
for the flight.
Terminal and En-route navigation charts required for the flight.
Flight plan, meteorological data, NOTAM summary, and any
operational information required for the route of the flight.
Take-off, Landing and In-flight Performance data required for the route
of the flight.
A portable EFB is a portable EFB host platform, used on the Flight
Deck, which is not part of the certified aircraft configuration.
Any part of the data contained in the EFB applications.
For EFB operations only, the Critical Phases of Flight are defined as
follows:
Critical Phases of Flight
Departure − entering the active runway until the aircraft is in
the clean configuration above the MSA.
Arrival − from 1,000ft AAL until the aircraft is clear of the
active runway.
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8.11.3
EFB System Hardware
The iPad from Apple inc. has been selected as the EFB hardware platform for use by
Greater Bay Airlines. It incorporates a display that provides adequate visibility in the
expected conditions experienced inside a Flight Deck. It makes use of a reliable Operating
System, in a portable tablet format.
The mounting system, comprising both aircraft NavAero mount and the Pivot tablet case,
are the approved securing system. The mount as installed provides suitable power for the
EFB system.
Pilot issued EFBs are:
The portable EFB interface for aircrew;
The primary source of information for the Company’s operational and other reference
documents;
The primary method for generating take-off and landing performance data;
A reference tool for Navigation Charts and other approved applications such as the
OFP interface on Jeppesen Aviator.
8.11.3.1
PIVOT Case
PIVOT case should be always used on the EFB device. To attach the EFB device on the
mount, the procedure below should be followed:
i) Click the PIVOT Clip at the back of PIVOT case and slide.
ii) Slide the EFB device on the adapter of the mount.
iii) Check if the EFB device is secured and held by the mount.
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8.11.4
EFB Limitations
8.11.4.1
Environmental Limitations
Ambient temperatures from 0° to 35°C;
Relative humidity between 5% and 95% non-condensing.
Note: Avoid placing the iPad in direct sunlight for prolonged periods of time.
8.11.4.2
EFB Mount limitations
When EFB Mounts provide built in power, this power source shall only be used to power
the Company EFB. Charging any other PED is prohibited.
8.11.4.3
Aircraft Electrical Power
The primary source of power to the EFBs is the aircraft electrical system, which provides a
regulated power supply via PDI where attached to the mount. This system is approved by
the Original Equipment Manufacturer (OEM) for Company Devices use. The Switch in the
EFB control panel next to the cup holder in the side console is used to control the power
to the PDI. Turn off the PDI by using power switch when aircraft power source is lost.
An OEM cable is connected to PDI, and it should be only used to power the Company
EFB.
Spare serviceable PDI will be kept by the OCC, installation and replacement of PDI shall
be performed by EFB administrator.
The Commander shall report failure or defects of the PDI to the OCC or EFB
Administrator by email at the earliest opportunity via any means possible.
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8.11.4.4
EFB Radio Transmitting
The approved EFB shall be set to “airplane” mode before any engine is started, until both
engines are shutdown at the end of a flight.
8.11.4.5
Third Party GPS receivers
The use of third party GPS receivers connected to the approved EFB is forbidden.
8.11.5
EFB Software Applications
Software applications are required to view and manipulate data on the EFB. The following
EFB applications are approved for use during Company operations:
Boeing OPT
Aviator by Jeppesen
Jeppesen FD Pro X
Acrobat Reader
Outlook
8.11.6
EFB Updates
8.11.6.1
Data Content
Software updates are released on a regular basis and should be completed prior to
Dispatch to ensure that the content is valid for the duration and the route of the fight. It is
recommended to plug the device into a power source during software updates to ensure
the device does not power down during the update from a depleted battery.
8.11.6.2
Operating System and Application Version
The iPad Operating system and the EFB application upgrades should only be carried out
upon request from the EFB Administrator. A confirmation message approving the
upgrades will be posted as an EFB Alert Message in the Hexnode management
application, an iPad OS Notification message or through an e-mail request. The EFB team
can push remote updates on some installed software.
When notified to update, the Operating System and application updates shall be
completed as soon as practicable to prevent any abnormal software behaviour.
The Operating System and Application version status are displayed in the Hexnode EFB
Alert message.
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8.11.7
EFB Normal Procedures
8.11.7.1
General
Copies of the Company Documents Library, Chart Library, OFP Briefing Package and
Performance Data are normally contained within the approved EFB applications as
installed.
At least one copy of the Document Library, Chart Library and OFP Briefing Package,
applicable to the route of flight, must be available on the Flight Deck at all times. This may
be contained in paper format or across multiple EFBs.
The Commander shall ensure the crew is operating with a suitable version of the required
software and the stored battery capacity is sufficient for the intended operation, or a
method of charging the device is readily available on board the aircraft.
It is not possible to guarantee the standards of charging cables provided by third party
vendors. Only Company-approved adapters shall be used to charge the EFB.
8.11.7.2
Pre-Dispatch Requirements
Crew shall complete an independent check of the following items by comparing their
current EFB software versions against the current version list on the Company NOTAMs.
Should a newer version of an application be available the crew should initiate its update.
Should the application version installed on the portable EFB be more recent than the
version expected from the Company NOTAMs, the EFB Administrator shall be notified
immediately.
The following check should be performed during the normal flight planning phase and
should check as a minimum:
The EFB is carried with a stored battery charge not less than 70%;
Confirm all applications are installed and ready to use:
Jeppesen FD pro version is the latest and the library update shows “Data is
Current”;
Boeing OPT database version is up to date;
The Aviator version is updated, and the latest OFP briefing package has
been loaded. The Aviator download queue is clear, and the documents
folder is up to date;
The EFB contains only the approved software applications;
The associated Company-approved charging cable and/or adapter (if applicable),
are carried during the flight.
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Upon arrival at the aircraft/simulator the Flight Crew shall:
Ensure the mount is fitted correctly to the aircraft and all parts are functioning as
expected;
Ensure the EFB is secured in its mounting case;
Check the serviceability of the applicable Flight Deck power supply.
8.11.7.3
EFB Usage
During critical phases of flight, the PF and PM shall ensure EFBs are either secured to the
aircraft mounts or stowed, except as required in non-normal situations or when conducting
supplementary procedures.
Flight Crew not seated in control seats may use EFBs to access operational data during
all phases of flight.
When in use outside critical phases of flight, the EFB should normally be fixed in position
using the approved mount. Removing the EFB from the mount and manually holding the
device is acceptable when briefing the other crew member/s. Should manual handling of
the EFB no longer be required, the EFB shall be secured in the approved mount or
securely stowed in the pilot’s flight bag. When stowed, the EFB shall be secured in order
to guarantee there will be no interference either visually or physically with flight controls or
displays. When stowed the EFB shall be readily accessible to the crew member.
8.11.7.4
Battery Management
The primary method of use shall be with the EFB secured in the approved mount and
connected to aircraft power.
Battery management strategies to preserve power may include one or more of the
following actions:
Allowing the EFB to ‘Auto-Lock’ after a period of inactivity;
Lowering the display brightness level;
Setting Night Mode in applications wherever possible;
Setting Airplane Mode to ON to disable the cellular radio sub-systems;
Setting Location Services to OFF to disable the GPS radio;
Setting the Bluetooth radio sub-system OFF;
Selecting Low Power mode ON.
Note: The Wi-Fi radio sub-system must be ON for some data to be exchanged between
approved applications between EFBs, e.g. the OPT compare function.
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EFB battery charging shall only be carried out in the presence of the Flight Crew, and shall
only be accomplished using the Company-approved charging equipment.
Pilots shall ensure that power is available to the EFB to the extent required for the
intended operation.
8.11.8
Fuel Ordering Procedure
Pilots will transmit the fuel order through the Aviator Application using the following
procedure.
Using the Aviator “Briefing” tab, select “Fuel & Weights” from the left navigation bar, select
“Fuel Order” from the title bar on the top right. Edit the Actual Block Fuel to reflect the
required total fuel figure. After the fuel figure is submitted, the crew can edit the request by
selecting “Edit Fuel Order”.
The “Reason” text field allows pilots to annotate the reason for extra fuel carried. This
message is for internal record keeping and should be used any time the fuel uplifted is
different to the fuel required on the OFP.
When operating with EFB Contingency procedures, and an EFB is not available, the
required fuel uplift shall be transmitted to OCC via any means possible. Differences
between the fuel required by the OFP and the final fuel onboard shall be recorded in the
voyage report.
If unable to contact OCC, the final fuel figure may be given to the refueller or the TCO
verbally. In this case, the crew must verify that the refuelling panel setting is as requested
before allowing the refuelling to commence.
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8.11.9
EFB Contingency Procedures
8.11.9.1
EFB Device and Charging Cable Redundancy in Home Base
Back up devices and OEM charging cables are available at the OCC for loan as a
contingency should a crew member not have access to their assigned EFB. The EFB
hardware kept at home base for contingencies will be not less than:
For EFBs: 5% of the total number of EFBs issued to Flight Crew or 10 EFBs,
whichever is lower;
For Charging cables: 5% of the total number of issued devices.
Crew are required to return any device/cable on loan to the OCC as soon as practicable
after returning to home base.
8.11.9.2
EFB Failure Escalation at Outstation
When one EFB fails, the Flight Crew are to use the remaining Flight Crew EFB.
When two Flight Crew EFBs have failed, the crew shall use the redundant EFB used by
the SCCM.
When all EFBs have failed, the crew shall request paper copies of all the relevant
information, whilst following any contingency procedures as discussed in this chapter.
8.11.9.3
FOP Backup Portal at Outstation
If any of the primary EFB applications are not functioning correctly and cannot be
recovered using a Reset procedure, or if the Document Library, Chart Library or OFP
Briefing data content is not available from the respective application, Backup documents,
charts and flight briefing packages can be downloaded from the FOP Backup Portal
available in the SharePoint on Company iPads.
There is no requirement to routinely download documents, charts or briefing packages
from the FOP Sharepoint application. Downloads are only required when using
Contingency Procedures if the normal download method is not available.
8.11.9.4
Contingency Procedures for Jeppesen Aviator Application Failure at Outstation
i) Send a request to OCC for a paper OFP.
ii) Report any problems to OCC and/or the EFB Administrator.
8.11.9.5
Contingency Procedures for Jeppesen FliteDeck Pro X at Outstation
i) Send a request to OCC for a trip kit on demand.
ii) In case the mount or iPad is not available, OCC will send the relevant charts to the
ground handler for them to be printed and handed to the operating crew.
iii) Report any problems to OCC and/or the EFB Administrator. If only a single app has
stopped responding or closes on launch, try closing an App or restart / reset in
accordance with OM-A 8.11.13 to 8.11.13.3 .
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8.11.9.6
EFB / App Troubleshooting Procedures
When an EFB device or EFB application operates abnormally, it is always preferable to
accomplish a reset procedure to see if the problem will cease prior to applying any other
action. This shall not be done if the Flight Crew deems that further operation of the
Portable EFB device could affect the safety of the flight.
Reset procedures include:
8.11.9.6.a
Closing an App
8.11.9.6.b
Restart iPad
i) Return to the Home screen, and then click the Home button twice.
ii) Swipe the App upwards in order to close.
iii) Press the Home button and try opening the app again.
iv) Press and hold the power button until the power off slider appears.
v) Drag the slider, then wait for 30 seconds for your device to turn off.
vi) Press and hold power button until you see the Apple logo.
8.11.9.6.c
Hard Restart the iPad
i) Press and hold the Home button and the power button at the same time, until the
Apple logo appears.
ii) Release the buttons and wait while your device completes its start sequence.
Please report any problems encountered to the EFB Administrator for further investigation
and actions.
8.11.9.7
Share Content with AirDrop
Sharing files between iPad EFBs may be achieved using the AirDrop protocol as follows
(AirDrop requires both Bluetooth and Wi-Fi radio subsystems to be ON):
To Share content with AirDrop:
Open the ‘Documents’ application and find the data content that is to be
shared.
To share multiple items, tap SELECT, then tap the data items.
Tap Share or
Tap the AirDrop user that you want to share content with.
To Receive content with AirDrop:
Turn ON or verify that WiFi / Bluetooth is selected ON.
Go to Settings > General > AirDrop to choose who can see your device in
AirDrop and send you content.
When someone shares content using AirDrop, an alert message will appear
with a preview of the content. Tap ACCEPT. The data content will be received.
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8.11.10
Performance Data
8.11.10.1
Takeoff and Landing Data Computation
The Boeing Onboard Performance Tool (OPT) is the takeoff and landing performance
calculation module of the EFB. It is designed to provide aircraft takeoff and landing
performance data, based on actual environmental conditions. It is critical that pilots
conduct independent calculations and cross check the data obtained before any inputs are
made into the Auto Flight Systems.
Preparation (Prior to any calculations)
i) From the performance takeoff page hamburger menu (top right), select Copy Aviator
Info, or manually insert the required information;
ii) Insert any MEL/CDL items (if applicable) in the ‘MEL’ and ‘CDL’ tabs;
iii) Press “Calculate”
iv) When both pilots have completed their independent calculations, select “Compare
Calculation” from the hamburger menu.
Note: Whilst the aircraft FMC is capable of generating takeoff performance figures, the
primary source of information shall be the OPT application.
Refer to the OPT users guide for detailed instructions on the use of the OPT application.
Runway affected by NOTAM
The OPT airport database is not updated on a regular schedule. Updates are provided on
an as needed basis. Flight Crew can temporarily modify the characteristics of a runway if
required to do so by NOTAM. To achieve this:
Press the NOTAM tab from the PERFORMANCE TAKEOFF page and insert the NOTAM
data. The runway modification consists of runway shortening (from RWY start or from liftoff end) or the addition of one obstacle (can be defined from beginning or end of runway).
Units and references are already pre-selected on this screen though they can be modified.
Inputting Results Data to the FMC
Refer to FCOM NP.21 CDU Preflight Procedure - Captain and First Officer.
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8.11.10.2
Landing Computation
For calculations performed during non-normal or emergency situations, the OPT remains
the primary source of data. The QRH may be used as an alternative, or to cross-check
results.
As a reminder, if the aircraft has been dispatched with unserviceability covered by the
MEL or CDL items, crew are reminded to verify that these items are included in the
PERFORMANCE-LANDING calculations. The previous entries will be highlighted in
amber text at the relevant tab.
In addition, any non-normal condition, current at the time of the calculation must be
inserted in the PERFORMANCE-LANDING Module, to enhance crew awareness and
generate accurate performance data.
8.11.10.3
Last Minute Runway Changes
When the crew faces a last minute runway change, it is expected that the crew will stop
taxiing or delay taxi until performance figures can be calculated and cross-checked again.
The crew will agree on a set of figures and re-programme the FMC to account for the
changes. A briefing of the new procedure and takeoff parameters will be conducted. To
prevent configuration changes after taxi the crew should hard code the previously
calculated flap setting into the OPT. This procedure should not be rushed. The normal
takeoff review should be conducted at an appropriate time before takeoff.
8.11.10.4
Diversions to Alternates
Where a diversion to an alternate is required, landing performance data shall be
calculated for the new landing environment, and must include any non-normal conditions.
8.11.10.5
Independent iPad Operations (EFB Redundancy)
In the event that only one iPad becomes available for the Performance Calculations, the
crew must adopt the following Procedure.
i) The PF shall complete his/her computations as per SOP;
ii) The PF shall note down the performance figures computed (a screenshot is
acceptable);
iii) The PF shall then, Clear ALL Data (Reset Current Aircraft);
iv) Handover the iPad to the PM for his/her computations. (Reminder: ALL INPUTS ARE
REQUIRED (MEL/CDL etc.);
v) Upon successful computation, the PF and PM shall compare their results.
The Flight Crew shall request Trip Kit and OFP from OCC for independent iPad
Operations.
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Alternative Performance Procedures (No iPad Available)
Takeoff Data
In the rare event that no iPad is available for Takeoff Data calculation, OCC may perform
the calculation and forward the results to the crew.
Contact with OCC can be via ACARS or by TELEPHONE.
To perform the calculation, OCC shall be provided with the following details:
i) Departure Airport and RWY;
ii) RWY Condition;
iii) Wind; (use reported wind, add HW or TW if sending a wind component)
iv) Temperature; (use + or – for positive and negative temps)
v) QNH;
vi) Anti-Ice (only if required);
vii) Take-off weight;
viii) Notes (include only if any additional information such as W/S reported required full
thrust)
e.g. Sample Takeoff Performance Request via ACARS:
[BKJA REQ TO PERF]
[ VHHH RW07R FULL ]
[ DRY 250/15 ]
[ +5 Q1023 ]
[ AI ENG + WING ]
[69000 ]
[ NOTES ]
OCC will perform the calculation. A screenshot of the result page shall be e-mailed directly
to the crew or to the handling agent, who will provide a printed copy to the crew. This
method ensures that the crew can also see the input data for the computation.
For Performance Data obtained under this provision, the Crew shall retain all
communication and it shall be returned for post flight records.
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8.11.10.7
Landing Data
The Flight Crew shall use the QRH to establish Landing Distance for Abnormal
Conditions.
8.11.10.8
Data Input Errors
Some user inputs that are not accepted by the approved applications will prompt the user
that the input is either out-of-range or the computation cannot be completed due to the
defined limits being exceeded, e.g. Gross Weight in excess of the maximum structural
weight, Temperature input that does not correspond with the runway
conditions/contaminants.
When these parameters are exceeded, a reminder pop-up will indicate the concerned
input to the user.
Pilots are to be aware that data input errors are possible and can increase risk. Data entry
should be slow and methodical. Independent calculations and data cross check is
mandatory.
8.11.10.9
Management of Multiple Open Apps / Linked Modules
The iPad is capable of operating with multiple Apps running in the background efficiently.
Some applications have a “linked” function, where data exchange is possible yet not
required. For example Aviator, FD pro X and the OPT can all share data.
Whilst data share is possible, it is not mandatory. As such all applications can operate
independently should another application fail.
8.11.10.10
Jeppesen Aviator
The Jeppesen Aviator application may be used for crew briefing using Flight schedule,
Flight Plan, Plot Charts, Weather information, Company Documents, Forms, and other
Calculation Tools. Additionally, the voyage report should be completed and submitted via
Aviator.
Refer to the Jeppesen Aviator Guide for detailed instructions on how to use the
application.
8.11.10.11
Jeppesen FliteDeck Pro X (FD Pro X)
The FD Pro X application may be used to access the Jeppesen database on the Flight
Deck.
Refer to Jeppesen FliteDeck Pro X Guide for detailed instructions on how to use the
application
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8.11.10.11.a
Jeppesen FliteDeck Pro Database Check
During the pre-flight phase, the pilots shall conduct a database crosscheck.
Select: Settings > Updates
Pilots will show each other the “Data is Current” screen. Any amber segments of the three
update status bars should not fall within the expected period the crew will be on duty. All
times on this screen are in UTC.
8.11.11
Document Library, Chart Library and OFP Briefing
At least two copies of Chart library, one copy of the Document Library and OFP Briefing,
applicable to the route of flight, must be available on the Flight Deck at all times. This may
be contained in paper format or across multiple Portable EFBs.
In the event that only one EFB is serviceable, the Commander shall ensure that the
passcode for that EFB is made known to all Flight Crew members for the duration of the
flight, or the password is temporarily disabled from the EFB settings.
In the event of major software application or data corruption issues, the Document Library
may be downloaded in PDF format to the Acrobat reader application. The Chart Library
and the OFP may be downloaded as a trip kit containing all the required data from an
alternate source using contingency procedures, or carried in a paper format. Some
required content may be contained within EFB applications whilst others may be accessed
from backup software applications. Minimum Dispatch requirements in terms of content
required for the duration and route of flight must be complied with (Refer to FOP OM-A
8.1.12.2– Documents and Manuals To Be Carried On Aircraft).
A paper copy of QRH must be onboard and the paper copy QRH remains the primary
source of data. The digital QRH may be used as an alternative, or to cross-check results.
A hard copy of OM-E must be onboard at Cabin when the crew use the redundant EFB
used by the SCCM.
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8.11.12
EFB Minimum Dispatch Requirements
8.11.12.1
General
Minimum dispatch requirements for the EFB are defined in terms of battery charge and
availability of data content. The data content applicable to the route of the flight is defined.
A minimum battery charge of 70% is required prior to dispatch from all ports, however a
fully charged EFB is recommended. If a requirement for in-flight charging of the EFB is
anticipated, at least one Flight Deck power source must be serviceable. If at least one
serviceable Flight Deck power source is available for charging, with adequate time and
opportunity to charge in-flight, then a battery charge of approximately 40% is acceptable
for dispatch from all ports.
At least two copies of Chart library, one copy of the Document Library and OFP Briefing
package, applicable to the route of flight, must be available on the Flight Deck at all times.
This may be contained in paper or digital format, across one or multiple EFBs. For data
content contained on the EFB, availability also means that the corresponding software
application used to view and manipulate the content is operating normally, without
significant malfunction.
To be considered serviceable, a NavAero Mount system must be secured to the aircraft
airframe with all components functioning correctly, and a case must be secured to the EFB
device with the mount attachment component of the case functioning correctly.
An unserviceable NavAero Mount requires, that the EFB be considered unusable during
critical phases of flight. The crew shall operate using the contingency procedures as
described in paragraph 8.11.9.5.
8.11.12.2
Dispatch from Hong Kong
If the crew suspect a faulty EFB device or application that cannot be recovered using a
Reset procedure, they shall request a replacement device on loan directly from OCC.
8.11.12.2.a
Minimum Hardware Requirements for Departures from Hong Kong:
i) Two iPads are required;
ii) Approved Mounts are not required;
iii) One Company-approved Charging Cable and charges are required. (Not for use in the
Flight Deck)
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Minimum Data Requirements for Departures from Hong Kong:
Data Content
Dispatch Requirements
Normally, the Document Library shall be available on at least one EFBs
unless any missing part is substituted with a single paper copy.
Document Library
If the Document Library is available on only one EFB and a paper copy of
the missing part is not available, contact the OCC.
Normally, the Chart Library shall be available on at least two EFBs unless
any missing part is substituted with a single paper copy.
Chart Library
If the Chart Library is available on only one EFB and a paper copy of the
missing part is not available, contact the OCC.
Normally, the OFP Briefing shall be available on at least one EFBs unless
any missing part is substituted with a single paper copy.
OFP Briefing
If the OFP Briefing is available on only one EFB and a paper copy of the
missing part is not available, contact the OCC.
EFB Performance data is not required for dispatch provided Contingency
Procedures can be applied to compute and retrieve the Performance data.
If Performance data is available on only one EFB, the applicable
Performance Data
performance computation shall be carried out independently by at least
two crew members using the available EFB. For validation, the
Performance data computed by each crew member shall be identical,
otherwise the process shall be repeated.
8.11.12.3
Dispatch from Outport
8.11.12.3.a
Minimum Hardware Requirements for Departures from Outports:
i) iPad is not required;
ii) Approved Mounts are not required.
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8.11.12.3.b
Minimum Data Requirements for Departures from Outports:
Data Content
Document Library
Chart Library
OFP Briefing
Dispatch Requirements
Must be available on at least one EFB unless any missing part is
substituted with a single paper copy.
Must be available on at least two EFB unless any missing part is
substituted with a paper copy.
Must be available on at least one EFB unless any missing part is
substituted with a paper copy.
EFB Performance data is not required for dispatch provided Contingency
Procedures can be applied to compute and retrieve the Performance data
remotely.
Performance Data
If Performance data is available on only one EFB, the applicable
performance computation shall be carried out independently by at least
two crew members using the available EFB. For validation, the
Performance data computed by each crew member shall be identical,
otherwise the process shall be repeated.
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8.11.13
EFB In-flight Failures
For partial loss of EFB data content, use any remaining EFB device and EFB
application, soft copy data, or paper source to access the applicable part of the Document
Library, Chart Library, OFP Briefing and Performance Data.
For complete loss of any required EFB data content from the Document Library, Chart
Library or OFP Briefing, contact the OCC.
For complete loss of any required performance data, apply Contingency Procedures as
described in 8.11.10.5 and 8.11.10.6
8.11.14
EFB Defect Reporting
The Commander shall report failure or defects of the aircraft mounts to the OCC
(occ@greaterbay-airlines.com) or EFB Administrator (efb@greaterbay-airlines.com) by
email at the earliest opportunity via any means possible.
In the event of failure of the Portable EFB or its mounting case, it is the individual Flight
Crew member’s responsibility to arrange for a replacement prior to the next departure
from Hong Kong from the EFB Administrator.
8.11.14.1
EFB Faults and Failures
Known faults with EFB systems or individual applications shall be communicated to the
crew via FCN or through Company NOTAM.
8.11.15
EFB Data Disagreement
When the data from one or more applications differs significantly from expectation or from
the data displayed by aircraft systems, the crew shall attempt to find the source of the
discrepancy. Data input errors may be the cause of some discrepancies. Particular care
shall be taken where information discrepancies relate to critical portions of the flight, such
as performance data. Where one application or EFB system can be identified as providing
errors in calculations, the application or EFB in question shall not be used.
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EFB Overheat Prevention
Prevention is the first and foremost concern with regards to the use of EFBs. Portable
Electronic Devices (PEDs) require adequate ventilation and cooling. Check the power
cords for condition on each flight and, if any wear is noted, advise the OCC for
replacement.
Prior to switching the EFB device on, check for any obvious damage. Avoid spilling any
liquids on the EFB device which may cause damage or a short circuit. Do not attempt to
use an EFB device that appears damp due to condensation - first remove it from the wet
environment and ensure that it is completely dry prior to applying power. In the event that
the EFB device or cord feels overly warm to touch, unplug it and use the other EFB device
until landing. If it is suspected that the EFB device is hotter than normal or is generating
any smoke/fumes, the EFB device shall be shut down, safely isolated outside the Flight
Deck and not restarted until the cause has been fully investigated.
If the EFB device exceeds a certain temperature threshold, it will present a temperature
warning screen with a title and message similar to the following:
TEMPERATURE: iPad needs to cool down before you can use it.
To resume use of your EFB device as quickly as possible, switch it off, move it to a cooler
environment, and allow it to cool down. Use the operative EFB until the overheated device
returns to within the normal operating temperature range.
8.11.17
Lithium Battery Fire
It is imperative to remove an EFB or any other PED from the cockpit as soon as
overheating of the device is detected, preferably before a fire erupts. A device that is
allowed to burn in the cockpit will almost certainly cause bodily harm and threaten the
integrity of the flight. Once the device has been removed from the cockpit, or if it has
already ignited in the cockpit or elsewhere in the cabin, refer to OM-E 1.23.17.2.
WARNING
Do not cover or use ice to cool the device. Ice or other materials insulate the
device, increasing the likelihood that additional battery cells will reach thermal
runaway.
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Once the fire appears to have been extinguished, attempt to move the device to an area
without flammable material, such as a galley oven. The device must not be moved if it is
still on fire, is smoking or if it is too hot to be moved safely.
Pilots should consider the greatest threat to safety, this could be smoke/fumes and must
follow the OEM instructions for the greatest hazard.
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Chapter 9 - Dangerous Goods
CONTENTS
Subchapter
Page
9.1
Dangerous Goods
9.2
Carriage of Weapons and Munitions of War
9-22
9.3
Dangerous Goods Accidents and Incidents
9-23
9.4
Emergency Procedures
9-25
9.5
Reporting
9-30
9.6
Dangerous Goods Training
9-30
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9.1
DANGEROUS GOODS
9.1.1
Regulatory Requirements
Dangerous Goods are articles or substances which are capable of posing a hazard to
health, safety, property or the environment.
This section contains crew procedures for the carriage of Dangerous Goods, and details
procedures to be followed in the event of an incident involving Dangerous Goods.
9.1.2
Dangerous Goods – Classes and Divisions
Dangerous Goods are categorised into various Classes and Divisions according to the
hazard they present. Certain Dangerous Goods are considered too dangerous for
transport by air and are “Forbidden” to be carried by aircraft, whilst others may be carried
by Cargo Aircraft Only (CAO). Dangerous Goods which do not fall into either preceding
category are deemed acceptable for carriage on passenger and cargo aircraft.
Dangerous goods are classified into 9 classes depending on the type of hazard involved.
Some classes are further categorised in “Divisions” to identify a particular hazard within
that class. The order in which classes and divisions are numbered is for convenience and
does not imply a relative degree of danger. This means that Class 1 is not necessarily
more dangerous than classes 2 or 3, etc.
The following is a brief description of each classification with guidance for action to be
taken in case of damage and/ or leakage of Dangerous Goods.
9.1.2.1
Class 1 - Explosives
Divisions 1.1, 1.2 & 1.3
Division 1.4 (similar for 1.5 & 1.6)
Explosives are divided into United Nations Classification Divisions of 1.1, 1.2, 1.3, 1.4, 1.5
and 1.6, according to their various characteristics. Most explosives, except for division 1.4
(e.g. cartridges for weapons) are normally forbidden for transport by air.
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Class 2 – Gases
Flammable Gas
Non-flammable
non-toxic Gas
Toxic Gas
Flammable Gas
The gas when mixed with air in any possible proportion, will burn if ignited by a flame or
spark. Any leakage will cause a fire risk.
Non-flammable, Non-Toxic Gas
Gases within this Classification which are permitted for transport by air are non-toxic. A
heavy concentration of the gas in a confined space could cause suffocation due to the
absence of oxygen. These gases are normally carried under pressure and there is an
associated risk of explosion in the event the cylinders are subjected to undue heat or fire.
Toxic Gas
These Gases are known to be extremely toxic or corrosive to humans, so as to pose a
hazard to health. Generally, toxic gases are forbidden for transport by air.
9.1.2.3
Class 3 – Flammable Liquids
Flammable liquids
Liquids, or a mixture of liquids containing solids in solution or in suspension which produce
a flammable vapor at temperatures of not more than 60.5C. These liquids shall never be
exposed to fire in open air. If the liquid should escape, prevent its spread by soaking it up.
If a fire should occur, reduce the ventilation as much as possible so that the fire selfextinguishes due to a lack of oxygen. A chemical extinguisher should be used to tackle a
flammable liquid fire.
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9.1.2.4
Class 4 – Flammable Solids
Flammable Solid
Spontaneously Combustible
Dangerous When Wet
Flammable Solids
Materials that are readily burnable or may cause fire through friction.
Spontaneously Combustible Substances
Substances liable to spontaneous combustion, these include substances that may ignite
within 5 minutes after coming in contact with air.
Dangerous When Wet
Substances, which, in contact with water emit flammable gases and are liable to become
spontaneously flammable.
9.1.2.5
Class 5 – Oxidizing Substances and Organic Peroxides
Oxidizer
Organic Peroxide
Oxidizers
These are articles that may cause combustion of other material by yielding oxygen.
Oxidizers tend to be unstable and the generation of heat by friction and impact shall be
avoided.
Organic Peroxides
These are substances that are thermally unstable and may undergo self-accelerating
decomposition. They have one or more of the following properties: burn rapidly, react
dangerously with other substances, cause damage to eyes, liable to explosive
decomposition and sensitive to impact or friction.
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9.1.2.6
Class 6 – Toxic and Infectious Substance
Toxic
Infectious Substance
Toxic Substances
These substances are liable to cause death, injury, or to harm human health if swallowed,
inhaled, or contact the skin. Handle only when wearing protective clothing.
Infectious Substances
These substances are known to contain micro-organisms (bacteria, viruses, parasites,
etc.) or their toxins that are known, or suspected, to cause diseases in humans or animals.
Do not approach or handle damaged or leaking packages.
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9.1.2.7
Class 7 – Radioactive Materials
Radioactive
Radioactive
Radioactive
Fissile
Materials or substances, which spontaneously and continuously emit radiation that may
prove harmful to health. Radiation may affect other materials, particularly undeveloped
photographic film, and X-ray film. Appropriate instruments should detect and measure
levels of radiation which are far below those which may pose a risk to health.
Radioactive materials are divided into three Categories (Category I, II, III) based on a
combination of the Transport Index (TI) and the maximum dose rate at any point on the
external surface of the package or container.
The Transport Index (TI) is a single number assigned to a package, overpack or freight
container used to provide control over radiation exposure. Prolonged exposure to all
radioactive materials may have harmful effects. The strength of radiation decreases in
proportion to the distance from the source. Therefore, unprotected personnel shall keep a
minimum distance of 25m (75ft) from damaged shipments containing radioactive material
in order to avoid contamination or excessive exposure to radiation.
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9.1.2.8
Class 8 – Corrosives
Corrosive
Substances that may cause severe damage by a chemical reaction when in contact with
living tissue (e.g. skin) or may materially damage other freight or the means of transport
(e.g. pallet or the aircraft).
Fumes produced by corrosive material could be dangerous if inhaled and may cause eye
irritation. A risk of fire exists should a corrosive liquid contact organic material (e.g.
sawdust, wood-shavings, rags, etc.) or other chemicals, as considerable heat may be
generated as the result of the chemical reaction and possibly leading to spontaneous
combustion.
Handle only whilst wearing protective clothing.
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9.1.2.9
Class 9 – Miscellaneous Dangerous Goods
Miscellaneous
Dangerous goods not covered by other Classes (e.g. magnetised material, dry ice, etc.).
A specific label is used for Lithium Batteries carried as Class 9 Dangerous Goods:
Lithium Battery
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9.1.3
Labels and Marks
9.1.3.1
Dangerous Goods Hazard Labels
Dangerous Goods packages and containers shall have the appropriate Hazard labels
affixed. Hazard labels are in the shape of a square, 4 inches by 4 inches, set at an angle
of 45 degrees.
9.1.3.2
Dangerous Goods – Special Handling Labels and Marks
Certain Dangerous Goods require special Handling labels in addition to Hazard labels.
Handling labels are rectangular labels and provide information on the proper handling and
stowage of packages of Dangerous Goods.
Handling labels are used to indicate special handling instructions, or to highlight loading or
segregation requirements.
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Handling label – Keep Away from Heat
Radioactive Material – Excepted Package
Handling label – Cryogenic Liquid
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Loading restriction – Cargo Aircraft Only Segregation requirement – Magnetized Material
9.1.3.3
Environmentally Hazardous
Limited Quantities Mark
Excepted Quantity Package
Battery-powered Wheelchair and Mobility Aid
Lithium Battery Mark
Lithium batteries transported as Dangerous Goods are classified as Class 9 and shall
bear a Lithium Battery Mark accordingly.
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9.1.4
Provision for Dangerous Goods Carried by Passengers / Supernumeraries and Crew
9.1.4.1
IATA DGR Table 2.3A
The following table is taken from the IATA Dangerous Goods Regulations. It provides a list
of items that are considered as Dangerous Goods but may, subject to certain controls, be
carried by passengers/supernumeraries and crew either as carry-on baggage and/or
packed in checked baggage and/or on the person as indicated in the respective columns.
Dangerous goods must not be carried as checked or carry-on baggage by passengers /
supernumeraries or crew, except as otherwise provided in the table below.
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9.1.4.2
Additional Restrictions
E-Cigarettes - Charging and using electronic cigarettes on board is not allowed at any
time.
Oxygen Cylinders for Medical Use - The Company does not accept passengers who
require the use of oxygen cylinders for medical purposes.
Carriage of Lithium-Ion or Lithium Metal Batteries or Cells - Each passenger is
allowed to carry a maximum of 20 spare lithium batteries (rechargeable Lithiumion/polymer batteries at ≤ 100 Wh or non-rechargeable lithium metal batteries at ≤ 2 g per
battery) in their cabin baggage.
Handling of Lithium-Ion Battery Powered Wheelchairs and Mobility Devices Collapsible wheelchairs/mobility aids with removable/spare lithium-ion batteries up to 300
Wh (each) may be carried in the passenger cabin. A maximum of one spare battery not
exceeding 300 Wh or two spaces, each not exceeding 160 Wh may be carried.
Small Lithium Battery Powered Vehicles - Small lithium powered vehicles, e.g.
hoverboards, are prohibited as checked and cabin baggage carried by passengers and
crew.
Non-Flammable Non-Toxic Gas - The following are permitted as either checked or carryon baggage:
i) Foodstuffs, including carbonated beverages;
ii) Deflated balls intended for use in sports;
iii) Tyres that are not inflated to a gauge pressure exceeding the maximum rated
pressure for that tyre and are protected from damage with a protective cover;
iv) Light bulbs provided they are packaged so that the projectile effects of any rupture of
the bulb will be contained within the package.
9.1.4.3
Notification to Captain (NOTOC)
The AN(HK)O stipulates that information provided to the Commander in respect of
Dangerous Goods is in accordance with the ICAO Technical Instructions. The ICAO
Technical Instructions require that “the operator of an aircraft on which Dangerous Goods
are carried shall provide the Commander, as early as practical before departure of the
aircraft, with accurate and legible written or printed information concerning any Dangerous
Goods that are carried as cargo.”
The Notification to Captain (NOTOC), fulfils the requirements of the Air Navigation (Hong
Kong) Order and ICAO Technical Instructions to notify the Commander of the carriage of
Dangerous Goods or other Special Loads. The Shipping Name, Drill Code, Hazard,
Quantity and Location are specified on the NOTOC.
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9.1.4.4
Documentation
The NOTOC shall be signed by the Loading Supervisor and the Commander and must
include the following:
i) The date of the flight;
ii) The Air Waybill Number (AWB);
iii) The Proper Shipping Name and UN Number or ID Number;
iv) The Class or Division and Subsidiary Hazard(s) corresponding to label(s) applied;
v) The Packing Group as shown on the Shipper’s Declaration;
vi) For non-radioactive material, the number of packages, the net quantity, or gross
weight if applicable;
vii) For radioactive material, the number of packages, overpacks, or freight containers,
their category, their transport index, if applicable and their exact loading location;
viii) Whether the package must be carried on cargo aircraft only;
ix) The airport at which the package(s) is to be unloaded;
x) Where applicable, an indication that the dangerous goods are being carried under a
State exemption.
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9.1.4.5
Certification Clause
The purpose of the Commander’s signature on the NOTOC (and Loadsheet) in the case
of lithium batteries) is to indicate his awareness of the carriage of Dangerous Goods or
Special Loads. The Commander's signature does not indicate or validate compliance with
the regulations, and there is no requirement for Crew to query the type of DG or Other
Special Load as the acceptance of these items is the responsibility of the relevant
Department, as indicated by the Certification Clause on the NOTOC.
Dangerous goods packages, overpacks and freight containers shall be inspected for
evidence of leakage or damage immediately prior to loading on an aircraft or into a unit
load device, as specified in the ICAO Technical Instructions.
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9.1.4.6
Dangerous Goods in Operator’s Property
Certain items carried on board an aircraft are technically considered Dangerous Goods.
Examples include:
i) Aircraft Equipment
Articles or substances required to be aboard the aircraft in accordance with pertinent
airworthiness requirements and operating regulations;
ii) Consumer Goods
Aerosols, alcoholic beverages, etc., for use or sale on board the aircraft;
iii) Dry Ice
For use in food and beverage service;
iv) Hygiene Products
Alcohol-based sanitisers and cleaning products for use on the aircraft for passenger
and crew hygiene;
v) Battery-powered Electronic Equipment
EFBs, PEDs and credit card readers carried by the operator for use on the flight.
However under IATA DG Regulations, such items may be carried without the issue of a
NOTOC.
Flight Spares or components which are removed from an aircraft during maintenance for
return shipping require the issue of a NOTOC if classified as DG (e.g. items removed and
returned in the Flight Spares Kit may have residual fuel or oil). Unserviceable components
being returned for maintenance or repair are not considered part of the Flight Spares Kit.
The content of the Flight Spares Kit, when carried, shall be specified in a list located in the
Flight Documents Folder.
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9.1.4.7
Special Handling and Dangerous Goods Codes
The following list details the codes used on the Loadsheet and NOTOC to identify special
categories of load:
Code
Description
ACT
Active Temperature Controlled System
AOG
Aircraft On Ground
ATT
Goods Attached to Air Waybill
AVI
Live Animal
BIG
Outsized
BUP
Bulk Unitisation Programme, Shipper/Consignee Handled Unit
CAO
Cargo Aircraft Only
CAT
Cargo Attendant Accompanying Shipment
COL
Cool Goods
COM
Company Mail
DGD
Shipper's Declaration for Dangerous Goods
DIP
Diplomatic Mail
EAT
Foodstuffs
FIL
Undeveloped/Unexposed Film
FRI
Frozen Goods Subject to Veterinary/Phytosanitary Inspections
FRO
Frozen Goods
GOH
Hanging Garments
HEA
Heavy Cargo, 150kg and over per piece
HEG
Hatching Eggs
HUM
Human Remains in Coffins
ICE
Dry Ice
LHO
Living Human Organs/Blood
LIC
License Required
MAG
Magnetized Material
MUW
Munitions of War
NDA
No Dimensions Available
NWP
Newspapers, Magazines
OBX
Obnoxious Cargo
OHG
Overhang Item
PAC
Passenger and Cargo
Hide, Skin and all articles made from or containing parts of species
PEA
listed in the CITES (Convention on International Trade in Endangered
Species) appendices
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Code
Description
PEF
Flowers
PEM
Meat
PEP
Fruits and Vegetables
PER
Perishable Cargo
PES
Fish/Seafood
PIL
Pharmaceuticals
QRT
Quick Ramp Transfer
RAC
Reserved Air Cargo
RBI
Lithium Ion Batteries (Cargo Aircraft Only)
RBM
Lithium Metal Batteries (Cargo Aircraft Only)
RCL
Cryogenic Liquids
RCM
Corrosive
RCX
Explosives 1.3C
RDS
Diagnostic Specimens
REQ
Excepted Quantities of Dangerous Goods
REX
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RFG
Flammable Gas
RFL
Flammable Liquid
RFS
Flammable Solid
RFW
Dangerous When Wet
RGX
Explosives 1.3G
RIS
Infectious Substance
RLI
Lithium Ion Batteries packed with / contained in Equipment
RLM
Lithium Metal Batteries packed with / contained in Equipment
RMD
Miscellaneous Dangerous Goods
RNG
Non-flammable Non-toxic Gas
ROP
Organic Peroxide
ROX
Oxidizer
RPB
Toxic substance
RPG
Toxic Gas
RRE
Excepted Quantities of Radioactive Material
RRW
Radioactive Material, Category I-white
RRY
Radioactive Material, Categories II and III-Yellow
RSB
Polymeric Beads
RSC
Spontaneously Combustible
RXB
Explosives 1.4B
RXC
Explosives 1.4C
RXD
Explosives 1.4D
RXE
Explosives 1.4E
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Code
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Description
RXG
Explosives 1.4G
RXS
Explosives 1.4S
SAL
Surface Mail
SHL
Save Human Life
SPF
Laboratory Animals
SUR
Surface Transportation
SWP
Sporting Weapons
VAL
Valuable Cargo
VOL
Volume
VUN
Vulnerable Cargo
WET
Shipments of Wet Material Not Packed in Watertight Containers
XPS
Priority Small Package
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9.2
CARRIAGE OF WEAPONS AND MUNITIONS OF WAR
9.2.1
General
The Company does not permit any person, while on board an aircraft being operated by
the Company, to carry on or about their person a deadly or dangerous weapon, either
concealed or unconcealed.
9.2.2
Definition
Munitions of War (MUW) are any weapon, ammunition or article containing an explosive or
noxious liquid, gas, or other thing which is designed or made for use in warfare or against
persons, including parts, whether components or accessories, for such weapon,
ammunition or article. In Hong Kong, the definition of MUW also includes arms and
ammunition used for law enforcement, sporting and filming purposes.
9.2.3
Approval
An aircraft registered in Hong Kong shall not carry any Munitions of War without the
written permission of the Director-General of Civil Aviation, and in accordance with any
special conditions of carriage relating thereto.
9.2.4
Conditions of Carriage
Carriage of Weapons and Munitions of War is permitted provided the weapon or munition
of war:
i) Is carried as passenger baggage or as cargo;
ii) Is stowed in a part of the aircraft that is inaccessible to passengers; and
iii) In the case of a firearm, is unloaded.
The passenger or shipper shall furnish details about such weapon or munition of war to
the Company before the flight, and the Company’s consent for carriage must be obtained.
Ammunition may also be carried subject to such Dangerous Goods limitations as are
applicable.
Weapons and ammunition carried as passenger baggage or cargo shall be annotated on
the NOTOC.
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9.3
DANGEROUS GOODS ACCIDENTS AND INCIDENTS
9.3.1
Introduction
A Dangerous Goods Accident is an occurrence associated with and related to the
transport of Dangerous Goods by air which results in fatal or serious injury to a person, or
major property or environmental damage.
A Dangerous Goods Incident is an occurrence other than a Dangerous Goods Accident
associated with and related to the transport of Dangerous Goods by air, not necessarily
occurring on board an aircraft, which results in injury to a person, property or
environmental damage, fire, breakage, spillage, leakage of fluid or radiation or other
evidence that the integrity of the packaging has not been maintained. Any occurrence
related to the transport of Dangerous Goods which seriously jeopardises an aircraft or its
occupants is also deemed to be a Dangerous Goods Incident.
A Dangerous Goods Accident or Incident may also constitute an Aircraft Accident or
Incident.
9.3.2
Pre-Flight Inspection for Damage, Leakage or Contamination
Packages, overpacks and freight containers shall be inspected for evidence of leakage or
damage immediately prior to loading on an aircraft or into a unit load device, as specified
in the Technical Instructions.
A unit load device shall not be loaded on an aircraft unless it has been inspected and
found free from any evidence of leakage from, or damage to, the dangerous goods
contained therein.
Leaking or damaged packages, overpacks or freight containers shall not be loaded on an
aircraft.
Any package of dangerous goods found on an aircraft and which appears to be damaged,
leaking, emitting fumes, stained, or showing any other evidence of damage shall be
reported to the Ground Personnel and the Commander immediately.
The package shall be removed, or arrangements made for its removal, by an appropriate
authority or organisation. The remainder of the consignment shall be inspected to ensure
its condition is acceptable for transport by air and that no damage or contamination has
occurred to the aircraft or its load.
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In the event of a leakage, inform OCC immediately so that appropriate clean-up and
remedial action is taken and to ensure that correct substance identification is achieved.
It may be possible to identify the substance from the NOTOC, hazard labels or information
from the Cargo team, or the owner of the bag if the leakage is from an item of checked
baggage.
If the leakage is hazardous and noxious fumes or odours are detected, evacuate the
aircraft, and ventilate the contaminated areas. Where necessary, switch off all aircraft
systems and electrical power.
Any leakage that cannot be identified shall be treated as hazardous. For unidentified
spillages in Hong Kong, the Ground Personnel shall obtain a sample for analysis – this is
not required at outstations.
Refer to OM-E SEP for Fire, Smoke and First-Aid procedures.
9.3.3
Notification Requirements
9.3.3.1
On Ground
If it is noticed onboard an aircraft during loading or off-loading procedures that dangerous
goods shipments have been damaged or their contents are leaking, the ramp agent shall
immediately notify the:
i) The Commander;
ii) General Manager, Ground Services;
iii) Station Manager.
In addition, OCC shall be informed immediately by the Station or alternatively by the Flight
Crew if any of the following apply:
i) Dangerous goods are leaking in the aircraft;
ii) Persons are injured;
iii) The environment is endangered or contaminated;
iv) Dangerous goods are involved in fire or explosion.
Advise UN Number and Packing Group involved – to be taken from the NOTOC.
9.3.3.2
In Flight
If a crew member identifies a damaged or undeclared dangerous goods piece, they shall
immediately notify the Commander.
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9.4
EMERGENCY PROCEDURES
9.4.1
​In-flight Information to ATC
When an in-flight emergency occurs on board an aircraft transporting Dangerous Goods,
the Commander shall, as soon as the situation permits, inform the appropriate ATC unit of
any Dangerous Goods carried as cargo on board the aircraft and provide the following
information from the NOTOC:
Proper Shipping Name;
Class or Division;
UN or ID Number;
Sub-hazard;
Number of packages;
Quantity in each package;
Compatibility group;
Location – ULD/position;
OCC Duty Manager contact telephone number.
If the nature of the in-flight emergency limits the time available, then only the OCC contact
telephone number need be passed to ATC.
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9.4.2
Emergency Response Drills
The following tables give details of the hazards and handling procedures applicable in the
event of an incident involving Dangerous Goods.
The Drill Code and Drill Letter can be found from the NOTOC in the column headed
“ERG”.
In the event of an incident involving undeclared Dangerous Goods, an appropriate Drill
Code and Drill Letter can be obtained from the Cargo Operations Centre by
contacting OCC.
Drill
Additional Hazard
Letter
A
Drill
Additional Hazard
Letter
Anaesthetic
S
Spontaneously Combustible or Pyrophoric
C
Corrosive
W
If wet gives off Toxic* or Flammable Gas
E
Explosive
X
Oxidiser
F
Flammable
H
Highly Ignitable
i
Irritant / Tear Producing
L
Other Hazard Low or None
M
Magnetic
N
Noxious
P
Toxic* (Poison)
Depending on the type of infectious
Y
substance,
the
appropriate
national
authority may be required to quarantine
individuals, animals, cargo and the aircraft
Aircraft cargo fire suppression system may
Z
not extinguish or contain the fire; consider
landing immediately
*Toxic has the same meaning as poison
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9.4.3
Dangerous Good Incident Checklists
9.4.3.1
Flight Crew
On Ground
i) Inform Cabin Crew / Ground Staff;
ii) Seek support from ground personnel / advise OCC;
iii) Disembark passengers/supernumeraries and crew before opening any cargo doors;
iv) Make appropriate entry in the AML (Aircraft Maintenance Log);
v) Fill out ASR / inform relevant Airport Manager.
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In Flight
i) Follow the appropriate aircraft emergency procedures for fire or smoke removal;
ii) No Smoking sign ON;
iii) Consider landing as soon as possible;
iv) Consider turning off non-essential electrical power;
v) Determine source of smoke/fumes/fire;
vi) For dangerous goods incidents in the passenger cabin, see Cabin Crew checklist and
coordinate Cockpit/Cabin Crew actions;
vii) Determine emergency response drill code;
viii) Use guidance from aircraft emergency response drills chart to help deal with incident;
ix) Notify ATC of the UN number, classification group and location of the dangerous goods being
carried, or provide the OCC telephone number as they will be able to provide this information.
After Landing
i) Disembark passengers/supernumeraries and crew before opening any cargo doors;
ii) Inform ground personnel/emergency services of nature of dangerous goods and
where stowed;
iii) Make appropriate entry in the AML (Aircraft Maintenance Log);
iv) Fill out ASR / inform authorities.
The ICAO Emergency Response Guidance document has been designed for in-flight use
and where the goods are accessible, as correct identification of the item causing the
problem is essential to the application of the correct Emergency Response Drill.
OCC can assist with the identification of the drill code for undeclared dangerous goods if
supplied with a product name or UN number.
9.4.3.2
Cabin Crew
Cabin Crew procedures and checklists are contained in the ICAO Emergency Response
Guide.
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9.5
REPORTING
Refer to Chapter 11
9.6
DANGEROUS GOODS TRAINING
Refer to OM-D
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Chapter 10 - Security
CONTENTS
Subchapter
Page
10.1
Personal Security
10-3
10.2
Preventive Security
10-5
10.3
Pre-flight
10-5
10.4
In-flight
10-6
10.5
Airport Security Code
10-8
10.6
Pre-flight Security Check
10-12
10.7
Disruptive or Unruly Passengers
10-19
10.8
Inadmissible Passengers / Deportees / Escorted Prisoners
10-34
10.9
Bomb Threat or Sabotage
10-41
10.10
Hijacking / Unlawful Seizure of Aircraft
10-54
10.11
Unknown or Suspicious Substance
10-59
10.12
Restricted Articles
10-62
10.13
Liquids, Aerosols and Gels (LAG)
10-66
10.14
HKIA – Security Screening of Transit Crew
10-67
10.15
Company Mail
10-68
10.16
Carriage of Supernumeraries
10-69
10.17
Carriage of Weapons / Munitions of War
10-71
10.18
No Smoking Policy
10-74
10.19
Control of Access to Aircraft
10-74
10.20
Aircraft Security Search and LRBL Checklist (QSS-SEC-F003)
10-76
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10.1
PERSONAL SECURITY
10.1.1
Crew Member Certificate (CMC) / Company ID Card
The Crew Member Certificate (CMC) / (ICAO Crew Card) is issued by the CAD. The CMC
must always be worn when on duty, including when passing through the Crew Immigration
channel at all stations. The CMC only entitles the holder to use the Crew Immigration
channel when acting as a crew member on flying duty. The CMC card is always to be
worn in a visible position while on duty and in areas requiring the display of the card.
The CMC must not be lent to any person or disposed of in any manner.
If the CMC is lost, CMC holders shall report the loss to the nearest Police station and the
relevant department and Corporate Security Manager immediately. The Corporate
Security Manager shall notify HKCAD of the loss. The CMC must be returned upon
termination of employment.
All crew members, while on duty, shall always carry their Company ID Card with them.
10.1.2
Company Information / Documentation
All Company information and documentation is made available strictly on a ‘need-to-know
basis’. It is Company policy that all operational information and publications, such as
manuals, crew rosters, telephone numbers, and crew addresses, etc., are strictly
confidential. It is prohibited to disclose any Company / personal information to any person
who is not authorised to know that specific information.
10.1.3
Crew Uniform
All crew shall take appropriate measures to prevent the unauthorised use or theft
of Company uniform items. Crew shall not lend their uniform items to any person or wear
them in any other context other than whilst on duty or travelling prior or following a duty
period. Flight Crew and Cabin Crew shall report the loss of any uniform item. The
Corporate Safety and Security Department and the Police shall be informed in all
circumstances.
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10.1.4
Hotel and Layover Security
All crew shall always exercise caution. All crew shall take special care of their personal
security, particularly when on duty. Do not travel alone without your travel plans being
made known to a colleague, and consider pairing yourself with a colleague should you
leave the hotel whilst on overnight pattern. Before entering your hotel room, take note of
the nearest escape route. When inside the room ensure that the door chain / double lock
is always used and windows are locked, if applicable. Note the emergency number to call,
if required. Take the necessary precaution of looking through the peephole first when
answering the door; if you do not know the person, do not open the door but call the
operator / front desk for assistance if required. When leaving the room / hotel, ensure all
valuables / documents are kept inside the safe deposit boxes provided. Take note of and
write down the telephone numbers of the hotel should you need to contact them.
Be aware that hotels should strictly enforce the “Do Not Disturb” sign. Whenever the
practice is not followed, a report should be made to the hotel and Company security.
10.1.5
Security Measures of Crew Luggage
Crew members are reminded to always practice proper safety and security measures, and
never leave any of their bags unattended in public areas at any time. At check-in, checkout or when dining in the hotel, it is the crew member’s responsibility to look after
their bags and not the hotel's. All crew members should always keep their luggage with
them during the hotel check-out process, until the luggage is loaded onto the crew
transport. Should a hotel porter offer to take your suitcase out of your sight, the offer
should be declined. Upon departure from the hotel, when bags are being transported to
the crew bus, ensure that they are always in your sight and are monitored when being
loaded onto the transport.
10.1.6
Hotel Crew Transportation in Outstations
Crew transportation offered by layover hotel in outstations (Airport-Hotel-Airport) is strictly
for operating crew members on the GD only.
10.1.7
Carriage of Commercial Goods Through Departure Crew Channel
The carriage of commercial goods through a designated Crew Channel is strictly
forbidden. Only personal effects and Company equipment or operational documents are
permitted to be carried through the Crew Channel. Crew are subject to the same level of
security screening as the passengers.
10.1.8
Valuable Articles and Commercial Goods
Valuable articles or commercial goods belonging to passengers shall not be accepted for
custody by crew.
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10.2
PREVENTIVE SECURITY
10.2.1
Security of the Flight Deck
The Flight Deck of the aircraft shall be secured during flight and only authorised persons
accepted by the Commander will be permitted access.
Greater Bay Airlines shall ensure that each of its aircraft with a seating capacity of 60 or
more passengers, or a maximum takeoff weight of 45,500kg or more, is equipped with an
ICAO-approved cockpit compartment door. The door is designed to resist penetration by
small arms and grenade shrapnel and to resist forcible intrusion by unauthorised persons.
The door is capable of being locked and unlocked from either pilot's station.
Should a Flight Crew member need to leave the Flight Deck and result in only one Flight
Crew member at the controls, they shall advise the SCCM via interphone. A Cabin Crew
member shall enter the Flight Deck as described in para 10.4.2 and shall remain there
until the return of the Flight Crew member. There is no requirement for a Cabin Crew
member to remain on the Flight Deck if a jump seat occupant is a CAD Inspector,
Company Flight Crew, Cabin Crew, or is holding a valid Safety & Emergency Procedure
Certificate of Competency.
10.3
PRE-FLIGHT
10.3.1
A full check on the operation of the locking mechanism and lock override system shall be
carried out on the first flight of the day or upon each crew change.
10.3.2
The Flight Deck door shall remain closed and locked from the point at which the external
passenger doors of the aircraft are closed before departure until the doors are opened
after landing. Procedures are in place for allowing traffic to and from the Flight Deck
during flight.
10.3.3
Prior to the completion of passenger boarding, the Flight Deck Access System switch shall
remain in the “OFF” position. This permits the Flight Deck door to be closed to minimise
distractions during cockpit preparation, whilst still allowing access by the SCCM and/or
ground staff.
On completion of passenger boarding, the SCCM shall confirm with the Commander
whether the last cabin door can be closed. Once the Commander has given approval, the
SCCM shall:
i) Close the Flight Deck door, leaving the Flight Deck Access System switch in the
"OFF" position;
ii) Close the cabin door and make a PA to initiate the door arming procedures.
iii) After confirming that all doors are armed, the SCCM shall proceed to the Flight Deck
and inform the Commander that all doors are closed and armed.
iv) The SCCM shall then select the Flight Deck Access System switch to “NORM”, exit
the Flight Deck and close the Flight Deck door.
Subsequent access to/from the Flight Deck shall be in accordance with the procedures in
para 10.4.
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10.4
IN-FLIGHT
10.4.1
General
i) The Flight Deck door shall be closed and locked during flight, except as required for
access to the Flight Deck;
ii) Under no circumstances are passengers allowed to enter the Flight Deck;
iii) During the critical phases at the commencement and end of any flight, access to the
Flight Deck is not permitted unless initiated by the Commander;
iv) If any occurrence on board is assessed as posing a potential threat to the security of
the aircraft, all access to the Flight Deck shall cease until the situation has been
brought fully under control;
v) The Commander does not have any discretion to waive the Flight Deck access
procedures. The use of ‘Passwords’ or ‘Door-knock Codes’ is prohibited;
vi) If the Commander is absent from the Flight Deck, responsibility for the procedures
below is delegated to the PF.
10.4.2
Normal Access Procedure
i) Operating crew wishing to enter the Flight Deck shall call the Flight Deck via
interphone and identify themselves by giving their name, working position and reason
for entering. Other authorised persons wishing to gain access to the Flight Deck shall
ask an operating crew member to request entry to the Flight Deck on their behalf;
ii) Cabin Crew shall establish a clear zone in front of the Flight Deck door before entry is
requested. A clear zone means a closed curtain between the first row of passenger
seats and Galley 1, and no passengers in Galley 1 and the lavatory next to the Flight
Deck;
iii) Once the clear zone is established, and entry to the Flight Deck has been approved
by the Commander via interphone, the crew member shall enter the doorbell code on
the Flight Deck Access Panel;
iv) The Flight Crew shall only grant access to the Flight Deck once they have visually
identified the operating crew member or other authorised person requesting access by
use of the Flight Deck Entry Video or the Flight Deck door spyhole. The entry
procedure is secondary to the operation of the aircraft, including monitoring and
responding to ATC clearances, and should not be rushed;
v) After permission is granted, Cabin Crew shall confirm the clear zone again. Ensure
curtains are closed and no unauthorised person is in Galley 1 or the lavatory next to
the Flight Deck before opening the Flight Deck door;
vi) Entering/exiting the Flight Deck shall be conducted as quickly as possible, followed by
closing and locking the Flight Deck door without delay. At no time shall the door be left
fully or partially open;
vii) Crew members leaving the Flight Deck shall look through the spy hole and ensure
that the area in front of the Flight Deck door is clear of passengers and the toilet is
vacant prior to opening the Flight Deck door.
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10.4.3
Flight Deck Entry Video Unserviceable or Not Installed
i) This procedure shall only be used when the Flight Deck Entry Video is unserviceable
or not installed in a particular aircraft;
ii) Follow the normal procedure in para 10.4.2 above. Once entry to the Flight Deck has
been approved by the Commander via interphone, the person requesting access shall
position himself in front of the Flight Deck door for identification;
iii) Flight Crew shall use the Flight Deck door spyhole for visual identification prior to
allowing access to the Flight Deck;
iv) Upon positive confirmation of the security status of the person, Flight Crew may then
authorise access to the Flight Deck;
v) If there is any doubt regarding the identity of the person requesting access, Flight
Crew shall keep the Flight Deck door locked and establish communication with Cabin
Crew for information on the cabin security situation.
10.4.4
Enhanced Security of the Flight Deck Compartment:
All crew shall strictly apply the ‘clear zone’ concept:
i) A catering cart shall be placed with brakes applied between the L1 and R1 door, next
to the forward lavatory. The purpose is to block the area between the Flight Deck door
and forward galley;
ii) The catering cart shall always be attended by a Cabin Crew member;
iii) The crew leaving the Flight Deck shall confirm via interphone with the Cabin Crew that
the above procedure is in place before opening the Flight Deck door;
iv) The above steps will help create a sterile area between the cart and the Flight Deck
door;
v) If at any time a Flight Crew member leaves the aircraft, the Flight Deck door should be
unlocked, and the locking system disabled. This is to prevent the Flight Deck door
from closing and inadvertently locking.
10.4.5
Emergency Access to the Flight Deck Compartment
If emergency access to the Flight Deck is required, e.g. in case of pilot incapacitation,
entering the emergency access code will illuminate the AUTO UNLK light and cause a
chime to sound to alert the Flight Crew that access is being attempted.
The Flight Crew may either unlock the door or select DENY on the Door Lock selector. If
DENY is selected, the door will remain locked and use of the keypad will have no effect for
several minutes.
If no action is taken by the Flight Crew when the emergency access code is entered, a
continuous chime will sound and the door will unlock automatically after a time delay.
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10.5
AIRPORT SECURITY CODE
Where it is assessed that the situation is normal, the station will be on GREEN
GREEN
alert status. Normal security procedures of a GREEN station are implemented,
and no additional security measures are required.
AMBER
Where it is assessed that an increased level of threat exists to aviation, the
station will be put on AMBER status. Additional security measures are required.
Where it is assessed that a high level of threat exists to aviation operations in
RED
the local environment, the station will be put on RED status with additional
measures included.
10.5.1
Enhanced Measures for AMBER Status
10.5.1.1
Checked Baggage Screening (AMBER)
Where baggage is screened by means of conventional X-ray, not less than 15% of
checked baggage will be subject to a supplementary hand search at check-in counters.
10.5.1.2
Cargo for Passenger Flights (AMBER)
Cargo must be subjected to additional security control measures as stated in the approved
Security Programme.
10.5.1.3
Control of Access to Aircraft (AMBER)
During aircraft turnaround, access to the aircraft cabin and to the cargo holds will be
controlled and monitored by Company staff and/or security guards. All authorised
personnel seeking access into the aircraft must display a valid airport permit. All nonCompany personnel will undergo a security check (hand search or equivalent) at the
aircraft door/steps and each cargo hold before being allowed access. All equipment shall
be inspected by a security guard. Aircraft remaining on ground overnight will be secured
by means of closing all aircraft doors and cargo holds and removing all aircraft steps.
10.5.1.4
Catering Carts and Supplies (AMBER)
All catering shall be prepared in secure premises and undergo security control prior to
being placed on the aircraft. All catering carts and containers shall be sealed before being
transported to the aircraft.
10.5.1.5
Crew Member Actions (AMBER)
In addition to the normal security measures implemented in GREEN stations, the following
additional measures may also be considered:
i) Physical check for all seat pockets when performing pre-flight security check;
ii) Ensure all catering carts are sealed with tamper-evident seals without any signs of
tampering.
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10.5.2
Enhanced Measures for RED Status
10.5.2.1
Passenger Check-in and Hold Baggage Screening (RED)
Check-in staff are required to check all travel documents thoroughly. The following security
questions must be asked verbally to all passengers individually:
i) Does this baggage belong to you?
ii) Are you satisfied with the contents of your baggage and ensure no-one tampered with
any of your bags (including their contents) since you packed them?
iii) Are you carrying any parcel or baggage for someone else?
The questions do not have to be verbatim of that shown above, but must serve the intent
of the original questions. If any of the answers are suspicious (negative answer in the
case of the first two questions and affirmative answer in the case of the last question), the
check-in staff will notify his supervisor who will make further enquiries of the passenger
and decide if assistance is required.
Where baggage is screened by means of conventional X-ray, not less than 25% of
checked baggage will be subject to a supplementary hand search at check-in counters.
10.5.2.2
Passenger and Cabin Baggage Screening (RED)
Random supplementary screening of passengers and their respective hand baggage will
be implemented. It is highly recommended that local station security service providers
perform such screening. As a guideline, not less than 20% of the total number of
passengers boarding the aircraft will be selected to undergo such screening. Screening is
to be carried out at the boarding gate prior to the passenger boarding the aircraft. The
exact location as to where the screening should occur will depend on the physical layout
of the individual boarding gate in use. The Station Manager is required to liaise with the
relevant airport authority to work out the detailed arrangements. Security guards shall be
deployed at the aircraft doors to control access to the aircraft. Passengers shall be
screened using hand-held metal detectors and/or physical search.
10.5.2.3
Mishandled / Rush Baggage (RED)
Courtesy interline mishandled/rush baggage will not be accepted. Mishandled Company
baggage will be transported only after security screening to ensure that it does not contain
any prohibited articles which may jeopardise the safety and security of the aircraft. The
requirement is that the mishandled baggage shall be screened by X-ray unit, explosive
trace detector or hand search to ensure that it does not contain an Improvised Explosive
Device (IED).
10.5.2.4
Diplomatic Baggage (RED)
Consent to X-ray shall be sought. If consent is not obtained, the given diplomatic
baggage/mail will only be transported if accompanied by an official member of the
embassy/consulate staff.
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10.5.2.5
Control of Access to Aircraft (RED)
All authorised service personnel will undergo a security check (hand search or equivalent)
at the aircraft door/aircraft steps and at the cargo holds prior to being allowed access. All
equipment shall be inspected by the security guards.
10.5.2.6
Cargo for Passenger Aircraft (RED)
Cargo must be subject to security control measures as stated in the approved Security
Programme. Holding of cargo can be applied as a supplemental method to provide an
additional level of protection.
10.5.2.7
Catering Supplies (RED)
All catering shall be prepared in secure premises and undergo security controls prior to
being placed on the aircraft. Catering carts shall be sealed before being transported and
loaded to the aircraft. Catering shall only be boarded in the presence of Company staff
and/or crew members.
10.5.2.8
Deportees (RED)
Deportees shall not be accepted unless specifically approved by the Head of Corporate
Safety and Security or his designate.
10.5.2.9
Transit and Transfer Passengers (RED)
All passengers and their cabin baggage should be offloaded during the transit stop and an
inspection of the interior of the aircraft carried out to ensure that no items have been left
on board.
10.5.2.10
Crew Member Actions (RED)
In addition to the security measures in an AMBER station, the following additional
measures shall be considered:
i) All authorised ground staff must undergo a security check before being allowed to
enter the cabin;
ii) A local trained security service provider may be used to conduct a pre-flight cabin
search. Cabin Crew are required to perform the pre-flight security check afterwards;
iii) Catering will only be boarded in the presence of Company staff and/or crew members.
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10.5.3
Catering Security
Greater Bay Airlines requests all catering carts, SUs and containers are sealed (with white
seals) before being loaded onto a Company aircraft. Cabin Crew shall check that the
catering supplies and stores delivered to the aircraft concur with the accompanying
documentation and show no signs of tampering.
Cabin Crew shall ensure all catering supplies are inspected for integrity of security seals
or for any signs of tampering and any anomalies. The SCCM shall be informed. If there is
no seal intact, the entire contents of the carts will need to be checked. The SCCM shall
crosscheck with Cabin Crew for other in-flight services supplies. If seals are missing or are
not intact, Cabin Crew shall inform the SCCM who should ascertain as much detail as
possible as to the container’s content background.
Catering containers shall be security checked prior to departure. Containers that cannot
be opened for checking (e.g. lock unserviceable) must be reported to the SCCM and
offloaded from the aircraft if uncertainty exists. Bond items and other sealed containers
shall be checked to ensure the integrity of the seal is intact. At transit stations where no
crew change is involved, Cabin Crew will be responsible for checking all joining catering.
Where a change of crew is involved, security checks applicable to catering will be required
as for originating stations.
Last minute catering uplift is to be checked by Cabin Crew before departure.
If the relevant station’s Airport Security Code is elevated to “RED”, catering uplift shall not
commence unless a Company staff or a Cabin Crew member is on board the aircraft.
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10.6
PRE-FLIGHT SECURITY CHECK
10.6.1
General Requirements
Before each departure, the aircraft shall be inspected to a standard sufficient to ensure
that no unauthorised persons or restricted articles are on board. A thorough inspection
shall encompass both the exterior and interior of an aircraft including the exterior area –
such as the undercarriage wells, hatches, inspection panels, engine cowlings, cargo
holds, and areas under control surfaces, and the interior areas – to include the Flight Deck
(by Flight Crew) and the aircraft cabin (by Cabin Crew). Refer to the Aircraft Security
Search and LRBL Checklist (QSS-SEC-F003) and Pre-flight Security Check Checklist.
(QSS-SEC-F021).
The check shall cover the entire cabin including seats, areas under the seats, seat
pockets, trays, life vests and their compartments, overhead compartments, doghouses,
wardrobes, galley areas, other storage hatches and lockers that are not secured.
Particular attention should be given to inspect all toilet compartments. Unless a security
service provider is contracted to carry out the inspection, the primary responsibilities for
inspecting toilets, galleys and the passenger cabin rests with the Cabin Crew and the
responsibility for inspecting the Flight Deck area rests with the Flight Deck crew.
The operating crew members shall conduct a Pre-flight Security Check before departure
from both originating and transit stations. The check should be conducted after aircraft
cleaning and catering uplift and prior to passenger boarding. The Cabin Crew’s area
of responsibility for the pre-flight security check should be the same as their area of
responsibility for the equipment safety check.
The SCCM shall make a PA "Cabin Crew carry out security check". L1 and R1 check
forward galley, toilet and cabin (from first row), while L2 and R2 check aft galley, toilet and
cabin (from last row). Upon completion of the check, report to the SCCM.
The Flight Deck area shall be checked by the Flight Crew. The SCCM shall ensure that all
ground personnel leave the cabin before the pre-flight security check commences.
Cabin Crew shall monitor the movement of ground personnel who gain access to the
cabin after the pre-flight security check has been conducted to ensure that no
unauthorised person or restricted article is introduced into the aircraft once it has been
cleared. Control of access shall be maintained until the aircraft doors are closed prior to
flight departure.
When conducting a security check/search of the aircraft interior, if an object is found which
gives reason for suspicion, DO NOT TOUCH IT. Inform the Commander who will contact
local airport security or police, report to OCC and the Head of Security.
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10.6.2
Transit Stop
At a transit station, if there is no crew change, crew members will be responsible for
checking all joining catering. However, where a crew change is involved, security checks
of catering will be required as for originating ports. Last minute catering uplifts should
be checked by the crew members before departure. If, during the check, any objects are
found which give reason for suspicion, e.g. non-standard equipment or toiletries, unusual
wiring, unidentified hand baggage, parcels, etc., make no attempt to touch them but inform
the Commander immediately, who will then inform the Station Manager. The Station
Manager is responsible for contacting OCC and Head of Security to ensure, in
consultation with management in Hong Kong; that appropriate action is taken prior to
departure. Any items left behind by disembarking passengers from a previous flight or
transit flight shall be removed from the aircraft or otherwise addressed appropriately
before the flight.
Crew members are responsible for conducting checks of the aircraft cabin at all transit
stops to ensure that no restricted articles or personal belongings are left by disembarked
passengers in the cabin. Where passengers and their cabin baggage are required or
permitted to remain on board, this process shall involve the identification and
reconciliation of 100% of transit passengers’ hand baggage and other personal
belongings. All transit passengers remaining on board the aircraft must take personal
charge of and identify their own cabin baggage and personal belongings. Crew members
shall ensure that all personal belongings from the overhead compartments, wardrobe and
other storage areas are reconciled with the respective passengers. Any unidentified
baggage or items shall be passed to ground staff and offloaded from the aircraft. Where all
transit passengers are required to disembark, crew members shall conduct an inspection
of the cabin. Any baggage or items remaining on board that are not claimed by any
passenger shall be passed to ground staff and offloaded from the aircraft. Pre-departure
checks of the Flight Deck, galleys, toilets, other storage areas and door areas shall also
be conducted.
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10.6.3
Pre-flight Security Check Checklist (QSS-SEC-F021)
A soft copy of the checklist is located in ARMS and backup forms are available in the Elibrary at Documents > Company Forms > Quality Safety and Security > For Flight Crew
and Cabin Crew
Hard copies of forms are available inside the Restraint Kit as backup.
The submission of the Pre-flight Security Check Checklist via MS form does NOT apply to
every flight, it will be dependent upon the individual local station requirements which cabin
crew shall be informed in advance.
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10.6.4
Singapore Pre-Flight Security Check Checklist (QSS-SEC-F022)
Local Airport Police Division (APD) requires that a specific checklist for SIN shall be
completed and retained for at least 90 days.
A soft copy of the checklist is located in ARMS and backup forms are available in the Elibrary at Documents > Company Forms > Quality Safety and Security > For Flight Crew
and Cabin Crew
Hard copies of forms are also available inside the Restraint Kit as backup.
The SCCM shall submit checklist QSS-SEC-F022 for all flights ex-Singapore via MS
Form.
https://forms.office.com/r/KNxzBCxwqa
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10.6.5
Post Flight Security Check (After Landing Check)
Cabin Crew are required to conduct a Post Flight Security Check after all passengers
have disembarked, to ensure that no items or unauthorised persons are left behind in the
cabin.
Areas to be checked shall include all passenger seating areas, crew jump seats, crew
stations, all compartments, galley, crew rest areas and lavatories.
The responsible area for Post Flight Security Check shall be same as the responsible area
of Pre-flight Security Check.
In the event of any left being item found, Cabin Crew shall follow the procedures in Cabin
Service Standard Manual (CSSM) 2.8.6.3 ‘Handling of Lost and Found Items’.
10.6.6
Security Check for the Gap Between Ceiling and Overhead Compartment
The location of the gap between the ceiling and overhead compartment is shown below:
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During the pre-flight security check, Cabin Crew shall use the inspection mirror to conduct
a visual check of the area between the ceiling and overhead stowage compartment to
ensure there is NO unauthorised and/or suspicious item concealed inside the gap.
In case any unauthorised and/or suspicious item is found, report to the SCCM and Flight
Crew immediately, who will then report to OCC and Police if required.
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If the inspection mirror is found missing/damaged, use the back-up inspection mirror
inside the restraint kit. Report to ENG by logging on the CML for replenishment. It is NOT
a NO-GO-Item.
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10.7
DISRUPTIVE OR UNRULY PASSENGERS
10.7.1
General
10.7.1.1
The disruptive or unruly passenger refers to any passenger who fails to respect the rules
of conduct while on board an aircraft or refuses to follow the instructions of crew
members, thereby disturbing good order and discipline. Examples of unruly conduct
include an assault on crew members or passengers, refusal to follow a lawful instruction
by the Commander, illegal drug consumption, refusal to stop smoking or consuming
alcohol, vandalism, unauthorised use of electronic devices or any other act that could
jeopardise the safety of passengers, crew or aircraft.
10.7.1.2
Individual passengers or groups of passengers may behave in a disruptive or unruly
manner if they are:
i) Intoxicated or under the influence of alcohol and/or drugs (prescription or
recreational);
ii) Suffering from a psychological or psychiatric disorder;
iii) Generally afraid of flying;
iv) Frustrated due to communication difficulties; or
v) Treated poorly or have received bad news before boarding.
10.7.2
Conditions of Carriage
10.7.2.1
The HKSAR has imposed criminal sanctions against unruly or disruptive behaviour
committed by passengers onboard a civil aircraft in accordance with the Hong Kong
Aviation Security Ordinance. The ordinance applies to offences committed onboard Hong
Kong registered aircraft, whether committed inside or outside Hong Kong. The following
behaviours are classified as criminal offences:
i) Obstruction of crew members whilst performing their duties;
ii) Failure to comply with instructions given by crew members;
iii) Disorderly behaviour;
iv) Tampering or interfering with aircraft components, apparatus, or systems;
v) Intoxication by alcohol, drugs, or other substances;
vi) Smoking in the aircraft;
vii) Operating electronic devices in the aircraft when it is prohibited.
10.7.2.2
When the behaviour of a passenger presents the direct threat of harm to any Company
employee, other passengers, threatens the safety of a flight, or interferes with the
performance of crew members’ duties, Company employees are empowered to take
necessary and appropriate actions to address the behaviour. In extreme circumstances
these actions may lead to the physical restraint of an individual.
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10.7.2.3
Under the Conditions of Carriage, an airline may refuse carriage of any passenger holding
a ticket, or off-load a passenger at any port if, in the judgement of the Commander of the
aircraft on which the passenger is travelling or intends to travel, and/or the senior ground
staff on duty, such action is necessary for any of the following reasons:
i) To ensure the safety of the aircraft or its occupants;
ii) To prevent a violation of any applicable laws, regulations, or orders of any State to be
flown from, into or over;
iii) The conduct, age, mental or physical status of the passenger is such as to require
special assistance, cause any risk or hazard to him or herself or to other persons or
property;
iv) The passenger fails to observe the instructions of the carrier and/or the Commander.
10.7.2.4
Before a passenger can board the aircraft, Ground Services Staff shall make a
decision regarding refusal of carriage. If the decision is made to allow the passenger to
travel, the SCCM must be informed of all relevant information. If the passenger has
already boarded the aircraft and is becoming unsuitable for carriage, Cabin Crew shall
make an assessment and consult with the Commander as to the course of action. The
Commander has ultimate authority and responsibility for deciding refusal of carriage.
10.7.2.5
In any case, an Occurrence Report should be completed including specific details of the
passenger's status, e.g. drunken, drug related, general abuse, etc.
10.7.2.6
Greater Bay Airlines policy is to fully endorse and support any action deemed necessary
by a crew member when required to exercise their authority to deal with a person
identified as a potential or actual unruly passenger. The same policy is also extended to
ground staff after consulting a senior ground staff and/or crew member.
10.7.2.7
Under no circumstances shall a potentially unruly or disruptive passenger, or a passenger
who might be under the adverse influence of alcohol or drugs, board a Greater Bay
Airlines aircraft.
10.7.2.8
Company policy is to treat an electronic cigarette as a normal cigarette/tobacco product to
avoid confusion. In-flight use (smoking) of an electronic cigarette is prohibited.
10.7.3
In-flight Procedure
Cabin Crew shall be observant for any unusual behaviour at all times. Any unusual
behaviour shall be reported to the SCCM immediately.
The Commander shall be informed before any action is taken against the problem
passenger in the cabin, and be kept informed of all developments. Cabin Crew should
adopt an escalating response to any unruly passenger.
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Communicate with Flight Crew and other Cabin Crew members.
Suspend passenger traffic in the “Clear Zone” immediately
outside the Flight Deck door.
Level 1
Disruptive Behaviour
Attempt to discuss and perhaps de-escalate the situation
verbally. If one Cabin Crew fails, consider:
Sending
another
crew
member
to
try
to
notify
passenger(s) of their unacceptable behaviour;
Serve a verbal warning to the passenger(s).
Apply “Separation Techniques” (stay at least one row away from
the disruptive passenger).
Communicate with Flight Crew and other Cabin Crew members.
The Commander may issue a “Formal Warning Letter” to the
passenger.
Level 2
Physically Abusive
Behaviour
Suspend service of alcoholic beverages.
Suspend passenger traffic in the “Clear Zone”.
The Commander should advise ATC and OCC to request the
appropriate law enforcement to meet the aircraft on arrival.
The Commander should consider a diversion and landing plan.
Solicit help from Cabin Crew and ABP(s). If ABPs are involved,
it is important to instruct them on what kind of actions are
warranted.
Apply “Separation Techniques” (stay at least one row away from
the disruptive passenger).
Communicate with Flight Crew and other Cabin Crew members.
Suspend service of alcoholic beverages.
Suspend passenger traffic in the “Clear Zone”.
Solicit help from Cabin Crew and ABP(s).
Level 3
Life Threatening Behaviour
Consent must be obtained from the Commander before using
force.
Use appropriate force to subdue assailants.
Use restraints and other onboard resources. The Commander
will declare an emergency and activate a landing plan.
Prepare for rapid descent.
Prepare for interception by Military Aircraft.
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Maintain aircraft command and control at all cost.
Communicate with Flight Crew and other Cabin Crew members.
Solicit all help from Cabin Crew and ABP(s) via Public
Announcement.
Use commands and all available resources and necessary
forces to subdue the assailant(s) and eliminate the threat.
Use restraints and other onboard resources.
Level 4
Attempted or Actual Breach
of the Flight Deck
The Commander will declare an emergency and activate a
landing plan for the nearest airport.
Prepare for interception by Military Aircraft.
As soon as operationally feasible, initiate possible rapid
descent.
Under no circumstances should Flight Crew leave the Flight
Deck to address disruptive behaviour. The Flight Deck door
shall remain locked in flight.
Cabin
Crew
may
enlist
the
assistance
of
able-bodied
passengers to help control unruly or disruptive passengers.
Note: Able-Bodied Passengers (ABP) are those passengers who are clearly physically
able and can be used to assist in dealing with a disruptive passenger. Cabin Crew shall
attempt to identify ABPs during passenger boarding, but shall only alert the ABPs in time
of need. ABPs ideally are positioning uniformed crew, non-revenue passengers, e.g.
airline staff.
10.7.4
Authority for Use of Restraints
The Tokyo Convention 1963 covers “acts which, whether or not they are offences, may or
do jeopardise the safety of the aircraft or property therein or which jeopardise good order
and discipline on board.” It states that the aircraft Commander and his crew have authority
to take reasonable measures, including restraint, to prevent the commission of dangerous
acts and to disembark the offender or to deliver him to the legal authorities of the State
where the aircraft lands. The Tokyo Convention also requires that if a passenger is
disembarked on the instructions of the Commander in order to protect the safety of the
aircraft or of persons or property on board the aircraft or to maintain the good order and
discipline on board the aircraft, then a report must be submitted to:
i) Local Authorities (police or immigration) where the passenger is to be disembarked;
ii) The appropriate Diplomatic or Consular Office of the country or nationality of the
passenger.
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10.7.5
Restraint Kit
The Restraint Kit is located at the L1 side compartment and contains:
i) Flexi handcuffs x 05;
ii) Scissors x 01;
iii) Inspection Mirror x 01;
iv) Unruly Passenger Checklist (QSS-SEC-F007) x 02;
v) Aircraft Search & LRBL Checklist (QSS-SEC-F003) x 04;
vi) Warning Letter (QSS-SEC-F009) x 10;
vii) Pre-flight Security Checklist (QSS-SEC-F021) x 05;
viii) Singapore Pre-flight Security Checklist (QSS-SEC-F022) x 05;
ix) Red Security Seals x 05.
If the Restraint Kit is used, it shall be sealed after flight with a red security seal and an
entry shall be made in the Cabin Maintenance Log (CML).
10.7.6
SCCM is to Check:
i) The Pouch is in position;
ii) The Seal is intact; and
iii) Any sign of discrepancy (e.g. pouch is empty).
The Restraint Kit is not a No-Go item. It is not compulsory to have the Restraint
Kit on board.
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10.7.7
Formal Warning Letter
It is Company policy to fully endorse and support any action deemed necessary by a crew
member when required to exercise their authority to deal with a person identified as a
potential or actual unruly passenger. The use of a Formal Warning Letter is one of the
options to deal with disruptive/unruly behaviour. The use of a Formal Warning Letter is
applicable for situations in flight or on the ground.
The decision to issue a Formal Warning Letter belongs to the Commander. All lawful
commands given by the Commander for the purpose of safety and security of the aircraft
and of persons or property carried therein must be obeyed by all persons carried in the
aircraft.
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10.7.7.1
Formal Warning Letter from the Captain of this Aircraft (QSS-SEC-F009)
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10.7.8
Reporting Procedures
The SCCM shall notify the Commander of any unruly or disruptive passenger. The
Commander may request assistance to be available upon arrival at the Destination via
ATC or the OCC via ACARS. Under normal circumstances, local police will be alerted to
meet the aircraft upon arrival. If the Commander intends to disembark or deliver an unruly
or disruptive passenger to the authorities, he should submit an Air Safety Report with the
following details to a ground staff for forwarding to the authorities upon arrival:
i) The aircraft nationality, registration, and the Commander’s name;
ii) The name and nationality of the person under restraint and details of his/her journey;
iii) A description of the incident and the position of the aircraft at the time of the incident;
iv) The names and addresses of up to three neutral witnesses, preferably passengers not
directly involved in the incident.
The unruly or disruptive passenger should be held by the authorities until a proper
debriefing of the crew is completed. If charges are to be brought, all crew members should
be prepared to participate in an interview by the police and to provide a statement of the
event. A Safety Report shall be submitted within 24 hours of the incident.
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10.7.9
Disruptive / Unruly Passenger Handling Checklist (QSS-SEC-F007)
The SCCM is required to complete the “Disruptive/Unruly Passenger Handling Checklist”
(hereafter “Checklist”) whenever a case of disruptive/unruly behaviour happens onboard,
either while the aircraft is on the ground or in flight. The Checklist provides guidance in
dealing with a passenger who displays Disruptive/Unruly behaviour. It also serves as a
“briefing sheet” to make the communication with the Commander more efficient. The basic
rationale is for the SCCM to document the observation of, and note down any sign(s)
and/or act(s) by, the passenger. Those signs and acts provide reasonable grounds for the
Cabin Crew to assess and categorise such behaviour as:
i) Obstruction of crew member(s) in the performance of their duties;
ii) Failure to comply with instructions given by a crew member;
iii) Disorderly behaviour;
iv) Tampering or interfering with aircraft components, apparatus, or systems;
v) Intoxication by alcohol, drugs, or other substances;
vi) Smoking (including E-cigarette) in the aircraft when it is prohibited;
vii) Operating electronic devices in the aircraft when it is prohibited.
Any action taken by Cabin Crew should be noted on the Checklist, followed by further
observation to assess if the concerning behaviour has ceased. The Commander shall be
informed before any action is taken against the problem passenger and kept informed of
developments. The whole process should be continuous through observation,
categorisation, action by Cabin Crew and observation again. Throughout the process, any
decision made, and the situation outcome(s), should be documented.
The signatures of all involved parties are to be acquired to complete the form. For
instance, if the SCCM and Ground Staff are involved, signatures of both parties are
required. If the case happens and can be resolved in flight, and no further ground handling
is needed, the signature of the Ground Staff is not required. The Commander’s signature,
if required, shall not be obtained until after the aircraft has parked in case the unruly
behaviour has been used as an attempt to have the Flight Deck door opened. Any other
information deemed to be important should be noted in the “Remarks” section.
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10.7.9.1
Disruptive / Unruly Passenger Handling Checklist (QSS-SEC-F007)
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10.7.10
Roles and Responsibilities in Handling Disruptive/Unruly Passengers
10.7.10.1
Commander
Shall acquire instant information regarding the case by establishing good communication
with the SCCM to make appropriate decisions.
The decisions shall be made in the sequence Safety, Legality, Passenger Comfort,
Schedule Reliability and Economy of Operations. The decision should be made in a
prudent manner.
The Commander’s signature on the Checklist implies full understanding of the information
written on it and his endorsement of any decision made to address the case.
10.7.10.2
SCCM
Shall acquire as much as information from, but not limited to, ground handling staff, other
Cabin Crew members, the passenger involved and other witnesses. It includes case
background, any action taken before, status and expectation of the passenger. Record all
useful information precisely, concisely, and objectively.
Maintain good communication with the Commander and relay any message/decision to, if
applicable, ground staff, other Cabin Crew members and the passenger.
The SCCM’s signature on the Checklist implies accountability as to the information written
on the Checklist and that it reflects the truth of the actual occurrence.
10.7.10.3
Ground Staff
Shall provide as much information as possible to the SCCM regarding the case. The
information obtained by the Ground Staff’s objective assessment of the passenger is
crucial for the SCCM and Commander to assess the situation and make respective
decisions.
Maintain good communication within the ground handling team and with the SCCM. Be
prepared for possible decisions from the Commander such as offloading or
police/authority’s involvement.
The Ground Staff’s signature implies accountability as to the information written on the
Checklist and that it reflects the truth of the actual occurrence.
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10.7.10.4
Be reminded that the Checklist serves as a guide and record only. The Commander has
authority to give all commands deemed necessary for the purpose of securing the safety
of the aircraft and of persons or property carried therein, and all persons carried in the
aircraft shall obey such commands. Considering the nature of unpredictability and
variation in handling a Disruptive/Unruly Passenger case, options for the checklist might
not cover all scenarios. With the assistance of the checklist, it is crucial for Cabin Crew to
communicate with cockpit crew and ground handling staff in dealing with the situation.
10.7.10.5
The SCCM should take a photo of the completed Checklist and submit an Occurrence
Report.
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10.7.10.6
Summary Procedures for Handling Disruptive/ Unruly Passenger(s)
i)
“De-escalation Technique” means that Cabin Crew are to try everything possible, using tact and appropriate
language, to calm the passenger(s) down and prevent any behaviours that are threatening or unsafe.
ii)
Flight Crew must be kept informed of the situation.
iii)
If the actions taken by crew are unsuccessful and the passenger continues to be disruptive or unruly, Cabin
Crew are to take the next actions listed in the Summary Table.
iv)
If Cabin Crew are unable to provide the Formal Warning Letter (e.g. due to phase of flight), the Formal
Warning Letter can be issued when it is safe to do so.
v)
If the passenger refuses to comply and/or their behaviour is such that it jeopardises the safety or security of
other passengers, crew, or the aircraft, the SCCM shall inform the Commander and consider obtaining
permission to use restraints.
vi)
If support from Ground Staff is required, the SCCM shall inform the Commander. The Destination Station and
OCC shall be notified of the situation onboard.
DeActions
escalation
Technique
Verbal
Warning
Formal
Warning Restraint
Letter
Threat Level 1 (Disruptive Behaviour)
Obstruction of crew in performing their duties.
Interfering when crew are instructing another passenger or while
✓
✓
✓
-
✓
✓
✓
-
✓
✓
✓
-
✓
✓
✓
-
✓
✓
✓
-
Cabin Crew are performing safety duties.
i)
Failure to comply with instructions given by a crew member.
ii)
Repeatedly refusing to fasten seatbelt. Refusing to use
seatbelt extension.
iii)
Refusing to stow baggage for takeoff or landing.
Disorderly behaviour.
i)
Verbal abuse, shouting at crew member or other passengers.
ii)
Engaging in unacceptable behaviour, e.g. physical exposure.
Operating electronic device when prohibited.
i)
Passenger does not switch OFF or select Flight Mode when
requested to do so.
ii)
Using a device in transmit mode during any phase of flight.
Intoxication or being under the influence of alcohol, drugs, or other
intoxicating substances.
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DeActions
escalation
Technique
Verbal
Warning
Formal
Warning Restraint
Letter
Tampering or interfering with aircraft components, apparatus,
equipment, or systems,
i)
-
-
✓
-
-
-
✓
-
✓
✓
✓
✓
-
-
✓
✓
-
-
✓
✓
-
-
✓
✓
-
-
✓
Covering smoke detector, damaging aircraft seats.
Caught/admitted smoking (including e-cigarette) in the aircraft
Threat Level 2 (Physically Abusive Behaviour)
Minor physically abusive behaviour:
i)
Physical abuse of crew member or passenger causing minor
bodily harm or distress.
ii)
Inappropriate physical contact that Cabin Crew or passenger
finds to be offensive or inappropriate.
Serious physically abusive behaviour.
i)
Physical abuse of a passenger or crew member causing
serious bodily harm or distress.
Threat Level 3 (Life Threatening)
Life Threatening Behaviour
i)
Behaviour that is life threatening or could endanger the aircraft,
crew, or other passengers.
Threat Level 4 (Attempted/ Actual Breach of Flight Deck)
Attempted or actual breach of the Flight Deck.
i)
Attempting to enter the Flight Deck by force.
-
For Levels 1 and 2 the Commander should be informed before action is taken; however, this is not required for
Levels 3 and 4 due to the seriousness of the event.
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10.8
INADMISSIBLE PASSENGERS / DEPORTEES / ESCORTED PRISONERS
10.8.1
Inadmissible Passenger (INAD) means a passenger who is refused admission to a
country by authorities of such country, or who is refused onward carriage by an airline or
government authority at a point of transfer, e.g. due to lack of a visa, expired passport, etc.
Deportee (DEPA / DEPU) means a person who had legally been admitted to a country by
its authorities or who had entered a country illegally, and who at some later time is formally
ordered by the authorities to be removed from that country.
i) “DEPA” - Accompanied Deportee (Person in Custody)
ii) “DEPU” - Unaccompanied Deportee
A Carrier has the right to be informed of the reasons for deportation. Greater Bay Airlines
requires the agency/government department responsible for the transportation of any
deportee, inadmissible individual, or person in custody, to notify Greater Bay Airlines in
advance. This allows the Company to conduct its own risk assessment and determine
whether any additional measures are required to safeguard the flight.
At the boarding point, the Commander shall assume full authority in respect of such
passenger(s). That authority may extend to refusing to accept an escorted person in lawful
custody, an escorted, or unescorted inadmissible passenger or deportee for transportation
when the Commander considers that action to be in the best interests of flight safety. Such
refusal shall be based on objective reasons related to the passenger and his action(s) or
behaviour being exhibited at the time of boarding or at a subsequent time.
The Company Ground Handling Agent (GHA) shall inform the Commander and the SCCM
of the presence of any inadmissible persons, deportees, persons in custody and/or
escorts on board the flight to ensure the security precautions and seating arrangements
are carried out. The SCCM is responsible for retaining all travel documents of the person
in custody and for handing these over to ground staff on arrival at the destination.
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10.8.2
Procedure for Handling Person in Custody (DEPA)
Escorting officer(s) shall ensure that the person in custody does not carry any potentially
dangerous items that could be used as a weapon. Escort(s) and the person in custody will
pre-board the aircraft before all other passengers, and disembarkation shall be done after
all passengers have deplaned.
Escort(s) and the person in custody are to be seated as far aft as possible, but not
immediately adjacent to any exit door.
The escorts are to be seated between the person in custody and the aisle.
Security escorts should, if possible, be of the same gender and speak the language of the
passenger under escort.
The passenger shall be accompanied at all times, including visits to the toilet.
No intoxicating liquor shall be served to either the escort or the person in custody.
Plastic cutlery must be used during the flight.
In the case of persons considered to be particularly dangerous by the escorting agency or
on the evaluation of Greater Bay Airlines, at least two escorts are to be provided. No more
than one such prisoner and escorts are to be carried on any one flight.
10.8.3
Risk Assessment / Security Escorts (Form QSS-SEC-F006)
Greater Bay Airlines has the right to refuse carriage if such carriage is considered as one
that could adversely jeopardise the safety of an aircraft. If a passenger is a potential risk, a
minimum of two escorts should be provided on the flight and no more than one such
passenger shall be transported on any one flight.
Escorting officers must not carry any weapons (e.g. mace, tear gas or incapacitating gas
generating devices) on board the aircraft. Carriage of weapons inside the aircraft cabin by
security escorts is also strictly prohibited. Escorting officers are required to be equipped
with adequate restraining devices to be used if restraint is necessary. A passenger should
not be shackled to any part of an aircraft, including seats, tables, etc.
Persons in custody, and their hand baggage, must be thoroughly screened, including a
secondary hand search, to ensure that there is no restricted article in their possession. All
restricted articles are to be removed, while the rest of the items are to be returned to the
person(s).
Security escorts are to be identified to the Commander and SCCM prior to boarding. No
public disclosure of the movement is to be made. Boarding of passengers in custody
should be performed as discreetly as possible.
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10.8.3.1
Assessment of DEPU-DEPA (QSS-SEC-F006)
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10.8.4
Passenger Under Administrative Control (DEPU and INAD)
Typically, such categories of passenger include DEPU and INAD that are assessed as
posing minimal risk to the safety of the flight. The authorities ordering the removal of the
passenger shall deliver his/her travel documents to Greater Bay Airlines, who shall be
responsible for delivering the documents to the authorities at the arrival destination.
Documents belonging to passengers under administrative control should always therefore
be retained.
i) For INAD, ground handling agent is to confirm with the relevant authorities of the
removal of the INAD from the country;
ii) For DEPU, a member of the relevant authorities is to escort the passenger from
check-in through to the boarding gate.
10.8.5
Procedure for Handling INAD/ DEPU
To ensure that the Commander and SCCM are informed of the presence of either INAD,
DEPU or DEPA on board the flight prior boarding, the following procedures apply:
i) Ground staff or a ground handling agent will print out the check-in record (2 copies) of
the INAD/ DEPU/ DEPA which clearly indicate the name and seat number;
ii) Ground staff shall handover the check-in record of INAD/ DEPU/ DEPA to the SCCM
before boarding commences;
iii) The SCCM is required to pass the record to the Commander for his acknowledgement
by signing on the check-in record before boarding is commenced;
iv) Ground staff shall retain one signed copy for station filing before the cabin door is
closed. The other copy shall be kept in the flight file by the SCCM;
v) The SCCM is responsible for retaining all travel documents of the INAD/DEPU/DEPA;
vi) On arrival at the Destination, the SCCM shall ensure the passenger and his travel
documents are handed over to ground staff accordingly.
The SCCM shall brief other Cabin Crew as to the category of the passenger(s) under
administrative control and the relevant seat number(s). Cabin Crew shall then monitor the
behaviour and movement in the cabin of such passenger(s) for the duration of the flight.
Particular attention must be paid to such passenger(s) prior to door closure and aircraft
pushback. Cabin Crew shall avoid serving alcohol to such passenger(s).
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10.8.6
Passenger Refusal to Disembark
If a passenger refuses to disembark following the failure of negotiation, ground staff shall
report to the Station Manager and OCC, and call Airport Police for assistance.
Furthermore, staff shall contact the Greater Bay Airlines Head of Security via OCC.
The SCCM will make an announcement to advise the passengers that they are in breach
of the Hong Kong Aviation Security Ordinance in English and Cantonese, and in addition
the passenger’s own language if possible. Upon the arrival of the Police, the airline
representative (Ground staff) will brief the Police of the incident. Further negotiation can
be made with Company management after the passengers have disembarked.
If the passengers do not respond accordingly, Police will state the requirement via PA one
more time. Should the passengers still refuse to disembark, the Police will then take the
passengers' details.
At this stage, crew/ground staff will take appropriate measures with the coordination of
Police and hand over the custody of the passengers to Police.
If passengers struggle or use unnecessary force or physically assault crew/ground staff,
the Police will act according to the situation.
The Commander should advise ATC whenever a serious passenger disruption has taken
place during the flight and request to be met at the gate by local law enforcement.
The crew shall note contact information of all passengers who witnessed the incident as
their testimony might be required in later legal proceedings.
The perpetrator should be held by the authorities until a proper debriefing of the crew is
completed.
If charges are to be brought, all crew members should be prepared to undergo Police
debriefings and statements of evidence recorded.
An Occurrence Report shall be submitted within 24 hours of the incident.
10.8.7
Passenger Identity Verification
For various reasons, a Cabin Crew member may need to verify a passenger’s identity, e.g.
due to security, medical-related or off-load situation, etc. Simply checking the Boarding
Pass cannot fully prove the passenger’s identity. Cabin Crew should ask for travel
documents, mainly passports or other ID with photo, e.g. Mainland Travel Permit for Hong
Kong and Macau Residents or Hong Kong Identity Card. Match the travel document
against the boarding pass. In the event that the passenger is unable or refuses to present
their travel document, Cabin Crew shall contact ground staff for assistance.
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10.8.8
Passenger Off-Load
Should a passenger be off-loaded or otherwise required to disembark after being having
been boarded, a detailed check shall be conducted in the area he was seated (at least 4
rows in front and 4 rows behind), any areas he may have visited (e.g. lavatory), combined
with cabin luggage identification. The Commander shall be informed. All cabin baggage
and belongings of the off-loaded passenger must be removed and hold baggage must be
off-loaded. The Commander may refer to OCC if additional security measures are
required.
10.8.9
Suspected In-flight Theft
Crew members may be advised by Security or ground staff about suspected thieves and
asked to observe them closely during the flight.
10.8.9.1
Theft Opportunities
The primary targets for in-flight thieves are cash, or small consumer electronics, such as
iPhones. They will then pass the items to their associates in the toilet or galley, or leave
the item underneath their cabin bag, taking them away at disembarkation. They operate
when they are least likely to be observed, i.e.:
i) When Cabin Crew are working in the galley;
ii) When passengers are sleeping (particularly with dimmed cabin light);
iii) When the targeted passenger goes to the toilet.
10.8.9.2
The Role of a Crew Member
i) Be vigilant at all times during the flight;
ii) Ad-hoc PA may be made by the SCCM to remind passengers to take care of their
valuable items during the flight;
iii) Proactively approach passengers (particularly those who are suspected as advised by
Security or ground staff) who keep walking around, who swap seats repeatedly, who
are looking for possible opportunities from the overhead lockers. Let them be aware
that they are being observed;
iv) Ground staff will try to put the suspect passengers in the front window side, and have
the aisle seat occupied by another passenger, purposely causing inconvenience for
them moving around in the cabin, and will allow the SCCM to monitor their behaviour
closely;
v) Be aware of the seat number of the suspect and their associates if any;
vi) DO NOT confront the suspect passenger in flight;
vii) Inform the Commander who will report to Security via OCC, request Police assistance
on arrival if there is a theft case on board;
viii) Identify the suspicious passengers, victims, and witnesses to local police after
landing, and try to assist the witness to write a brief of the incident if possible.
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10.9
BOMB THREAT OR SABOTAGE
10.9.1
General
10.9.1.1
Background
These procedures cover threats made against an airline’s operations and aircraft.
Typically, these threats refer to the use of a bomb, but the perpetrators may also threaten
to use other means, including sabotage or chemical/biological agents. Bomb threats are
usually anonymous and communicated by telephone, although the use of digital media
such as SMS and e-mail is also possible. Written threats are rare.
10.9.1.2
Effects of Explosives
Explosive devices cause damage in three ways:
Blast
When an explosion occurs, the chemicals in the explosive are
converted into gases having a far greater volume than the original
substance. These expand outwards rapidly, producing a shock front
with a high pressure. As the shock front passes, negative pressures
can be produced. The further the distance from the explosion, the
lesser the damage will be.
Heat
Different explosives produce different levels of heat, which frequently
causes secondary fires. Incendiary devices are designed primarily to
create heat rather than blast.
Fragmentation
Fragmentation consists of material from the explosive device, parts of
its container, pieces of the surrounding structure, etc. It is projected
outwards by the blast pressure wave at high speed and at greater
distances than the effect of the shock front itself.
Commercial and military explosives are generally well protected against theft, so it is
common for criminals and/or terrorists to use improvised explosives made from
commonly available chemicals.
An improvised explosive device (IED) consists of four main components:
Power Source
Activation
Mechanism
Initiator
Main Charge
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Devices can be either electrically powered (e.g. batteries), or
chemically induced (e.g. thermal reaction).
The trigger can be remotely controlled (e.g. mobile phone), internally
controlled (e.g. altitude-sensitive switch) or victim-operated (e.g. anti-lift
switch).
High Explosives depend on a shockwave being produced (e.g. by a
detonator), whereas Low Explosives are initiated by heat (e.g. burning
fuse).
The main explosive charge can appear as a powder, granules, sheet,
solid slab, gel or liquid. A wide variety of colours can be found which,
coupled with their distinctive smell, can assist in identification of the
type of explosive.
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The casing in which the components are housed may be used as a method to control the
direction of the blast (e.g. shaped explosive charge), as a source of further damage (e.g.
nail bomb), or to conceal the true purpose of the device (e.g. camouflaged as hand
baggage).
The effects of an explosive detonation can be directly magnified by the nature of air travel:
i) Victims in close proximity, in a confined space and with limited means of escape;
ii) Fuel loads causing secondary explosions;
iii) High speeds causing aerodynamic loads on a weakened structure;
iv) High differential pressure exacerbating the blast pressure wave;
v) Potential for ground-based victims.
Further indirect effects can include disruption to air travel at the affected port and on the
affected airline, as well as public relations effects due to such incidents being high profile,
newsworthy events.
10.9.1.3
Cooling-Off Time
When a sabotage warning is received, it must be assumed that the danger exists for the
time interval between takeoff and landing. Therefore, a cooling-off time for the aircraft
must be calculated. The length of the cooling-off time is based on:
i) the scheduled flight time; plus
ii) a safety margin of one third of the scheduled flight time, up to a maximum of one hour.
Other factors, which may be considered valid to extend and/or advance the cooling-off
time, shall be carefully evaluated by the Head of Security and/or local Police.
10.9.2
Threat Assessment
Given that any threat can create benefits for the perpetrator, it is essential that information
on potential threats be assessed in a manner that will balance the need between:
i) Safeguarding persons and property in the event of a genuine threat; and
ii) Minimising the disruption to operations caused by a hoax warning.
Note that an assessment can only be made if a warning is received.
The Company has established a threat assessment procedure that will produce consistent
results based on a number of factors. Any information relating to a Bomb Threat must be
passed immediately to the Operations Control Centre (OCC), who will activate the Bomb
Threat Assessment Group (BTAG). Flight Crew in receipt of a Bomb Threat shall contact
OCC as soon as possible to ensure that the BTAG process has been activated.
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The Company BTAG comprises the General Manager Flight Operations (GMFO) or his
designate, the Head of Security, the Flight Operations Duty Manager (FODM) and the
relevant Station Manager. They in turn liaise with other parties including airport authorities,
the Police and other security advisors.
The results of the assessment are colour-coded according to the level of residual threat,
with each colour code dictating what level of response is appropriate:
RED
A specific warning where the threat is of a nature which permits
identification of a specific target, or where the caller has positively identified
himself or the organisation involved and is judged to be credible. Such a
warning is likely to involve danger to aircraft, people or airport activities and
therefore merits specific countermeasures.
A threat that can be related to one or more targets but where there is a
doubt about its credibility or about the effectiveness of the existing
countermeasures. Such a warning may involve danger and may require
additional precautionary measures.
A threat that may not identify a target or specific group of targets, or which
otherwise lacks credibility. Such a warning does not justify extra
precautions.
AMBER
GREEN
The Commander will be advised of the results of the assessment based on the threat level
and whether the aircraft is on the ground or in flight. OCC’s preferred method of contact in
these situations will be via SATCOM (if fitted), then via ACARS and finally via relay
through ATC. Whilst advice may be given on mitigating procedures, the Commander has
final authority on the course of action to be taken.
Crew may be made aware of threats by other means, e.g. by ATC. In these circumstances
the ability to classify the threat may not be possible or may be undertaken by the local
authorities without reference to the Company. If unable to communicate with OCC, the
Commander should use his judgement to achieve a safe and timely outcome.
10.9.3
Aircraft on Ground
10.9.3.1
Initial Actions
If the aircraft is on the ground, it MUST remain on the ground until the BTAG has
evaluated the level of threat. While waiting for the outcome of the assessment, OCC will
inform the Commander of the precise nature of the threat and the Commander will then
decide whether to disembark passengers or wait for the evaluation from the BTAG.
All assessment results shall be passed to the Commander, regardless of whether they are
RED, AMBER or GREEN.
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10.9.3.2
Threat Assessed as GREEN:
No additional security measures need to be actioned by the crew.
10.9.3.3
Threat Assessed as RED or AMBER:
This may require the disembarkation of passengers and crew, offloading of
cargo/baggage/mail, security searches to be carried out by the Police or security services
in accordance with local procedures, etc.
For normal disembarkation:
i) Taxi to the parking position specified by ATC;
ii) Summon the SCCM to the Flight Deck and advise the nature of the threat against the
aircraft. The Commander shall make the following PA announcement:
“Ladies and gentlemen, this is the Captain. I regret to advise you that there will be an
interruption to this flight. We have received a message that a suspicious item may
have been loaded onto the aircraft. In the interest of your safety we are going to
make a thorough search of the aircraft. We shall taxi the aircraft to a suitable area
where the Cabin Crew will supervise your disembarkation and accompany you to a
safe location. Arrangements for your comfort while the aircraft is being searched will
be advised after disembarkation.”
iii) After disembarkation, passengers and crew should remain in a secure room at the
airport to avoid mixing with other passengers while the aircraft is searched.
If the seriousness of the threat dictates that an emergency evacuation is more
appropriate:
i) Order an emergency evacuation;
ii) Bring all passengers together at a safe distance from the aircraft (a minimum of
150m). Passengers evacuated from an aircraft must be kept away from the aircraft
until cleared by competent local authorities or the Head of Security, or his delegate (as
appropriate);
iii) Transport passengers and crew to a secure room at the airport to avoid mixing with
other passengers.
If local procedures require a search to be carried out by crew, follow the procedures
detailed in para 10.9.7.
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10.9.4
Aircraft In Flight
10.9.4.1
Notification
When a bomb threat is associated with an aircraft in flight, and once the threat has been
assessed, OCC or ATC will contact the Commander to provide him with information about
the threat and actions to be taken:
i) Threats meeting the criteria for a GREEN assessment will not normally be passed to
an aircraft in flight;
ii) Threats meeting the criteria for an AMBER assessment shall only be communicated if
doing so will be beneficial to the safe conduct of the flight;
iii) Threats meeting the criteria for a RED assessment shall always be communicated to
the aircraft.
10.9.4.2
Flight Procedures
Boeing does not provide specific procedures to cater for a bomb threat. However FCTM 8
does contain a section on ‘Situations Beyond the Scope of Non-normal Checklists’ which
provides guidance on handling and decision-making which could be relevant in this
scenario.
In addition, there are a number of actions that can be taken to increase survivability in the
event that a device is detonated, regardless of the time available until landing. These
include slowing down to reduce aerodynamic loads, descending to reduce cabin
differential pressure, considering the extension of the landing gear and flaps to achieve a
configuration at least part way suitable for landing, and turning off non-essential electrics.
When assessing whether to action these items, considerations include availability of
suitable airports, time to the selected airport, additional fuel burn at lower altitudes,
minimum safe altitudes, etc. Commercial considerations must not be allowed to influence
the decision-making process.
10.9.4.3
Decision to Search
The decision to divert should not be delayed whilst awaiting the results of a cabin search.
Instead, a diversion should be initiated and a search only carried out if time permits.
i) If a landing can be achieved within 30 minutes:
The emphasis must be to prepare the aircraft and the cabin for landing. Divert the
aircraft and land as soon as possible at the nearest suitable airport and follow the
procedures for aircraft on ground. The Commander will shall make the following PA
announcement:
“Ladies and gentlemen, this is the Captain. For operational reasons and in the
interest of your safety we are returning to.... airport (or diverting to.... airport) and I will
give you more details after landing.”
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ii) If a landing cannot be achieved within 30 minutes:
The Commander may require an aircraft search to be carried out. Refer to paras
10.9.5 and 10.9.6.
Note that there are limitations to search procedures. If a suspicious device is found,
all it does is confirm the threat; similarly, not finding a suspicious device could mean
that it has been inadvertently missed, or that it is located in an inaccessible area such
as a cargo compartment.
10.9.5
Search Procedures - General
Searches on the ground and in flight differ in that during flight, all passengers and their
hand baggage are on board, only crew are available to conduct the search, and only those
compartments accessible to the crew can be searched.
On the ground, engineers are available for external searches and security forces may also
be available to assist. However the main difference on ground is that passengers will have
disembarked, taking their baggage with them, meaning that the aircraft interior is easier to
search and there will be no need for crew to be concerned with passenger handling issues
during the search.
A package or object may cause suspicion for any of the following reasons:
Suspiciously labelled;
Fits the description or circumstances provided in a specific threat warning;
Appears unusual or out of place in the normal aircraft surroundings;
Origin of the package is questionable or cannot be readily determined;
Owner of the package or object cannot be located;
Physical characteristics of the object are suspicious.
10.9.6
Search Procedures - In-flight
10.9.6.1
Flight Deck Search
One member of the Flight Crew shall conduct the search of the Flight Deck in accordance
with the Aircraft Security Search and LRBL Checklist (QSS-SEC-F003) whilst the
remaining pilot assumes both PF and PM duties. In the event that a Non-normal Checklist
needs to be actioned, or should the remaining pilot’s workload become too high, the
search shall be paused until such time as the situation allows it to be resumed.
10.9.6.2
Types of Cabin Search
Two types of Cabin search may be carried out in flight depending on the level of threat
and the time available:
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i) A BASIC search may be used if time is limited, and involves a search of the galleys,
lavatories, crew seats and emergency equipment only. This is designed to cause
minimal disruption to passengers and may also be relevant when only a non-specific
threat has been received.
After landing, the Commander will make the following PA announcement:
“Ladies and gentlemen, this is the Captain. I regret to advise you that we have
received a message that a suspicious device may have been loaded onto the aircraft.
In the interest of your safety we are going to make a thorough search of the aircraft.
The Cabin Crew will supervise your disembarkation and accompany you to a safe
and secure location.”
ii) A FULL search may be conducted where there is some time before a landing can be
made, and involves checking the whole of the passenger cabin. Cabin service will
need to be suspended, and a PA made to request passengers’ cooperation as it will
involve them moving from their seats while the area is searched. Note that a FULL
search will take approximately one minute per passenger seat, so the search time will
be dependent on the number of crew available to participate.
The Commander shall make the following PA announcement:
“Ladies and Gentlemen, this is the Captain. We have received information that there
may be an unauthorised container or item of baggage on board this aircraft. For
safety and security reasons the Cabin Crew are about to initiate a cabin search. Your
understanding and co-operation is very much appreciated, and we shall do
everything we can to minimise any inconvenience. Thank you.”
A search of the cabin shall then be conducted as detailed below.
10.9.6.3
Conduct of Cabin Search Procedure
The Cabin Search Procedure shall only be conducted when instructed to do so by the
Commander.
The Commander shall brief the SCCM on the requirement for a cabin search to be
conducted, and shall provide guidance on whether a BASIC or FULL search should be
carried out. He shall also provide information on the time available and any special
instructions for the search.
The SCCM shall then brief the Cabin Crew on their duties during the search, and ensure
that necessary equipment such as torches and mirrors is available. The SCCM shall
record the progress of the search on the Aircraft Security Search and LRBL Checklist
(QSS-SEC-F003)
The standard procedure is to search the aircraft from the front to the rear. The SCCM shall
act as the Search Coordinator, two Cabin Crew members shall conduct the search, whilst
the remaining Cabin Crew member is responsible for security of the Flight Deck door area
and controlling passengers within the buffer zone designated as per item (ii) below.
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i) Clear and search all lavatory areas and lock the doors;
ii) Search the forward galley area. Once it is confirmed to be clear of any suspicious
devices, the forward galley is designated as the buffer zone;
iii) Place a galley cart in front of the Flight Deck door to prevent entry to the Flight Deck
by unauthorised persons.
iv) The search should be conducted by row, with no more than 3 rows selected at any
one time. The search flow should be from floor to ceiling, and from aisle to window this minimises the likelihood of triggering a device in an area that has not yet been
searched;
v) Passengers within the affected 3 rows should be instructed to identify and search their
belongings (including items in the overhead locker and cloakrooms) to ensure that no
unauthorised items have been placed in them. Overhead lockers should also be
checked for any items that have been left behind. Once this has been done, they shall
be instructed to move into the buffer zone where they shall wait while the Cabin Crew
conduct a search of the seats and overhead lockers;
vi) Once the seat areas and respective overhead lockers have been searched,
passengers shall be instructed to move back to their seats in the searched area.
Repeat the same procedure until all passenger seats have been searched;
vii) Crew should monitor passengers for unusual/suspicious behaviour, e.g. refusing to let
crew search their bags or behaving extraordinarily calmly;
viii) If crew has reason to believe that a certain item is suspicious, they may check it more
thoroughly (e.g. item with wire attached or strange packing) but should avoid touching
or moving it;
ix) Once the passenger seats have been searched, the aft galley and lavatory shall be
searched.
10.9.6.4
Actions in the Event that a Suspicious Device is Found
10.9.6.4.a
Crew SHALL NOT:
i) Move the device without the Commander’s authorisation;
ii) Open any closed containers;
iii) Cut any wires, tapes, or strings;
iv) Tamper with any electrical circuits.
10.9.6.4.b
Least Risk Bomb Location (LRBL)
The LRBL for the Boeing 737-800 aircraft is the L2 (aft left) door.
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10.9.6.4.c
The decision on whether to move the device to the Least Risk Bomb Location (LRBL) is
dependent on the device’s location and whether there is a significant risk that it could
detonate before the aircraft could land, e.g. a timer counting down through 15 minutes
when the nearest airport is 30 minutes away.
Hazard Zones consist of the area in or near to the Flight Deck, and the cabin area directly
between the wings.
In all cases, Flight Crew actions should include:
i) Contact ATC to receive authorisation for route deviation as appropriate. In-flight
advice for handling a suspicious device may be available by SATCOM or HF
phonepatch via OCC to the Hong Kong Police Explosive Ordnance Department.
ii) Maintain existing cabin altitude to prevent activation of an altitude-sensitive device;
iii) If operationally possible, reduce differential pressure to zero by descending the
aircraft to existing cabin altitude to avoid amplifying the effects of blast in case of an
explosion;
iv) Consider fuel, aircraft capabilities and distance to nearest suitable airport. For the
approach, lower the landing gear and flaps early. In the case of an explosion the
power systems for gear and flaps could be damaged;
v) Land and evacuate the aircraft as soon as possible.
10.9.6.4.d
If there is no indication that the device is likely to detonate before landing, and it is not in a
Hazard Zone, and there is no advice to the contrary from OCC:
i) Reseat passengers as far as possible away from the device with safety belts fastened
and seatbacks in the upright position. Instruct them to keep their head below the top
of the seat back, and to turn off any PEDs;
ii) Leave the device exactly in place and in the attitude in which it was found;
iii) Stabilise it in this position without disturbing it more than necessary to prevent
movement during deceleration or landing. Cover the device with transparent plastic
(the device itself must be kept dry) and then saturate blankets, pillows and other blast
absorbent materials with water or any non-flammable liquid and carefully pack at least
30cm of them around the suspect device. Next, cover it with other suitable material,
such as articles of clothing and baggage, preferably wetted to reduce the risk of fire;
iv) As far as practicable, disconnect all non-essential power to the area near the device
to reduce potential fire ignition hazard in this area;
v) Remove emergency equipment and flammable items (e.g. oxygen bottles) from the
area.
10.9.6.4.e
If the device was found inside a Hazard Zone or is likely to detonate before landing:
i) A check should be made to ensure that the device can be moved. Slide a stiff card
under the suspect device without disturbing the device to check for an anti-lift trigger,
which could cause the device to detonate if it were picked up;
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If the card slips easily under the device without catching on any protrusion from the
device, leave the card in place then slide a firm item such as a tray or thick magazine
underneath the card to prevent it from warping when lifted;
If the card does not slip easily under the device, the device must not be moved, but
steps should be taken to limit the explosive effects where the item is located as per
para 10.9.6.4.d;
ii) Ensure that the route to the LRBL is clear, i.e. that there are no trip hazards, and
remove hard objects, emergency equipment and flammable items (e.g. oxygen
bottles) from the area;
iii) When instructed by the Commander, carefully move the device to the LRBL, keeping
it in the attitude that it was found in;
iv) Secure the device in the same attitude against the outside structure, and stabilise it in
this position without disturbing it more than necessary to prevent movement during
deceleration or landing. Attach an indicator line (headset cord, neckties, seatbelts,
etc.) to indicate where the device has been placed;
v) Cover the device with transparent plastic (the device itself must be kept dry) and then
saturate blankets, pillows and other blast absorbent materials with water or any nonflammable liquid and carefully pack around the suspect device, then cover it with other
suitable material such as articles of clothing and baggage, preferably wetted to reduce
the risk of fire; the more materials used, the less the damage is likely to be; the intent
of the packing materials is to direct the blast out of the aircraft instead of allowing it to
travel through the cabin;
vi) Reseat passengers as far as possible away from the device with safety belts fastened
and seatbacks in the upright position. Instruct them to keep their head below the top
of the seat back, and to turn off any PEDs.
10.9.6.5
Action After Landing
After landing, if use of the escape slides is deemed necessary, hand baggage should
remain on board and crew shall follow the Emergency Evacuation procedure.
If instead a normal disembarkation is to be conducted, the Commander will make the
following PA announcement:
"Ladies and gentlemen, this is the Captain. I regret to advise you that we have
received a message that a suspicious device may have been loaded onto the aircraft.
In the interest of your safety we are going to make a thorough search of the aircraft.
The Cabin Crew will supervise your disembark