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AC AVIATION COMPANY LIMITED
(D.B.A. BANGKOK JETS)
FLIGHT DISPATCH MANUAL
(ACA.OPS.FDM)
Accepted by the Civil Aviation Authority of Thailand
Issue: 2
Revision: Original
Effective Date:
25/12/2019
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This is the AC Aviation Co., Ltd. Quality Assurance Manual, established for the purpose of implementation
by all operational person and hereby approved:
Manual Name:
Flight Dispatch Manual
Responsible by:
Flight Operations Manager
Manual Number: _________________01______________________
Holder Name: __________Document Control Center ___________
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Manual Control Sheet …………………………………………………………………….…… MCS
Table of Contents
…………………………………………………………………….…… TOC
List of Effective Pages …………………………………………………………………….…… LEP
Record of Revision
…………………………………………………………………….…… ROR
Revision Transmittal
…………………………………………………………………….…… RT
Controlled Distribution List…………………………………………………………………….… CDL
1-2
1-4
1-2
1-2
1-2
1-2
CHAPTER 0
INTRODUCTION………………………………………………………………………….1-20
Table of Contents ……………………………………………………………………………………….1
SAFETY POLICY………………………………………………………………………………………. 2
NON-PUNITIVE REPORT POLICY…………………………………………………………………. 3
0.1 General……………………………………………………………………………………………. 4
0.2 Purpose and Scope………………………………………………………………………………. 4
0.3 Issuance…………………………………………………………………………………………… 4
0.4 Revisions…………………………………………………………………………………………… 5
0.5 Temporary Revision………………………………………………………………………………. 5
0.6 Bulletins……………………………………………………………………………………………. 5
0.7 Copyright…………………………………………………………………………………………… 5
0.8 Terms and Definitions……………………………………………………………………………. 6-20
CHAPTER 1
ORGANISATION AND MANAGEMENT……………………………………………. 1-14
Table of Contents ……………………………………………………………………………………….1
1.1 Operations Specifications………………………………………………………………………. 2
1.2 Organization………………………………………………………………………………………. 3
1.3 Duties and Responsibilities……………………………………………………………………… 4-5
1.4 Dynamic Activities………………………………………………………………………………… 6-7
1.5 Services……………………………………………………………………………………………. 7
1.6 Administrative Instructions…………………………….………………………………………… 7-9
1.7 Emergency Event Handling Process………….………………………………………………. 9-13
1.8 Facilities…………………………………………………………………………………………… 13-14
CHAPTER 2
FLIGHT OPERATIONS CONTROL………………………………………………… 1-8
Table of Contents ……………………………………………………………………………………….1
2.1 General……………………………………………………………………………………………. 2-3
2.2 Principles Governing Flight Operations Control………………………………………………. 3-4
2.3 Meteorological Information……………………………………………………………………… 5
2.4 Flight Dispatch Control…………………………………………………………………………. 5
2.5 Flight Monitoring Procedures…………………………………………………………………… 6
2.6 Dispatch Release………………………………………………………………………………… 7-8
CHAPTER 3
DISPATCHER POLICY………………………………………………………………. 1-10
Table of Contents ……………………………………………………………………………………….1
3.1 NOTAMS…………………………………………………………………………………………. 2
3.2 Original Dispatch (Flight Release), Re-dispatch, Amendment……………………………… 2
3.3 Weather Requirements…………………………………………………………………………. 3-4
3.4 Selection of Alternates…………………………………………………………………………. 5-7
3.5 Airplane Weight Limitations……………………………………………………………………. 8-9
3.6 Cruise Speeds for Planning……………………………………………………………………. 9
3.7 Landing Runway Length………………………………………………………………………… 9
3.8 Operations into Icing Conditions………………………………………………………………. 9
3.9 Flight Plan for Use………………………………………………………………………………. 10
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CHAPTER 4
FLIGHT PLANNING CRITERIA……………………………………………………… 1-28
Table of Contents ……………………………………………………………………………………….1-2
4.1 Aerodrome Availability…………………………………………………………………………… 3-6
4.2 Weather Forecast………………………………………………………………………………… 6-16
4.3 Fuel Requirements………………………………………………………………………………. 16-19
4.4. En Route…………………………………………………………………………………………. 20-26
4.5 Minimum Equipment List (MEL) ………………………………………………………………… 27-28
CHAPTER 5
AIP-NOTAM……………………………………………………………………………... 1-6
Table of Contents ……………………………………………………………………………………….1
5.1 Aeronautical Information Publication (AIP) ……………………………………………………. 2
5.2 AIP Supplement…………………………………………………………………………………... 2
5.3 Aeronautical Information Circular (AIC) …………………………………………………......... 2
5.4 Notice to Airmen (NOTAM) ………………………………………………............................... 3-6
CHAPTER 6
AIRCRAFT WEIGHT AND BALANCE……………………………………………… 1-12
Table of Contents ……………………………………………………………………………………….1
6.1 General……………………………….................................................................................... 2
6.2 Definitions…………............................................................................................................. 2-6
6.3 Weight limitations................................................................................................................ 6-10
6.4 Weight Calculation.............................................................................................................. 11
6.5 Balance............................................................................................................................... 12
CHAPTER 7
FLIGHT PLANNING PROCEDURES………………………………………………... 1-26
Table of Contents ……………………………………………………………………………………….1-2
7.1 Company Concept............................................................................................................... 3-4
7.2 Flight Preparation................................................................................................................ 5-7
7.3 Normal Planning.................................................................................................................. 7-10
7.4 Exceptional Planning.......................................................................................................... 10-11
7.5 Re-Dispatch Planning......................................................................................................... 11-13
7.6 Required Navigation Performance (RNP).......................................................................... 13-19
7.7 Reduced Vertical Separation Minima (RVSM) ................................................................... 19-26
CHAPTER 8
SLOTS, PERMITS AND CHARTER FLIGHTS……………………………………… 1-12
Table of Contents ……………………………………………………………………………………….1
8.1 Slot...................................................................................................................................... 2-6
8.2 Takeoff, Over-fly and Landing Permits............................................................................... 6-7
8.3 Charter Flight Handling....................................................................................................... 7-11
8.4 Record Retention................................................................................................................ 11-12
CHAPTER 9
ATS AND COMPUTER FLIGHT PLAN……………………………………………… 1-10
Table of Contents ……………………………………………………………………………………….1
9.1 ICAO Model ATS Flight Plan............................................................................................... 2-10
CHAPTER 10 ENROUTE WATCH AND RE-DISPATCH…………………………………………… 1-6
Table of Contents ……………………………………………………………………………………….1
10.1 General…………………………………………………………………………………………… 2
10.2 Flight Watch……………………………………………………………………………………… 2
10.3 Re-Dispatch……………………………………………………………………………………… 3-4
10.4 Fuel Emergency………………………………………………………………………………… 5-6
CHAPTER 11 COMMUNICATION FACILITIES AND SERVICE…………………………………. 1-12
Table of Contents ……………………………………………………………………………………….1-2
11.1 Fixed Communication………………………………………………………………………… 3-7
11.2 The AFTN Aeronautical Network…………………………………………………………….
7-9
11.3 Mobile Communication……………………………………………………………………….
9-12
11.4 Long Range Company Operational Control Radio Service………………………………
12
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CHAPTER 12 QUALIFICATION AND TRAINING……………………………………………………. 1-20
Table of Contents ……………………………………………………………………………………….1-2
12.1 Employment Requirements…………………………………………………………….……… 2
12.2 Training Syllabuses ……………………………………………………………….…………... 5
12.3 Instructor Requirements ……………………………………………………………….……… 13
12.4 Training Program Review ……………………………………………………………….……. 13
12.5 Performance Evaluation ……………………………………………………………….……… 13
12.6 Examination/Testing/Checking …………………………………………………………….… 13
CHAPTER 13 RECORDS CONTROL……………………………………………………………….
1-2
Table of Contents ……………………………………………………………………………………….1
13.1 Purpose……………………………………………………………………………….…………. 2
13.2 Storage and Protection…………………………………………………………….…………... 2
13.3 Record Retention………………………………………………………………………………. 2
13.4 Disposition of Records…………………………………………………………………………. 2
CHAPTER 14 RUNWAY ANALYSIS……………………………………………………………….…… 1
Table of Contents ……………………………………………………………………………………….1
14.1 RUNWAY ANALYSIS EMJ 135 (Legacy 600) …………………………………………………1
14.2 INTRODUCTION…………………………………………………………………………………. 2
14.3 TAKEOFF…………………………………………………………………………………………. 2
14.4 LANDING…………………………………………………………………………………………. 2
14.5 TAKEOFF PERFORMANCE CHART…………………………………………………………. 3
14.5.1 DESCRIPTION / DEFINITIONS EMJ 135 (Legacy 600) ………………………………... 7
14.6 TAKEOFF PERFORMANCE CHART DESCRIPTION…………………………………...……9
14.6.1 DEFINITIONS/ABBREVIATIONS……………………………………………………………. 10
14.7 Landing Performance Chart Description………………………………………………………. 11
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RECORD OF REVISIONS
The person incorporating the revision(s) into the manual shall complete the Record of Revisions page. The
pages identified with a change bar are either replacement pages or new (original) issued pages. Remove
corresponding old pages and replace or add new pages. Remove pages marked DELETED; there are no
replacement pages for deleted pages.
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Transmittal Letter No: 01
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Revision No: Original
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CONTROLLED DISTRIBUTION LIST
The following personnel below are on the controlled distribution list and have been issued a controlled copy
of this document. Any change to the controlled distribution list must be authorized and recorded by the
Document Control Center.
Copy
No.
Name
Position / Location
01
Master Copy for Company
Document Control Center /
ACA Office, room 2021 Central Block, DMK Airport
02
Master Copy of CAAT
Flight Standards Bureau, CAAT
03
Palang Khamlek
Head of Flight Operation / Flight Operation Office
04
Teerapong Prajittanon
Head of Engineer / Engineering Office
05
Dharika Phongzitthiganna
Flight Operations Manager / Flight Operation Office
06
Reserved
Reserved
07
Reserved
Reserved
08
Reserved
Reserved
The Head of Flight Operations is responsible for the distribution of AC Aviation Company Limited, (DBA
Bangkok Jets) Operations Manuals, Amendments and Revisions.
The Head of Flight Operations will maintain an up-to-date list of manuals, together with copy numbers and
locations or the name or title of the manual holder. It is the responsibility of the Head of Flight Operations that
sufficient additional copies will be provided to AC Aviation Company Limited, (DBA Bangkok Jets) staff to
ensure that all personnel have ready access to the Operations Manual when required.
AC Aviation Company Limited, (DBA Bangkok Jets) shall submit the FDM upon request by the authority and
all subsequent amendments to the Authority for acceptance or approval, as applicable, before issuing them
to our operating staff.
AC Aviation Company Limited, (DBA Bangkok Jets) personnel, who hold a copy of this manual are responsible
for and shall ensure that all revisions are incorporated, recorded. ACA personnel who are issued with an Flight
Dispatch Manual will make the manual available for inspection when requested.
The FDM is property of AC Aviation Company Limited, (DBA Bangkok Jets). It is the responsibility of all
employees to know the applicable contents of the FDM that are relevant to their assigned duties and adhere
to the instructions.
Any constructive suggestions or comments are always welcome by AC Aviation (Bangkok Jets) and will be
taken into careful consideration to improve the processes, policies and procedures of the FDM.
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 0.- INTRODUCTION ......................................................................................................................3
SAFETY POLICY .........................................................................................................................................3
NON-PUNITIVE REPORT POLICY .......................................................................................................4
0.1 General ...................................................................................................................................................5
0.2 Purpose and Scope .............................................................................................................................5
0.3 Issuance .................................................................................................................................................5
0.4 Revisions ................................................................................................................................................6
0.5 Temporary Revision ...............................................................................................................................6
0.6 Bulletins ................................................................................................................................................6
0.7 Copyright ..............................................................................................................................................6
0.8 Terms and Definitions ..........................................................................................................................7
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CHAPTER 0.- INTRODUCTION
SAFETY POLICY
Safety is important to us as and is one of our core business functions.
Our safety objective is simply for no aircraft accidents to occur as a result of our operations. Therefore, it is
important that we meet all applicable regulations and where appropriate exceed them when a safety risk is
identified.
We believe in a reporting system that allows people to report safety issues without fear of unfair reprisals.
Everybody makes mistakes, and honest mistakes will be treated fairly. A healthy reporting system gives us
the information to address safety issues as they arise, not when it is too late. We expect everyone who works
or is connected to our operations to report any safety related events or issues they identify to me or one of
our staff. In this respect we will apply just culture principles to any event that is reported to us directly in a
timely manner.
This will help our organization to continuously improve our safety performance which is a shared
responsibility.
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NON-PUNITIVE REPORT POLICY
Our Company is committed to the safest operating standards possible. To achieve this, it is
imperative that we have uninhibited reporting of all incidents and occurrences which may compromise
th e safe conduct of our operations. To this end, every employee is responsible for, and encouraged
to, communicating any information that may affect the integrity of operational safety. Such
communication is guaranteed to be free from any form of reprisal.
The Company will not take, or allow to be taken, disciplinary action against any employee who discloses
an incident or occurrence, or inadvertent error or omission, or reports a hazardous condition, involving
operational safety. This policy will not apply to information received by the Company from a source other
than the employee, or which involves an illegal act, or a deliberate or willful disregard of promulgated
regulations or procedures.
The identity of any employee who provides safety- or hazard-related
information through verbal
reporting, Air Safety Reports or Voyage Reports will be protected, to the extent permissible by law,
before such information is used or disseminated.
The primary responsibility for safety rests with line supervisors and every employee; however, senior
management is responsible for monitoring and ensuring safety performance urge all staff to use our
safety management program to help AC Aviation Co., Ltd become a leader in providing our customers
and employees with the highest level of safety.
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0.1 General
The Flight Dispatch Manual (FDM) is prepared by AC Aviation Limited to provide guidelines to Flight
Operations Officers (FOO) within the Flight Operation Department involved in flight dispatch and operational
controls. This manual is to be applied in conjunction with the policies, procedures and limitations contained
in the following documents:
•
Thai Air Navigation Act
•
ICAO International Standards and Recommended Practices
•
Aeronautical Information Publications
•
Aircraft Type -Airplane Flight Manual
•
Aircraft Type -Airplane Operations Manual
•
Aircraft Type - Minimum Equipment List I Configuration Deviation List
•
Weight and Balance Manual
•
Company Operations Manual (OM)
•
Company Emergency Response Action Manual (ERAM)
•
Company Quality Management Manual (QMM)
•
Company Safety Management Manual (SMM)
•
Company Security Manual (SeM)
The policies and procedures contained in this manual are in accordance with policies and procedures laid
down in the OM and the requirements of Civil Aviation Authority of Thailand (CAAT), Thailand. Any rules and
regulations contained in this manual if found contradictory to those published in the Company OM or
promulgated by CAAT, the relevant content in the OM or CAAT rules will take precedence over such content
in this manual. Disclosure of the contents or any part of this manual to any person without the authority of
AC Aviation Co., Ltd is prohibited.
Holders of this manual are requested to keep it updated and in good condition.
Correspondence concerning the contents of the FDM should be addressed to:
AC Aviation Co.,Ltd
222 Hangar 4426 Vipawadee-Rangsit Road, Sanambin, Bangkok 10210
Tel. 02-504 3600/02-504 3598 Email. flightops@bangkokjets.com
Any discrepancy and/or error should be reported immediately to the above-mentioned address.
Suggestions and contributions for the improvement of this manual are welcome.
0.2 Purpose and Scope
The Flight Dispatch Manual provides a framework for the standardization of Company operating processes
and procedures to ensure safety and security of personnel and efficient operations. It reflects regulatory
requirements relevant to Company activities and is directive in nature.
0.3 Issuance
Copies of the FDM are serial-numbered and issued to specific individuals, offices a n d subcontractors
who handle and/or service Company aircraft, and the CAAT, according to the distribution process and
procedure laid down in Company Quality Management Manual Section
When a portion of the FDM is issued, the policies and procedures contain therein will be Sufficiently
comprehensive such that any and all relevant guidance and instructions are available to the manual holder
performing work for the Company under that potion of the manual. Transfer of this manual to another person
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is prohibited. All unneeded manuals must be returned to the Flight Operations Department Document
Control Center (DCC) in order to maintain control of distribution. Keep the manual in a secured manner.
Dispose obsolete pages by returning to DOC, delete superseded electronic files and destroy outdated
storage media.
0.4 Revisions
The FDM is revised to keep the information contained therein up-to-date and to address: Amendments of
applicable statutory or regulatory requirements; Changes in industry standards or practices; or
Inadequacy identified by manual users or through internal or external audits.
For its revision and maintenance, the Manager, Flight Operations is responsible for the contents of the
FDM. Head of Flight Operation is responsible for reviewing and approving all revisions. As regards to
printing and distribution, the Flight Operations DCC will be responsible. Should there be any discrepancies
or errors found, please report directly to the Manager, Flight Operations or Head of Flight Operations. Every
effort will be made to improve the contents, and every comment and suggestion will be given careful
consideration.
List of effective pages (LEP) will be issued with each revision. It is used as a master list to verify the effective
date and current issue of each page as well as to preclude the use of obsolete pages. The LEP is a part
of the record of revision.
Revisions will become effective on the fifteen day after the date shown in the Page Control block. Revisions
will be distributed promptly to the persons and offices according to the Controlled Distribution List. Holders of
this manual are responsible for keeping their manual updated by inserting revision pages and removing
obsolete pages. After the holder has updated the manual.
According to revision instructions, he must sign the revision record page. The holder will also sign and
return a copy of the Revision Transmittal to the DCC within 15 days of each revision. Removal or addition
of any pages that are not indicated in the revision transmittal is prohibited.
Handwritten amendments and revisions are not permitted except in situations requiring immediate
amendment or revision in the interest of safety that have been authorized by Head of Flight Operations.
0.5 Temporary Revision
Temporary revisions may be issued between scheduled revision cycles to meet urgent needs. These will
be filed according to their associated revision instructions. All temporary revisions remain in effect until
having been incorporated permanently in the manual by subsequent revisions, at which time the
incorporated temporary revisions will be removed and destroyed.
0.6 Bulletins
Bulletins may be published when there is a need to give explanatory, interpretative information dealing
with flight dispatch matters. Bulletins are not intended to give permanent instruction and will be
incorporated in the FDM as necessary. The validity of the Bulletins is six months unless otherwise
defined in the bulletin. Bulletins will be filed at the beginning of this manual.
0.7 Copyright
All rights are reserved by AC Aviation.co., Ltd. No part of this publication may be reproduced, stored in
retrieval system or transmitted in any form or by any means without the permission of Head of Flight
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Operations.
0.8 Terms and Definitions
Some terms are industrial jargon that have been widely accepted in the airline industry and may not have an
everyday meaning. In some cases, different terms or meanings are being used. As a result, the following
glossary is to provide readers a clear understanding of terms in the context of flight dispatch operations.
Adequate Vis Ref (Adequate Visual Reference): Runway marking or runway lighting that provides the pilot
with adequate visual reference to continuously identify the takeoff surface and maintain direction control
throughout the takeoff run.
Advisory Route (ADR): A designated route along which air traffic advisory service is available.
Note: Air traffic control service provides a much more complete service than air traffic Advisory service;
advisory areas and routes are therefore not established within controlled airspace, but air traffic advisory
service may be provided below and above control areas.
Advisory Service: Advice and information provided by a ability to assist pilots in the safe conduct of flight
and aircraft movement.
Aerodrome: A defined area on land or water (including any buildings, equipment and installations) intended
to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
Aerodrome Operating Minima: The limit of usability of an aerodrome for either takeoff or landing, usually
expressed in terms of visibility or runway visual range, decision altitude/height (DNH) or minimum descent
altitude/height (MDNH) and cloud conditions.
Aerodrome Reference Code: A simple method for interrelating the numerous specifications concerning the
characteristics of aerodromes so as to provide a series of aerodromes facilities that is suitable for the
airplanes that are intended to operate at the aerodrome. The aerodrome reference code number and letter,
which are selected for aerodrome planning purposes, have the meanings assigned to them as indicate in
the table below:
Aerodrome Traffic Frequency (ATF): A frequency designated at an uncontrolled airport. An ATF is used to
ensure all radio equipped aircraft operating within the area, normally within a 5NM radius of the airport,
are listening on a common frequency. The ATF is normally the ground station frequency. Where a ground
station does not exist, a common frequency is designated. Radio call sign is that of the ground station, or
where no ground station exists, broadcasts are made with the call sign "Traffic Advisory".
Aerodrome Traffic Zone (ATZ): Airspace of detailed dimensions established a r o u n d an aerodrome
for the protection of aerodrome traffic.
Aeronautical Radio, Incorporated (ARINC): An international radio network providing air-to-ground
communications available on a subscription (fee) basis.
Aeronautical Fixed Telecommunication Network (AFTN): A worldwide system of aeronautical fixed
circuits provided, as part of the aeronautical fixed service, for the exchange messages and/or digital
data between aeronautical fixed stations having the same or compatible communications
characteristics.
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Aeronautical Information Regulation and Control (AIRAC): AIRAC is an acronym signifying a
system (and associated AIP SUPP) aimed at advance notification based on common effective dates, of
circumstances that necessitate significant changes in operating p r a c t i c e s .
Note: The information under AIRAC system, will be distributed by AIS unit at least 42 days in advance or
the effective date with the objective of reaching recipients at least 28 days in advance of the effective date
and the information notified will not be changed further for at least 28 days after the effective date.
Aircraft Approach Category (USA TERPS): A grouping of aircraft based on a speed of Vref, if
specified, or if Vref is not specified, 1.3 Vso at the maximum certificated landing weight. Vref, Vso, and the
maximum certificated landing weight are those values as established for the aircraft by the certification
authority of the country of registry. An aircraft will fit in only one category. If it is necessary to maneuver
at speeds in excess of the upper limit of a speed range for a category, the minimums for the next higher
category should be used. For example, an aircraft which falls in Category A, but is circling to land at a
speed in excess of 91 knots, should use the approach Category B minimums when circling to land. The
categories are as follows.
Category A
speed less than 91 knots
Category B
speed 91 knots or more but less than 121 knots
Category C
speed 121 knots or more but less than 141 knots.
Category D
speed 141 knots or more but less than 166 knots.
Category E
speed 166 knots or more
Note: Category E includes only certain Military aircraft.
Aircraft Approach Category (ICAO): The following ICAO table indicates the specified range of handling
speeds (IAS in knots) for each category of aircraft perform the maneuvers specified. These speed ranges
have been assumed for use in calculating airspace and obstacle clearance for each procedure.
Airborne/Traffic Collision Avoidance System (ACAS/TCAS): An aircraft system based on secondary
surveillance radar (SSR) transponder signals which operate independently of ground based equipment to
provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.
Aircraft Classification Number (ACN): A number expressing the relative effect of an aircraft on a pavement
for a specified standard subgrade category.
Note: The ACN is calculated with respect to the center of gravity (CG) position which yields the critical loading
on the critical gear. Normally the aft most CG position appropriate to the maximum gross apron (ramp) mass
is used to calculate the ACN. In exceptional cases the forward most CG position may result in the nose gear
loading being more critical.
Aircraft Communications Addressing and Reporting System (ACARS): ACARS permits
direct exchange o f data between the aircraft and the airline ground-based computer through center
VHF radio or SATCOM (if applicable). Such data include, for Air-to-Ground message (downlink),
•
Flight operations data: e.g. NOTAM request, Wx request.
•
Maintenance data
•
Flight monitoring data: e.g. aircraft position report.
•
Aircraft performance data
•
Passenger I Cabin service data and for Ground-to-Air message (uplink),
•
Crew request information: e.g. NOTAM, Weather.
•
Ground uplink request data.
ACARS-VHF data link exchanges data through a dedicated VHF ground stations supporting uplink and
downlink d a t a exchanges. These stations are connected to the SITA and/or other data network
providers. The data networks are then connected to the airline host computer.
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ACARS-SATCOM may be utilized while the aircraft is outside the VHF ground network coverage.
Air Defense Identification Zone: The area of airspace over land or water, extending upward from the
surface, within which the ready identification, the location, and the control of aircraft are required in the
interest on national security.
Airport Elevation/ Field Elevation: The highest point of an airport usable runway measured in feet from
mean sea level. In a few countries, the airport elevation is determined at the airport reference point.
Airport Reference Point (ARP): A point on the airport designated as the official airport location
Airport Surveillance Radar (ASR): Approach control radar used to detect and display an aircraft's position
in the terminal area. ASR provides range and azimuth information but does not provide elevation data.
Coverage of ASR can extend up to 60 miles.
Air Report (AIREP): A report from an aircraft in flight prepared in conformity with requirements for position
and operational and/or meteorological reporting.
Air Traffic Control Clearance: An authorization by air traffic control, for the purpose of preventing collision
between know aircraft, for an aircraft to proceed under specified traffic conditions within controlled airspace.
Note 1: The term "air traffic control clearance" is frequently abbreviated to “clearance”:
Note 2: The abbreviated term "clearance" may be prefixed by the words “taxi”, “takeoff”: “departure”:
“en route”: “approach” or “landing” to indicate the particular portion of flight to which the air traffic control
clearance relates.
Air Traffic Control Assigned Airspace (ATCAA): Airspace of defined vertical/ lateral limits, assigned
by ATC, for the purpose of providing air traffic segregation between the specified activities being
conducted within the assigned airspace and other IFR air traffic.
Air-To-Ground Communication: Two-way communication between aircraft and stations or locations
on the surface of the earth.
Air Traffic Services (ATS): A generic term meaning variously, flight information service, alerting
service, air traffic advisory service, air traffic control service (area control service/approach control
service/aerodrome control service). For details, see RM/Air Traffic Control.
Air Traffic Service (ATS) Route: A specified route designated for channeling the flow of traffic as necessary
for provision of air traffic services.
Note: The term "ATS Route" is used to mean variously, airways, advisory route, controlled or uncontrolled
route, arrival or departure route, etc.
Air Traffic Services Reporting Office: A unit established for the purpose of receiving reports concerning
air traffic services and flight plans submitted before departure.
Airway: A control area or portion thereof established in the form of a corridor equipped with radio navigation
aids.
Alternate Aerodrome: An aerodrome to which an aircraft may proceed when it becomes either impossible
or inadvisable to proceed to or to land at the aerodrome of intended landing.
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Altimeter Setting: The barometric pressure reading used to adjust a pressure altimeter for variations in
existing atmospheric pressure or to the standard altimeter setting (29.92 inches of mercury, 1013.2
hectopascals or 1013.2 millibars)
Altitude: The vertical distance of a level, a point, or an object considered as a point measured from mean
sea level (MSL).
Approach Procedure with Vertical Guidance (APV): An instrument approach base on a navigation system
that is not required to meet the precision approach standards of ICAO Annex 10 but provides course and
glide path deviation information (sometimes referred to as "semi-precision"). BaroVNAV, LDA with glide path,
LNAV/VNAV and LPV are examples of APV approaches.
Approach Segment: The approach procedure is normally divided into 5 segments.
1. Arrival segment Aircraft proceed from the enroute phase of flight to an initial approach fix (normally
covered by STAR).
2. Initial approach segment the segment where the maneuvers are performed before the aircraft enters the
intermediate approach segment.
3. Intermediate approach segments the segment where the aircraft speed and configuration are adjusted to
prepare the aircraft for the final approach.
4. Final approach segment the segment of an instrument approach procedure in which alignment and
descent for landing are accomplished.
5. Missed approach segment when the approach cannot be continued.
Apron: A defined area, on land aerodrome, intended to accommodate aircraft for purposes of
loading/unloading passengers, mail/cargo, fueling, parking or maintenance.
Area Control Center (ACC): A unit established to provide air traffic control service to controlled flights in
control areas under its jurisdiction.
Area Minimum Altitude: The lowest altitude to be used under instrument meteorological conditions (IMC)
which will provide a minimum vertical clearance of 1,000 FT or in designated mountainous terrain 2,000 FT
above all obstacles located in the area specified, rounded up to the nearest 100 FT.
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Area Navigation (RNAV): A method of navigation which permits aircraft operation on any desired flight path
within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained
system capability, or a combination of these.
Area Navigation Route (RNAV ROUTE): An ATS route established for the use of aircraft capable of
employing area navigation.
Arrival Routes: Routes identified in an instrument approach procedure by which aircraft may proceed from
the enroute phase of flight to an initial approach fix.
Automatic Terminal Information Service (ATIS): The provision of current, routine information to arriving
and departing aircraft by means of continuous and competitive broadcasts throughout the day or a specified
portion of the day.
Automatic Dependent Surveillance (ADS): A surveillance technique, in which aircraft automatically
provide, via a data link, data derived from on-board navigation and position fixing systems, including aircraft
identification, four-dimensional position and additional data as appropriate.
Bearing: The horizontal direction to or from any point, usually measured clockwise from true North, magnetic
North or some other reference point, through 360 degrees.
Braking Action: A report of conditions on the airport movement area providing a pilot with a degree/ quality
of braking that might be expected. Braking action is reported in terms of Good, Fair, Poor, or Nil.
Blind Transmission: A transmission from one station to another station in circumstances where two-way
communication cannot be established but where it is believed that the called station is able to receive the
transmission.
Ceiling: The height above the ground or water of the base of the lowest layer of cloud below 6,000M (20,000
FT) covering more than half the sky.
Circling Approach: An extension of an instrument approach procedure which provides for visual circling of
the aerodrome prior to landing.
Clearway (CWY): A defined rectangular area on the ground or water prepared as a suitable area over which
an aircraft may make a portion of its initial climb to a specified height.
Compulsory Reporting Points: Reporting points which must be reported to ATC. They are designated on
aeronautical charts by solid triangles or filed in a flight plan as files selected to define direct routes. These
points are geographical locations which are defined by navigation aids/fixes. Pilots should discontinue
position reporting over compulsory reporting points when informed by ATC that their aircraft is in "radar
contact."
Compass Locator: A low power, low/medium frequency (LF/MF) radio beacon usually installed in
conjunction with the outer or middle marker of an instrument landing system (ILS). It can be used for
navigation at distances of approximately 15 miles or as authorized in the approach procedure
1. Outer compass locator (LOM) A compass locator installed in conjunction with the outer marker
2. Middle Compass Locator (LMM) A compass locator installed in conjunction with the middle marker.
Control Area: A controlled airspace extending upwards from a specified limit above the earth. Controlled
Airspace: airspace of defined dimensions within which air traffic control service is provided to IFR and VFR
flights in accordance with the airspace classification.
Note: Controlled airspace is a generic term which covers A TS airspace classes A, B, C, D, and E.
Controlled Flight: Any flight which is subject to an air traffic control clearance.
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Controller-Pilot Data Link Communication (CPDLC): The newly developed satellite communication
systems between the pilot and air traffic controller in defined airspace to provide rapid and efficient
communication.
Note: For on-board equipment’s, using FANS elements such as ATCDL, ADS, and AFN etc. To be
functioned.
Control Zone: A controlled airspace extending upwards from the surface of the earth to a specified upper
limit.
Coordinates:The intersection of lines of reference, usually expressed in degrees/minutes/tenths of minute
of latitude and longitude, used to determine position or location.
Course:
a. The intended direction of flight in the horizontal plane measured in degrees from north.
b. The ILS localizer signal pattern usually specified as front course or back course.
c. The intended track along a straight, curved, or segmented MLS path.
Cruising Level: A level maintained during a significant portion of a flight.
Current Flight Plan: The flight plan, including changes, if any brought about by subsequent clearances.
Danger Area: An airspace of defined dimensions within which activities dangerous to the flight of
aircraft may exist at specified times
Decision Altitude/Height (DA/H): A specified altitude or height in the precision approach at which a missed
approach must be initiated if the required visual reference to continue the approach has not been established.
Note: a. Decision altitude (DA) is referenced to mean sea level (MSL) and decision height (DH) is referenced
to the threshold elevation.
b. The required visual reference means that section of the visual aids or of the approach area which
should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position
and rate of change of position, in relation to the desired flight path.
Declared Distances:
1. Takeoff Run Available (TORA) The length of runway declared available and suitable for the ground run of
an aircraft taking off.
2. Takeoff Distance Available (TODA) The length of the takeoff run available plus the length of clearway, if
provided.
3. Accelerate-Stop Distance Available (ASDA) The length of the takeoff run available plus the length of the
stop way, if provided.
4. Landing Distance Available (LDA)
The length of the runway which is declared available and suitable for the ground run of landing aircraft.
Dependent Parallel Approaches: Simultaneous approaches to parallel or near-parallel instrument runways
where radar separation minima between aircraft on adjacent extended runway centerlines are prescribed.
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Displaced Threshold: A threshold that is located at a point on the runway other than the designated
beginning or the runway.
Distance Measuring Equipment (DME): Equipment (airborne and ground) used to measure, in nautical
miles, the slant range distance of an aircraft from the DME navigation aid.
Elevation: The vertical distance of a point or a level on or affixed to the surface of the earth, measured from
mean sea level and given to the nearest meter or foot.
1. Aerodrome elevation the elevation of the highest point of the landing area.
2. Threshold elevation the elevation measured at the runway threshold
Estimated Elapsed Time (EET): The estimated time required to proceed from one significant point to
another.
Final Approach: That part of an instrument approach procedure which commences at the specified final
approach fix or point, or where such a fix or point is not specified.
a. at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or
b. at the point of interception of the last track specified in the approach procedure; and ends at a point in the
vicinity of an aerodrome from which
1. a landing can be made; or
2. a missed approach procedure is initiated
Final Approach Fix or Point (FAF/FAP): That fix or point of an instrument approach procedure where the
final approach segment commences.
Flight Information Region (FIR): An airspace of defined dimensions within which flight information service
and alerting service are provided.
Flight Information Service (FIS): A service provided for the purpose of giving advice and information useful
for the safe and efficient conduct of flights.
Flight Level (FL): A surface of constant atmospheric pressure which is related to a specific pressure
datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure
intervals.
Flight Management System (FMS): The Flight Management System (FMS) is a computer system that uses
a large data base to allow routes to be preprogrammed and fed into the system by means of a data loader.
The system is constantly updated with respect to position accuracy by reference to conventional navigation
aids. The sophisticated program and its associated data base insure that the most appropriate aids are
automatically selected during the information update cycle.
Flight Plan: Specified information provided to air traffic services units relative to an intended flight or portion
of a flight of an aircraft.
1. Filed flight plan (FPL)
The flight plan as filed with an ATS unit by the pilot or his designated representative, without any subsequent
changes.
2. Repetitive flight plan (RPL)
A flight plan related to a series of frequently recurring regularly operated individual flight with identical basic
features, submitted by an operator for retention and repetitive use by ATS units.
Flight Time: The total time from the moment an aircraft taking off until the moment of an aircraft landing.
Forecast: A statement of expected meteorological conditions for a specified time or period and for a specified
area or portion of airspace.
Future Air Navigation System (FANS): The FANS is an update to the Flight Management Computer
(FMC) to provide new communications, navigation and surveillance (CNS) capability to the flight crew.
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It consists of the following new functions:
• ATC Data Link (ATCDL) ;
• Automatic Dependent Surveillance (ADS) ;
• ATS Facilities Notification (AFN);
• Global Positioning System / FMC integration ;
• Required Navigation Performance (RNP);
• New LOC I POS position update modes ;
• Airline Operational Communication Data Link (AOCDL) ;
• Required time of Arrival (RTA) ; and
• Printer interface.
ATC Data link (ATCDL): The FMC provides the data link capability to make downlink requests to an ATS
facility for Route changes, Lateral offset, speed and vertical clearance and voice contact.
The FMC is capable of processing pre-departure clearances, lateral route clearances and offset clearances
contained in certain uplink messages, for flight plan modification.
Automatic Dependent Surveillance (ADS): The ADS transmit aircraft position and other relevant data via
a communication link (VHF or SATCOM) to the ATC.
The ADS downlink functions include periodic, event and on-demand reporting. The type and content of report
is initiated by uplink request. These functions are automatic and the flight crew may disable this function.
ATS Facilities Notification (AFN): The FMC initiates notification by flight crew action. The flight crew must
log on by means of the AFN function before ATCDL communication is possible.
Frequency Bands: Radio frequencies lie within a relatively narrow range of the electro-magnetic
spectrum between approximately 10 KHz and 30,000,000 KHz. This range is divided into bands,
more or less in accordance with the propagation characteristics of the frequencies. These bands are:
VLF
Very Low Frequency
0-30 KHz
LF
Low Frequency
30 KHz - 300 KHz
MF
Medium Frequency
300 KHz - 3,000 KHz
HF
High Frequency
3,000KHz - 30,000KHz
VHF
Very High Frequency
30,000KHz-300 MHz
UHF
Ultra High Frequency
300 MHz - 3,000 MHz
SHF
Super High Frequency
3,000 MHz- 30,000 MHz
EHF
Extremely High Frequency
30,000 MHz - 300,000 MHz
Global Navigation Satellite Systems (GNSS): An "umbrella" term adopted by the International Civil
Aviation Organization (ICAO) to encompass any independent satellite navigation system used by a pilot to
perform onboard position determinations from the satellite data.
Global Positioning System (GPS): A space-based radio positioning, navigation, and time- transfer system.
The system provides highly accurate position and velocity information, and precise time, on a continuous
global basis to an unlimited number of properly equipped users. The system is unaffected by weather, and
provides a world-wide common grid reference system. The GPS concept is predicated upon accurate and
continuous knowledge of the spatial position of each satellite in the system with respect to time and distance
from a transmitting satellite to the user. The GPS receiver automatically selects appropriate signals from the
satellites in view and translates these into a three dimensional position, velocity and time. System accuracy
for civil users is normally 100 meters horizontally.
Grid: Digital grid point data regarding upper wind/temperature for eight different level, tropopause and
maximum wind.
Gross Weight: The weight of the aircraft together with weight of all persons, cargo and fuel on board the
aircraft at that time.
Heading: The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in
degrees from North (true, magnetic, compass or grid).
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Hold/ Holding Procedure: A predetermined maneuver which keeps aircraft within a specified airspace
while awaiting further clearance from air traffic control. Also used during ground operations to keep
aircraft within a specified area or at a specified point while awaiting further clearance for air traffic
control.
Height: The vertical distance of a level, a point or an object considered as a point, measured from a
specified datum.
ICAO Three-Letter Designators: Three-letter designators, intended for use on the international
aeronautical telecommunication service, may be used following the Location Indicator as the fifth, sixth
and seventh letters of addressee indicators followed by the filler letter "X" or by a letter representing a
department/division within the organization addressed.
The three-letter designator may also be used in the aircraft identification as used in the Flight Plan;
e.g. ACA ,OEA, OTG, THA, etc.
Designators for governmental organizations which provide civil aviation facilities and services are
allocated only in the Y series.
YAY
Government civil aviation authority
YCY
Rescue co-ordination center
YDY
Authority supervising the aerodrome
YMY
Meteorological office
YNY
International NOTAM office
YOY
Aeronautical Information Service Unit
YXY
Military service
YN
MET data bank
Designators for governmental organizations which provide Air Traffic Services are allocated only in the Z
series.
ZDZ
Air Traffic flow control unit
ZGZ
Air Traffic Control (in general)
ZPZ
Air Traffic Services reporting office
zoz
Upper Flight Information Region
ZRZ
Area Control Center
ZlZ
Aerodrome control tower
zuz
Upper Area Control Center (For more details, see Doc.8585)
Independent Parallel Approaches: Simultaneous approaches to parallel or near-parallel instrument
runways where radar separation minima between aircraft on adjacent extended runway center line are not
prescribed.
Independent Parallel Departure: Simultaneous departures from parallel or near-parallel instrument
runways.
Inertial Navigation System (INS): The INS is a totally self-contained navigation system, comprised of
gyros, accelerometers, and a navigation computer which provides aircraft position and navigation information
in response to signals resulting from inertial effects on system components and does not require information
from external references. INS is aligned with accurate position information prior to departure and thereafter
calculates its position as it progresses to the destination. By programming a series of way points, the system
will navigate along a predetermined track. New way points can be inserted at any time if a revised routing
is desired, INS accuracy is very high initially following alignment, and decays with time at the rate of about
1-2 nautical miles per hour. Position update alignment can be accomplished in-flight using ground based
references, and many INS systems now have sophisticated automatic update using dual DME and/or VOR
inputs. INS may be approved as a sole means of navigation or may be used in combination with other
systems.
Instrument Approach Procedure: A series of predetermined maneuvers by reference to flight instruments
with specified protection from obstacles from the initial approach fix or, where applicable, from the
beginning of defined arrival route, to a point from which a landing can be completed and thereafter, if a
landing ls not completed, to a position at which holding or en route obstacle clearance criteria apply.
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Instrument Landing System (ILS): The ILS is designed to provide an approach path for exact alignment
and descent of an aircraft on final approach to a runway. The system is divided into 3 parts:
1. Localizer (LLZ or LOC)
The LLZ signal provides the pilot with course guidance to the runway centerline. The signal is transmitted
from the antenna at the far end of the runway passed the runway centerline to the direction of approach. The
approach course of the localizer is called the front course and the course, in the opposite direction of the
front course is called the back course.
2. Glide slope/Glide path (GP)
The glide slope transmitter is located between 230 m. and 380 m. from the threshold and offset 75-200 m.
from the runway centerline. The signal provides descent information for navigation down to the lowest
authorized decision height (DH) specified in the approved ILS approach procedure. The glide angle is
normally adjusted to 3 degrees.
3. Marker beacon
There are two marker beacons associated with an ILS, the outer marker (OM) and middle marker (MM). The
OM normally indicates a position at which an aircraft at the appropriate altitude on the localizer course will
intercept the ILS/GP (at about 1,400 FT above the threshold elevation). The MM indicates a position
approximately 1,070 m. from the threshold and this is also the position where an aircraft on the GP will be at
an altitude of approximately 200 FT above the elevation of the touchdown zone.
Note 1: Compass locators located at the OM or MM may be substituted for marker beacons.
Note 2: Distance Measuring Equipment (DME), when installed with the ILS and specified in the approach
procedure, may be used in lieu of the OM or as a back course final approach fix (FAF) or to establish other
fixes on the localizer course.
Note 3: When the glide slope fails, the ILS reverts to a non-precision LLZ approach and when the LLZ fails,
an /LS approach is not authorized.
Instrument Meteorological Conditions (IMC): Meteorological conditions expressed in terms of visibility,
distance from cloud, and ceiling less than the minima specified for visual meteorological conditions.
Instrument Runway: One of the following types of runways intended for the operation of aircraft using
instrument approach procedures:
1. Non-precision approach runway An instrument runway served by visual aids and a non-visual
aids providing at least directional guidance adequate for a straight-in approach.
2. Precision approach runway, Category I An instrument runway served by ILS and visual aids
intended for operations down to 200 FT/DH and visibility not less than 800 M or RVR not less than
550 M.
3. Precision approach runway, Category II An instrument runway served by ILS and visual aids
intended for operations down to 100 FT/DH and RVR not less than 350 M. (Auto land 300 M.)
4. Precision approach runway, Category Ill
An instrument runway served by ILS to and along the surface of the runway.
• CAT IIIA intended for operations down to RVR 200 M (no DH being applicable) using
visual aids during the final phase of landing
• CAT IIIB down to RVR 50 M (no DH) using visual aids for taxiing.
• CAT IIIC intended for operations without reliance on visual reference for landing or taxiing.
International Standard Atmosphere (ISA): The standard atmosphere consists of the
following conditions:
Pressure at MSL:
1013.2 hPa
Temperature at MSL: 15 °C
Standard lapse rate: 2 °C/ 1000 ft of altitude
Latitude: Latitude are imaginary lines, parallel to the Equator (0 degree). They indicate the angular distance
north and south from the equator in degrees, minutes and seconds, up to 90 degrees north (North Pole) and
90 degrees south (South Pole). Lines of latitude are sometimes called "Parallels".
Level: A generic term relating to the vertical position of an aircraft in flight and meaning variously, height,
altitude or flight level. A pressure type altimeter calibrated in accordance with the Standard Atmosphere:
1. When set QFE, will indicate "height" above the QFE reference datum.
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2. When set QNH, will indicate "altitude" (vertical distance measured from mean sea level).
3. When set to QNE, a pressure of 1013.2 hectopascals (hPa), will indicate "flight level".
Location Indicator: A four-letter code group formulated in accordance with rules prescribed by ICAO and
assigned to the location of an aeronautical fixed station.
Longitude: Longitudes are imaginary lines which run in a north-south direction, from the North Pole to the
South Pole. Each longitude is indicated as the angular distance east or west from the prime meridian
(Greenwich)/0 degree, in degrees, minutes and seconds, up to 180 degrees east/ west (International Date
Line). Lines of longitude are often called "Meridians".
Mach number: The ratio of true airspeed to the speed of Sound, e.g. Mach 0.84.
Magnetic Variation: The angular difference between True North and Magnetic North. The value given
indicates whether the angular difference is East or West of True North.
Maneuvering Area: The part of an aerodrome to be used for takeoff, landing and taxiing of aircraft, excluding
aprons.
Meteorological Information: Meteorological report, analysis, forecast and any other statement relating to
existing or expected meteorological conditions.
Minimum Descent Altitude/ Height (MDA/H): the lowest altitude, in feet above MSL, or lowest height above
touchdown zone or threshold for the non-precision straight-in approaches and above airport elevation for
circling approaches.
Note: Descent below MDA/H will not be made until the Required Visual Reference is established.
Missed Approach Point (MAP): That point in an instrument approach procedure at or before which the
prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle
clearance is not infringed.
Near-Parallel Runway: Non-intersecting runways whose extended centerlines have an angle of
convergence/ divergence of 15 degrees or less.
Night: The hours between the end of evening civil twilight and the beginning of morning civil twilight or such
other period between sunset and sunrise, as may be prescribed by the appropriate authority.
Note: Civil twilight ends in the evening when the center of the sun's disc is 6 degrees below the horizon
and begins in the morning when the center of the sun's disc is 6 degrees below the horizon.
Noise Abatement Procedure: The given instructions to keep the aircraft noise, in the vicinity of aerodrome,
to be at least equal to the applicable standards specified in ICAO Annex 16.
Non-Directional Radio Beacon (NDB): A low or medium frequency radio beacon normally operates in the
frequency band of 190-535 KHz, transmits non-directional signals whereby the pilot of an aircraft properly
equipped Automatic Directional Finder (ADF) can determine his bearing and "home" on the station. Radio
beacons are subject to disturbances that may result in erroneous bearing information and such factors as
lightning, precipitation static, etc.
Pavement Classification Number (PCN): A number expressing the bearing strength of a pavement
for unrestricted operations.
Precision Approach Procedure: An instrument approach procedure utilizing azimuth and glide path
information provided by ILS or PAR.
Note: For instrument approach procedures using LLZ (LOG), VOR, and NOB declared as NonPrecision approach.
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Precision Approach Path indicator (PAPI): PAPI is the development of the Visual Approach Slope
Indicator (VASI) and uses the same principle, giving red and white visual signals for guidance in maintaining
the required approach angle. The essential differences between the two aids are the number and
arrangement of light units and the way in which their indications are interpreted (see Jeppesen/Introduction).
Precision Approach Radar (PAR): PAR is designed to be used as a landing aid, rather than an aid for
sequencing and spacing aircraft. PAR equipment may be used as a primary landing aid, or it may be used
to monitor other types of approaches. It is designed to display range, azimuth and elevation information, two
antennas used in the PAR array, one scanning a vertical plane and the other scanning horizontally. Since
the range is limited to 10 miles, azimuth to 20 degrees and elevation to 7 degrees, only the final approach
area is covered.
Primary Runway(s): Runway(s) used in preference to others whenever conditions permit.
Prohibited Area: An airspace of defined dimensions, above the land areas or territorial waters of a state,
within which the flight of aircraft is prohibited.
Radar: A radio detection device which provides information on range, azimuth and/or elevation of objects.
1. Primary radar A radar system which uses reflected radio signals.
2. Secondary surveillance radar (SSR) A system of secondary-radar using ground transmitters/receivers
(interrogators) and airborne transponders.
Radar Separation: The separation used when aircraft position information is derived from radar sources.
Radar Vectoring: Provision of navigational guidance to aircraft in the form of specific heading, based on the
use of radar.
Radial: A magnetic bearing extending from VOR/VORTAC navigation facility.
Radio Altimeter (RA): Aircraft equipment which makes use of the reflection of radio waves from the ground
to determine the height of the aircraft above the surface.
Reduced Vertical Separation Minimum (RVSM): RVSM is a means to provide more efficient altitudes and
routes to operators and to increase en route airspace capacity. RVSM will provide six additional flight levels
for use in the highly congested airspace between FL290 to FL410 inclusive, resulting in the following benefits;
Optimum Route Profiles, Increased ATC capacity and Cost benefit assessment.
Reporting Point: A specified geographical location in relation to which the position of an aircraft can be
reported.
Note: Compulsory reporting points are designated on aeronautical charts by solid triangles and Noncompulsory (on request) reporting points, are designated by blank triangles.
Required Navigation Performance (RNP): A statement of the navigation performance accuracy necessary
for operation within a defined airspace. RNP is an important part of a larger strategy to achieve reduced
route separation and reduced obstacle clearance requirements.
Restricted Area: An airspace of defined dimensions, above the land areas or territorial waters of a state,
within which the flight of aircraft is restricted in accordance with certain specified conditions.
RNP Type: A containment value expressed as a distance in nautical miles from the intended position within
which flights would be for at least 95 percent of the total flying time. Example -RNP 4 represents a navigation
accuracy of plus or minus 4 NM on a 95 percent containment basis.
Runway (RWY): A defined rectangular area on a land aerodrome prepared for the landing and takeoff of
aircraft.
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Runway Strip: A defined area including the runway and stop way, if provided, intended:
1. to reduce the risk of damage to aircraft running off a runway
2. to protect aircraft flying over it during takeoff or landing operations.
Note 1: Runway strip should extend laterally to a distance of at least 150 M on each side of the runway
centerline throughout the length of runway.
Note 2: No fixed object, other than visual aids required for air navigation purposes, will be permitted on a
runway strip within 60 M of runway centerline.
Satellite Communications (SATCOM): The SATCOM system provides both voice and data
communications. SATCOM can be used for cabin as well as flight deck. The system provides six channels
for communications. One channel is reserved for flight deck data and communications control. Up to two
channels can be reserved for flight deck voice use. The remaining channels are for passenger voice use.
The system consists of four parts:
1. Space segment, which is satellite-placed in geosynchronous orbits.
INMARSAT is an international organization which has four operational geosynchronous satellites placed at
strategic locations around the world. They are named after the oceanic region they are located over:
• Atlantic Ocean Region-East (AOR-E)
• Atlantic Ocean Region-West (AOR-W)
• Pacific Ocean Region (POR)
• Indian Ocean Region (IOR)
2. Aircraft Earth Station (AES) provide for the reception and processing of signals received via a satellite and
also transmits signals through the satellites to the GES.
3. Ground Earth Station (GES) which are fixed radio stations that interface with ground communication
networks and the AES through satellite.
4. Terrestrial Communication networks
SATCOM equipment can automatically log on to an appropriate GES stations. As the aircraft flies out of the
coverage for a satellite or GES station, the system automatically hands over control to the next proper
satellite or GES station.
Selective Calling System (SELCAL): System used on International frequencies to improve ground-to-air
communications by providing an automatic and selective method of calling aircraft from a radiotelephony
aeronautical station.
Self-Briefing: A self-study of the route or aerodrome to be flown in the relevant route/aerodrome manual
and also flight plan routes until the pilot is confident that his knowledge of the route or aerodrome to be flown
is adequate.
Significant Obstacle: Any natural terrain feature or man-made fixed object, permanent or temporary, which
has vertical significance in relation to adjacent and surrounding features and which is considered a potential
hazard to the safe passage of aircraft in the type of operation for which the individual chart series is designed.
Slant Range: The line-of-sight distance between two points not at the same elevation.
Squawk: Activate specific modes/codes/functions on the aircraft transponder, e.g. "Squawk Three/Alpha,
Two one zero five, Low''.
Standard Instrument Departure (SID): An officially established outbound route with designation intended
for the aircraft's own navigation and normally including takeoff procedure for runway in use.
Standard Terminal Arrival Route (STAR): An officially established inbound route with designation for the
purpose of aircraft's own navigation mainly within the TMA up to a specified terminating point.
Stop way (SWY}: A defined rectangular area on the ground at the end of takeoff run available prepared as
a suitable area in which an aircraft can be stopped in the case of an abandoned takeoff.
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Surveillance Radar: Surveillance radars are divided into two general categories:
1. Airport Surveillance Radar (ASR)
ASR is designed to provide relatively short-range coverage in the general vicinity of an airport and to serve
as an expeditious means of handling terminal area traffic through observation of precise aircraft location on
a radarscope. The ASR can also be used as an instrument approach aid.
2. Air Route Surveillance Radar (ARSR)
ARSR is a long-range radar system designed primarily to provide a display of aircraft locations over large
area.
Taxiway (TWY): A defined path on a land aerodrome established for the taxiing of aircraft and intended to
provide a link between one part of the aerodrome and another including:
1. Aircraft stand taxi lane A portion of an apron designated as a taxiway and intended to provide access to
aircraft stands only.
2. Apron taxiway a portion of a taxiway system located on an apron and intended to provide a through taxi
route across the apron.
3. Rapid exit taxiway a taxiway connected to a runway at an acute angle and designed to allow landing
aircraft to turn off at higher speed than are achieved on other exit taxiways and thereby minimizing runway
occupancy times.
Note: Minimum TWY width to be used for aircraft category D is 23 meter. Temperature Reference (Tref): The
outside Air Temperature (OAT) in °C which performance limited TOW is based and up to which the engines
are flat rated. Terminal Control Area (TMA): A control area normally established at the confluence of ATS
routes in the vicinity of one or more major aerodromes.
Threshold (THR): The beginning of the runway usable for landing.
Touchdown Zone (TDZ): The portion of a runway, beyond the threshold, where it is intended landing aircraft
first contact the runway.
Track: The projection on the earth's surface of the path of an aircraft, the direction of which path at
any point is usually expressed in degrees from North (true, magnetic or grid).
Traffic Information: Information issued by an air traffic services unit to alert a pilot to other known or
observed air traffic which may be in proximity to the position or intended route of flight and to help the pilot
avoid a collision.
Transition altitude (TA): The altitude at or below which the vertical position of an aircraft is controlled by
reference to altitudes.
Transition Layer: The airspace between the transition altitude and the transition level.
Transition Level (TL): The lowest flight level available for use above the transition altitude.
Transmissometer: An instrument used for assessment of Runway Visual Range (RVR).
Transponder: The airborne radar beacon receiver/transmitter which automatically receives radio signals
from interrogators on the ground, and selectively replies with a specific reply pulse or pulse group only to
those interrogations being received on the mode to which it is set to respond.
VHF Omni-Directional Range (VOR): Aground-based electronic navigation aid transmitting very high
frequency signals, 360 degrees in azimuth oriented from magnetic north. VOR operate within the 108.0 to
117.95 MHz frequency band and have a power output necessary to provide coverage within their assigned
operational service volume. It is subject to line-of-sight restriction and the range varies proportionally to the
altitude of the receiving equipment. The accuracy of course alignment of the VOR is excellent, being
generally plus or minus 1 degree. To determine positive station passage, pilots are to use the "TO/FROM"
indicator.
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Table of Contents
CHAPTER 1.- ORGANIZATION AND MANAGEMENT ..................................................................................3
1.1 OPERATIONS SPECIFICATIONS...................................................................................................................3
1.2 ORGANIZATION .........................................................................................................................................4
1.2.1 Delegation of Duties .......................................................................................................................4
1.3 DUTIES AND RESPONSIBILITIES..................................................................................................................5
1.3.1 Flight Operations Manager .............................................................................................................5
1.3.2 License Flight Dispatcher ...............................................................................................................5
1.4 DYNAMIC ACTIVITIES.................................................................................................................................5
1.4.1 With Regard to Weather Conditions ...............................................................................................5
1.4.2 With Regard to NOTAM ..................................................................................................................5
1.4.3 With Regard to Operational Planning Activities ..............................................................................5
1.4.4 With Regard to Monitoring of Flight ................................................................................................6
1.4.5 With Regard to Assisting Flight.......................................................................................................6
1.4.6 Communication Systems ................................................................................................................6
1.5 SERVICES ................................................................................................................................................7
1.5.1 General ...........................................................................................................................................7
1.5.2 Flight Planning ................................................................................................................................7
1.5.3 Flight Assistance .............................................................................................................................7
1.5.4 Flight Watch ....................................................................................................................................8
1.5.5 Terminal Assistance .......................................................................................................................8
1.5.6 Terminal Watch ...............................................................................................................................8
1.6 ADMINISTRATIVE INSTRUCTIONS ................................................................................................................8
1.6.1 Drug Policies ...................................................................................................................................8
1.6.2 Meeting ...........................................................................................................................................9
1.6.3 Scheduling ....................................................................................................................................10
1.6.4 Licensing .......................................................................................................................................10
1.7 EMERGENCY EVENT HANDLING PROCESS ................................................................................................10
1.7.1 Objectives .....................................................................................................................................10
1.7.2 Notification of Emergency Event...................................................................................................11
1.7.3 Emergency Response Actions......................................................................................................12
1.7.4 Release of Information..................................................................................................................14
1.8 FACILITIES ..............................................................................................................................................14
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CHAPTER 1.- ORGANIZATION AND MANAGEMENT
1.1 Operations Specifications
Aircraft
Type
Legacy 600
Registration
MTOW
MLDW
MZFW
HS-DID
22,500Kgs.
18,500Kgs.
16,000Kgs.
Seating
Configuration
13
RNP authorized
RNAV1/RNAV2 ,
RNAV5, RNAV10
RNP APCH: LNAV
Type of operations
: Passenger
Carriage of dangerous goods : No
All-weather operations
: Yes
Low visibility operations
: No
En route Operations:
PBN
: Yes
ETOPS
: No
RVSM
: Yes
Approach: ILS
: Yes
Non-precision
: Yes
Circling
: Yes
The Company is responsible for ensuring that the continuing airworthiness of the aircraft is maintained in
accordance with Thai Regulations and Company General Maintenance Manual and Maintenance Inspection
Program Manual for the aircraft
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1.2 Organization
General Manager
(Accountable Manager)
Head of
Safety/Security
Head of Quality
Head of Flight
Operations
Head of Flight
Training/Head of
Ground Training
Head of Ground
Operations
Chief Pilot
Flight Operations
Manager
Dangerous Goods
Coordinator
Pilot-in-Command
In-flight Service
Representative
Head of
Engineering
Line of Command
Co-Pilot
Line of Communication
Refer to ACA Operations Manual, Part A, Chapter 2 Organization and Responsibilities
1.2.1 Delegation of Duties
In the event that a post holder is expected to be absent from the workplace for more than five working days,
to ensure managerial continuity, he/she will announce by e-mail or posting a memorandum the delegation
of his/her duties and state the effective period.
Position
Supervisor
Flight Dispatch
Senior License Dispatcher
Designee Manager, Flight Operations
Flight Dispatch Supervisor,
Appointed Senior License Dispatcher
Appointed License Dispatcher
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1.3 Duties and Responsibilities
1.3.1 Flight Operations Manager
Refer to ACA Operations Manual, Part A, Chapter 2 Organization and Responsibilities
1.3.2 License Flight Dispatcher
Refer to ACA Operations Manual, Part A, Chapter 2 Organization and Responsibilities
1.4 Dynamic Activities
Before commencing and during active duty, the flight dispatcher will have familiarized himself with the
prevailing and forecast operating conditions affecting flight operations, or expected to operate, under his
jurisdiction as well as with the current AC Aviation Flights Operations Policies in effect. Thus, the flight
dispatcher will:
1.4.1 With Regard to Weather Conditions
A.) Familiarize himself with the meteorological phenomena such as general trend by carefully studying
the current synoptic maps and several preceding reports, observing types and development of air
mass and associated frontal systems involved as well as characteristics, such as cloud types, tops
and bases, visibility, types of fog and precipitation.
B.) Determine exactly the actual weather conditions by studying the latest weather reports available,
comparing the picture thus obtained with forecasts for corresponding time and his own opinion arrived
at from his study of the synoptic maps.
C.) Determine whether revolving storm, icing or turbulence is reported and, if so, where and what type,
to what degree and how to avoid it.
D.) Study available upper air charts to determine the most suitable flying routes and levels.
E.) Keeps a continuous watch on the weather conditions affecting flight operations under his jurisdiction.
F.) Watch the trend by reading incoming sequence reports and forecasts.
G.) Pay particular attention, especially under adverse weather conditions, to the weather trend at the
terminals and the alternates.
H.) Discuss problematic weather conditions with the meteorologist on duty to ensure full clarity on all
items affecting current flight operations, and recommend courses of actions to functions concerned
in due time.
1.4.2 With Regard to NOTAM
Maintain continuous familiarity with the status of field conditions, landing and navigation facilities, radio
facilities, etc. , NOTAM nature and their effect on our flight operations, and disseminate NOTAM information
to crew.
1.4.3 With Regard to Operational Planning Activities
Cover the operational planning activities in conjunction with flights operating under his jurisdiction. Coordinate
all matters in this respect with Head of Flight Operations, and the station managers concerned.
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1.4.4 With Regard to Monitoring of Flight
A.) Keep a continuous check on the flight progress by reading incoming flight control messages and
position reports and, where applicable, by checking actual time over reporting points against
corresponding flight plan time and endurance.
B.) Record, as necessary, the data thus received so as to make them a reliable media of internal
information, readily accessible by the personnel concerned at the station.
1.4.5 With Regard to Assisting Flight
A.) Prepare necessary flight plan over different routes or at different altitudes depending on the weather
conditions, and obtain the signature of the PIC on the Company Flight Plan accepted by him for the
actual flight.
B.) Establish the Minimum-Fuel-According-to-Flight-Plan and determine the maximum TOW permissible.
C.) Issue necessary Flight Watch Messages.
D.) Forward promptly to the PIC the relevant information on changes to NOTAM and weather.
1.4.6 Communication Systems
Dispatch officer are equipped with the following communication systems to enable timely and effective
upward, downward and lateral communications among internal functional areas, and with external entities:
 Company Electronic Mail (E-mail) System;
 Domestic and international telephone lines;
 Personal mobile phones;
 Facsimile machines;
 Meetings;
 Reports; and
 Bulletins.
 Walkie-Talkie
1.4.6.1 Usage
Company E- mail is used as the primary means of communication for information exchange among internal
functions and correspondence with external entities. A recipient will acknowledge incoming messages in a
timely manner and, where applicable, respond as necessary. A sender will follow up with a reminder
message, or contact the intended recipient by phone, if an acknowledgement or a response has not been
returned when expected. Telephones are used to transmit information requiring immediate attention or action.
Personal mobile phones are used when immediate contact is desired.
Facsimile machine is used when a hard copy of a document is necessary or needed immediately
Meetings are conducted as necessary to discuss safety, security and quality related issues and their
solutions, and for resolution of operational irregularities.
Reports are employed as a feedback mechanism to enable monitoring of achievement of stated performance
goals, analysis of trends and initiation of improvement/corrective measures.
Bulletins are used for dissemination of operational information, such as new or amended Company standards
or procedures, to ensure knowledge, awareness and compliance of prevailing ground service, quality or
safety requirements.
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Walkie Talkie is used for the communication when flight operating as international communication.
1.4.6.2 Common Language



English is to be used when:
Communicating with flight crews
Making entries in records specified by Company procedures; preparing reports required by Company
processes; and Liaising with external foreign entities.
1.5 Services
1.5.1 General
Releasing of company and customer flights to commence operation is a joint effort of PIC and License
Dispatcher. Flight will not commence unless both persons have accepted and signed the related dispatch
release form and operational flight plan. Where necessary, the PIC is authorized to sign to release a flight
after his self-briefing.
Complete dispatch service is provided by licensed flight dispatcher at designated Dispatch Office. However,
in order to improve operational efficiency at certain stations, selected personnel have been given a limited
operational training, enabling them to assist flight crews with certain duties.
The principal duties of flight dispatcher are as follows:
A.) Assist the PIC in flight planning by providing the relevant information required;
B.) Assist the PIC in preparing the operational and ATS flight plan, sign when applicable and file the ATS
flight plan with the appropriate ATS unit;
C.) Furnish the PIC while in flight, by appropriate means, with information which may be necessary for
the safe conduct of the flight; and
D.) In the event of an emergency, initiate such procedures as may be outlined in the operations manual.
1.5.2 Flight Planning
Flight planning is performed by licensed flight dispatcher on all routes, using the flight planning system to
compute the Company flight plan.
Flight planning will include the complete pre-flight documentation (Company information, NOTAM, MET
information and Company flight plan and ATS flight plan filing.)
The complete documentation will be arranged in an orderly fashion and in compliance with the established
checklists.
The Dispatch Office performing remote flight planning will forward the documentation to the crews/stations
concerned according to the established procedures including a dispatch release.
On routes with through planning, pre-flight documentation for the whole route requirements will be provided
by the originating Dispatch Office.
1.5.3 Flight Assistance
Flight assistance normally covers such operational service as may be requested by an aircraft in flight in
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order to overcome unforeseen circumstances in a more efficient manner. Such assistance will be requested
by PIC when deemed necessary, but should also be initiated by a relevant Dispatch Office when unforeseen
circumstances arise, such as SIGMET.
Flight assistance may also comprise any operational service when so requested by Head of flight operations
to maintain an efficient operation under unforeseen circumstances, or when introducing new aircraft types or
routes.
1.5.4 Flight Watch
Flight watch is established for flights over routes or portions of routes where special weather conditions exist
and for flights operating with marginal fuel.
1.5.5 Terminal Assistance
Terminal assistance may by established at aerodromes where the flight crews need on- ground assistance
with regard to the collecting and filing of flight documents, and with any other operational services during a
ground stop.
1.5.6 Terminal Watch
Terminal watch may be established at aerodromes where flight crew need information which is not available
on the normal ATS channels, in order to carry out a more efficient and economical operation. This service
should be available for aircraft approaching such Aerodromes from before top of descent and on departure
until reaching top of climb.
The terminal watch information to an aircraft will normally consist of the following as required:
 Weather information not available on ATIS;
 NOTAM information of importance, not available on ATIS or latest NOTAM; Expected traffic delays,
if any;
 Runway conditions, if not available on ATIS or if deemed different from those given;
 Advise on availability of alternates and fuel requirement, in case a diversion is considered; and
 Any other problems that the flight crew may not be aware of.
1.6 Administrative Instructions
1.6.1 Drug Policies
The Company is committed to provide and maintain a drug free work environment. Drug abuse and/or
dependence are a threat to the safety, health and security of Company personnel and customers. The
Company has zero tolerance for the use of illegal drugs.
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The Company is committed to the prevention of illegal drug throughout the Company's operations and
facilities. The possession, sale or use of illegal drugs, or legal drugs obtained without a prescription, is
inconsistent with the Company's objective of operating in a safe manner. Accordingly, no Company
personnel must use or have such items in his/her possession during working hours or on Company property
at any time.
Additionally, Company personnel must not report to work while under the influence of psychoactive, drugs
or alcohol. Company personnel who engage in such conduct will be immediately removed from safetycritical functions and subject to disciplinary actions up to and including termination.
1.6.1.1 Drug Testing
The Company has implemented an antidrug testing program in accordance with Aviation Regulations. The
program will identify Company personnel who are drug abusers or drug dependent. This program provides
a means for the Company to take action to protect the safety, health, and security of its personnel, the work
environment, and to comply with regulation
Type of drug testing:
 Pre-employment - All candidates for Flight Attendant position must be tested before beginning
employment. A positive test result will be a cause for denial of employment.
Reasonable Cause - Company personnel suspected of illegal drug use will also be subject to testing
without notice. Any employee tested under these provisions will be removed from service until
confirmed results are received by the Company. Employees who refuse testing will be terminated.
 Post Accident - All Company personnel in covered positions involved in an accident involving
significant damage to Company property and/or Company premises and/or injury to self or other
individuals will be tested within 8 hours following the accident.
 Return to Duty- In the event an employee is given the opportunity to take an unpaid leave of absence
in order to enter a rehabilitation program as a condition of continued employment, upon successful
completion of the program, restoration of all required licenses and certificates and subsequent return
to work, follow-up drug testing will be performed a minimum of two times a year on an unannounced
basis for at least 12 months after return to work.
1.6.2 Meeting
Meetings are important management process used for making joint decisions among all concerned
regarding administrative or operational matter. Flight Operation Manager, Flight Dispatchers and
Assistance Flight Dispatchers are required to regularly attend respective meeting according to their role and
responsibility.
1.6.2.1 Administrative Meeting (Monthly)
Department meeting attended by Flight Operation Manager, Flight Dispatchers and Assistance Flight
Dispatcherห. The meeting will be set every 1st Wednesday of each month.
Note:
- Meeting date is adjustable depends on the flight operating mission
- Meeting Attendance and Minutes of the meeting records will be kept for 1 year and then discard.
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1.6.2.2 Operational Meeting
Shift briefing by Duty Officer and attended by License Dispatchers and Assistant Dispatchers on duty.
1.6.3 Scheduling
Flight Dispatch Supervisor is responsible for staff scheduling in Flight Dispatch Department. It is his/her
duty to ensure that Dispatch Services are maintained with adequate qualified personnel while there are
flight operations in progress.
The following rules will be taken into consideration when planning staff scheduling:
 The Dispatcher will not be on duty for more than 12 hours in 24 hours except in the event of an
'Emergency'.
 When he/she has been on duty for more than 12 hours in 24 hours, he/she will be provided with a
rest of 12 hours before the next duty assignment.
 He/she will be free from any company duty for 24 hours in a week.
Note: No person will be assigned duties without supervision until he/ she has completed initial training to
become qualified, or undertaken recurrent training to remain qualified, as required.
1.6.4 Licensing
A copy of each flight dispatcher will be retained in Flight Operation Department personnel files. License must
be carried while on duty. All flight dispatchers are responsible to maintain validity of own license.
Note: Procedures to renew dispatcher license can be found in https://www.caat.or.th.Contact Flight
Operation Manager to assist renewal of the license at least 30 days before expiry date.
1.7 Emergency Event Handling Process
1.7.1 Objectives
Report of
Accident / incident
Line Station
- If applicable, initiates
rescue
- Notifies Station ER
Coordinator
- Notifies Dispatch
Station ER Coordinator and
Dispatch Duty Officer
- Start ER Action Log
- Action Initial Response Checklist
- Implement response actions
according to alarm classification
The objectives of the efforts to respond to an emergency will be, in order of priority:
 Minimize the loss of life, injury to people, and damage of property;
 Care for the victims and their families;
 Maintain safe continuation of on-going operations;
 Support Company personnel; and
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Coordinate investigation.
1.7.2 Notification of Emergency Event
Note: If an event is causing loss of life, injury to people or damage of property, the concerned staff will first
notify local emergency services and rescue agencies before contacting Dispatch Duty Officer at Main Base.
Flight crew members, aircraft engineers, ramp personnel, station leads and concerned employee(s) are
responsible to report any accident / incident / occurrence observed or heard about, to his/her immediate
superior who, in turn.
Will notify the On-site Emergency Response Coordinator and Dispatch Duty Officer at Main Base using
telephone, fax or any other fastest possible means of communication.
Figure 1.1 Emergency Notification Process depicts the notification process in responding to an emergency
Witness / Recipient of Emergency Event / Report
Duty Officer In-charge, Department/Line Station
(On-site Emergency Response Coordinator)
Dispatch Duty Officer, Main Base
(Head Emergency Response Coordinator)
Orange/Red Alarm
Managing Director
Yellow Alarm
Department Head
1.7.2.1 Notification of Accident/ Incident to Authorities
In all cases, Head of Flight Operations will be responsible for notifying the concerned official at CAAT and
other relevant authorities of an accident or serious incident.
Note:
Contact numbers for Thai CAAT's Search and Rescue Coordination Center:
Tel: +66 (0)2 286 0506 or +66 (0)2 286 0594 Fax: +66 (0)2 287 3186
1.7.2.2 Emergency Contact List
Emergency contact numbers for airport fire, ambulance and police; station personnel assigned emergency
response duties and crisis management team members are listed on individual " Emergency Numbers" in
Emergency Manual. Summary listing from all stations are on file in the Dispatch Office for immediate use.
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1.7.3 Emergency Response Actions
In the event of an emergency, a flight operations officer/flight dispatch shall:
 Initiate such procedures as outlined in the operations manual while avoiding taking any action that
would conflict with ATC procedures;
 convey safety-related information to the pilot-in-command that may be necessary for the safe
conduct of the flight, including information related to any amendments to the flight plan that become
necessary in the course of the flight;
 where necessary, notify the appropriate authorities without delay and request for assistance if
required, if the emergency endangers the safety of the aircraft or persons and becomes known
first to the flight operations officer/flight dispatcher.
Note: It is equally important that the pilot-in-command also conveys similar information to the flight
operations officer/flight dispatcher during the course of the flight, particularly in the context of
emergency situations.
Further information refer to the current edition of Company Emergency Manual for details. However, several
response checklists are presented in the Annex for quick reference.
1.7.3.1 Initial Response to All Alarms
Immediately after becoming aware of an accident or serious incident, the person will first initiate rescue
efforts and then notify Safety Action Group(SAG) who will in turn notify Dispatch at Main Base.
Independently, the Safety Action Group(SAG) and Dispatch Duty Officer each:
 Start an Emergency Response Action Log, Carry out the Aircraft Accident / Serious Incident
 Initial Response Checklist and Implement the response actions according to the alarm category
classified.
1.7.3.1.1 Classification of Events and Their Responses
Note: Rules on using the Table
a) If an event is not listed, the Emergency Committee(EC) decides the alarm category.
b) The selection of alarm category should always be based on the worst result of the potential
development of events.
c) The Emergency Committee(EC) may change the alarm if responses carried out in respect of the
category are deemed insufficient or when special modes of action are required.
Table 1-1 Classification and Response
Event
Nature of Event
Aircraft crash
Emergency landing with fatal injuries
Serious injury to passenger or personnel
Substantial damage to aircraft or property (caused by
an aircraft)
Bomb attack
Hijacking
Terrorist sabotage I attack
War
Civil unrest
Catastrophic Accident
Major Aircraft Accidents
Terrorism
Terrorist sabotage /
attack
Category Red
Alarm
Response:
1 . Notify Managing
Director.
2. Activate crisis
management
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Event
Air turbulence with injury or damage
Air rage or threatening behavior
Fire or smoke in cockpit or cabin
Report or a light running out of fuel
MAYDAY call
Missing aircraft
Overrun
Bomb threat
Suspicious objects found
Contagious disease
Natural disaster such as earthquake, flood
DGR Occurrence with injury or damage
Death of crew member or passenger
Incapacitation/ Serious injury of crew member
Airport fire or explosion
Fire in company facility
Event
Minor damage to aircraft
Minor damage to property
Minor injury to passenger or
personnel
Bird strike
Lightning strike
Near miss (TCAS RA)
Winds hear warning
Rejected take-off
Hard landing
Runway incursion
Tire burst
Engine failure I malfunction
without declaring emergency
DGR occurrence without injury or damage
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Nature of Event
Category Red
Alarm
Potentially hazardous
incidents
Response:
1 . Notify Managing
Director.
2. Monitor
development
3. Follow
instructions form
MD.
En-route
Fire
Nature of Event
Category Yellow
Alarm
Minor aircraft Incidents
Incidents in flight
Potentially serious
incidents
Response
1 . Notify relevant
Department Head
2. Monitor
development.
3. Submit written
notification of
outcome to
Department Head.
1.7.3.2 Coordination of Emergency Responses
At the initial stage of an accident / serious incident before the Crisis Management Team convenes, the local
Emergency Response Coordinator under the guidance of the Head Coordinator will activate and manage all
rescue / recovery activities. Once in session, the Crisis Management Team, under the direction of the MD,
will take over and direct continued cares for the passengers, their relatives and company staffs.
To ensure orderly and efficient transition from normal to emergency operations, the respective Emergency
Response Coordinators will immediately delegate to their deputies to maintain safe continuation of normal
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operations, thereby freeing themselves to execute the emergency response plan.
The Department Heads will call in off-duty staffs to supplement the manpower diverted to handling the
emergency. As necessary, the Department Heads will also dispatch Main Base staffs to the line station to
assist with normal operations in the days following the accident / serious incident
1.7.4 Release of Information
No Company personnel, except the General Manager/Accountable Manager and his/her designated
spokesperson, is authorized to release any information to anyone, including CAAT. Refer:
All public inquires to Company Information Enquiry Center, Media questions to PR Coordinator, and CAAT
requests to Head of Flight Operations.
No interview of any crew members or company officials will be granted unless authorized by the General
Manager/Accountable Manager and only after the investigating team has completed their interviews
1.8 Facilities
AC Aviation Flight Operation Department:
222 Donmueang International Airport, Room no. 2021 Central Block Building,
2nd Floor, Vibhavadee-Rangsit Rd., Donmueang, Bangkok, Thailand 10210
Email flightops@bangkokjets.com, AFTN :VTBDACJX
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 2.- FLIGHT OPERATIONS CONTROL ..........................................................................................3
2.1 General ..................................................................................................................................................3
2.1.1 Flight Operations Control.................................................................................................................3
2.1.1.1 Operational Control Personnel ...................................................................................................4
2.1.1.2 Stationing of Dispatchers .............................................................................................................4
2.2 Principles Governing Flight Operations Control .................................................................................4
2.2.1 Safety...............................................................................................................................................4
2.2.2 Exercising Authority .........................................................................................................................4
2.2.3 Emergency Authority .......................................................................................................................5
2.2.4 Company Clearance ........................................................................................................................5
2.2.4.1 Required Data for Clearance .......................................................................................................5
2.2.5 Assignment of Flight Monitoring ......................................................................................................5
2.3 Meteorological Information .....................................................................................................................6
2.3.1 Source for Weather Information ......................................................................................................6
2.3.2 Currency ..........................................................................................................................................6
2.4 Flight Dispatch Control ...........................................................................................................................6
2.4.1 General Requirements ...................................................................................................................6
2.4.2 Post Flight ........................................................................................................................................6
2.5 Flight Monitoring Procedures ................................................................................................................7
2.5.1 Radio Facilities ................................................................................................................................7
2.5.2 Communication Record ...................................................................................................................7
2.5.3 Aircraft Movement Messages ........................................................................................................7
2.6 Dispatch Release ..................................................................................................................................7
2.6.1 Amending a Dispatch Release ........................................................................................................8
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CHAPTER 2.- FLIGHT OPERATIONS CONTROL
2.1 General
Operations Control of Company flight operations is divided into three functional areas:
Function
Responsible by
Operations Control
PIC (Dispatch assist)
Aircraft Rotation
Maintenance Control
Commercial Control
Marketing
Operations control includes:
 Planning of all flight movements,
 Initiation, continuation, diversion, termination, cancellation or suspension of flights while in operation,
and
 Management of flight crew duty periods.
Aircraft rotation control involves:
 Releasing aircraft to service,
 Assigning aircraft to operate specific flights, and
 Substituting aircraft.
Commercial control handles:
 Establishing operational schedule according to market demand,
 Rescheduling, rerouting or canceling flights due to major delays, weather conditions. Airport
limitations or traffic load, and
 Recovery of disrupted (delayed or cancelled) flights .
 Factors affecting flight operations requiring responses or adjustments include but not limited to the
following:
 Aircraft availability,
 Aircraft ground handling supports. Traffic load,
 Industrial dispute or action, whether actual, imminent or threatened,
 Weather warnings,
 Civil disturbances,
 Airport closures or limitations,
 Fueling or refueling problems,
 Loading or unloading prob lems, or
 Crewing problems.
2.1.1 Flight Operations Control
In support of "Operations Control" Flight Dispatchers will exercise responsibility for primary as well as
secondary activities related to the planning, evaluation and implementation of flights scheduled to operate.
The pilot-in-command has sole authority over any and all decisions regarding the initiation, continuation,
diversion, termination, cancellation and suspension of flight while in operation, giving due considerations
to the operating environment such as weather, aircraft performance capabilities, airfield and route
specifications.
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2.1.1.1 Operational Control Personnel
a) Dispatchers and Assistant Dispatchers will comply with pertinent rules and regulations an the
provisions of the operations manuals when conducting their duties.
b) It is the responsibility of individual License Dispatchers and Assistant
c) Dispatchers to always comply with all applicalbe laws, regulations and procedures in all locations
where operations are conducted.
d) Operational control personnel reporting to work will be physically and medically fit for duty and not
under the influence of any psychoactive substance.
e) No Dispatch staff will be assigned operational control duties without supervision unless he/she, as
the case may be, has sucessfully completed initial training to become qualified or undertaken
recurrent training to remain qualified.
f) Assistant Dispatchers will assist Dispatchers, and perform their operational duties under supervision
of the respective Dispatcher.
g) Dispatchers or Assistant Dispatchers, in co-operation with the PIC, will perform operational dispatch
services, advise all concerned with necessary information, and put every effort to accomplish smooth
operation under his/ her control especially when a flight is in an emergency situation.
2.1.1.2 Stationing of Dispatchers
For the purpose of flight dispatch, Company may arrange dispatch services at selected line stations as
deemed necessary. Responsibilities of Line Station Dispatch Centers, when in operation, may include
Dispatch Release, pre-flight briefing and flight watch for the flights over the airports or countries as assigned.
At present, a Dispatch Center is in operation at Don Mueang Airport to support domestic international flight
operations.
For the airports where no Dispatcher is stationed, the Company will provide flight dispatch controls as follows:
 Domestic flights: via Flight Dispatch Center at Don Mueang Airport, Bangkok
 International flights: via Dispatch Center at Don Mueang Airport, Bangkok.
 Charter flights: through pre-arranged local aircraft handling agents.
Note: Dispatch Release for all charter flights are issued by Dispatch Center at Don Muang Airport.
2.2 Principles Governing Flight Operations Control
2.2.1 Safety
Flight safety will be the ultimate objective to which the PIC and Dispatcher will pursue on their duties.
No flight will be commenced unless it has been ascertained, by every reasonable means available, that
conditions and ground facilities required for the flight, including but not limited to the following, are adequate:
 Navigation aids;
 Applicable minima;
 Field conditions;
 Runway length;
 Airport rescue and fire fighting capability;
 Ground handling facilities.
2.2.2 Exercising Authority
In exercising the authority of flight operational control, the PIC will be ultimately responsible for safe and
secure operations of the flight under his control and the Dispatcher will be responsible for smooth and
effective supports with a full knowledge of the flight and its environment from initiation to termination. The PIC
and Dispatcher are jointly responsible to conduct all flights under their control in full compliance with Thai Air
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Navigation Act and relevant Company operations manuals.
The Aircraft Dispatcher is responsible for:
a) Monitoring the progress of each flight, and
b) Issuing necessary information for the safe conduct of the flight.
While operating a flight or series of flights, each PIC:
a) Has full operations control to continue, divert, terminate or suspend a flight.
b) Is in command of the aircraft and crew,
c) Is responsible for the safety of the crew members, passengers, cargo and airplane, and
d) Has full control and authority in the operations of an aircraft, without limitations, over other crew
members and their duties during flight time, whether or not he holds valid certificates authorizing him
to perform the duties of those crew members.
2.2.3 Emergency Authority
In an emergency situation that requires immediate decision and action, the PIC may take any action that he
considers necessary under the circumstances, with safety being the paramount factor for decision.
In an emergency situation arising during flight that is known to him and requires immediate decision, the
Dispatcher will immediately, via the quickest means:
 Advise the PIC of the emergency,
 Ascertain the decision of the PIC,
 Record the decision in the Dispatch Log, and
 Initiate and execute necessary actions in support of the PIC's decision.
2.2.4 Company Clearance
Company clearance (hereafter referred to as "Clearance") means a confirmation of the contents of flight
operations, which include flight planning, pre-flight briefing and related documentation. Such clearance will
become valid as soon as both the PIC and Dispatcher releasing the flight have signed the Dispatch Release
(DR) on the Computer Flight Plan immediately after pre-flight briefing.
2.2.4.1 Required Data for Clearance
Following details will be made available to both the PIC and Dispatcher releasing the flight prior to the
endorsement of the required Company Clearance:
 Allowable Gross Takeoff Weight (AGTOW),
 Payload,
 Trip Fuel,
 Reserve Fuel,
 Route,
 Altitude,
 Alternate Airport(s),
 Weather forecast for enroute, alternate(s) and destination,
 Notice to Airmen (NOTAM),
 Aircraft Minimum Equipment (MEL) status, and
 Any other information related to flight operations .
2.2.5 Assignment of Flight Monitoring
Where necessary, flight monitoring is assigned to specific Dispatcher or Assistant Dispatcher by Dispatcher
Supervisor, considering geographic location of operation and air-ground communication networks.
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2.3 Meteorological Information
2.3.1 Source for Weather Information
Meteorological information means weather reports, analysis, forecasts, SIGMET or statements relating to
meteorological conditions to be forecast. Aviation weather observations and forecasts (text weather) and
weather charts (weather graphics) are provided by the Thai Meteorological Office, US National Weather
Service or other countries' National Weather Services (NWS) and World Meteorological Organization
(WMO), Aviation Weather Center(AWC) approved sources. Only official NWS, WMO, Military, Skyplan
Services, Jeppesen Metplan, Global Weather Dynamics Inc., or other additional sources acceptable to the
Director Flight Operations will be used to control Company flights.
Station personnel will provide weather data from Thai Meteorological Office or other approved government
source to operating flight crews whenever available. Tailored weather and NOTAM briefings are transmitted
to the station by Dispatch and will be supplemented by locally available weather information upon request
by the aircraft Commander.
2.3.2 Currency
Meteorological information to be used will be of the most current one.
2.4 Flight Dispatch Control
2.4.1 General Requirements
1.) All persons who are engaged in flight operations control will, as a matter of course, securesafety
and security of operations, and extend their efforts to achieve the maximum efficiency of operations
in addition to maintaining schedules and passenger comfort.
2.) Flight dispatch control is the exercise of authority by the PIC and flight dispatcher over flight planning
for the purpose of commencing one or a series of flights.
3.) Flight Dispatch Center will initiate necessary action upon receipt of information on aircraft
emergency so as to assist the PIC to handle the situation in accordance with the emergency
procedures, and inform all concerned of the situation.
4.) Furnish the pilot-in-command while in flight, by appropriate means, information which may be
necessary for the safe conduct of the flight.
5.) To monitor flight progress and to communicate timely flight operational information necessary to
support handling of aircraft arrival, diversion or air turn backs.
6.) Constantly assess route information such as curtailment of airport facilities, runway closures,
fuelling facilities, industrial unrest at line stations, meteorological warnings and crew flight time
limitations to detect any potential disruption to flights in progress.
2.4.2 Post Flight
The dispatcher will:
1.) Submit a dispatcher report if an emergency has arisen during his duty time.
2.) Receive a debriefing from the PIC on the flight conditions and, as applicable, apply this information
in planning for the following flight.
3.) Collect, audit for accuracy and completeness, and file all flight related documents returned by the
flight crew.
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2.5 Flight Monitoring Procedures
When assigned flight monitoring duty, Dispatchers will:
1.) Closely monitor the latest weather reports or forecasts for the route and for destination and alternate
airports
2.) Transmit operational information to the flight crew through radio contacts, or ARINC computer
system.
2.5.1 Radio Facilities
The Company utilizes the following radio links to provide communication between each aircraft in operation
with the Dispatch Control Center:
 AFTN link
 Sattelite
 E-mail
All communications between flights and the Dispatch Center are shared frequencies and are therefore
restricted to topics of operational necessity only.
2.5.2 Communication Record
All communications between Dispatch and flight crews will be recorded on a Communications Log and
retained for 3 months. Dispatchers receiving messages from, or transmitting information to, flight crews will
record:
 Date and (UTC) time,
 Flight number and,
 A brief transcript of the content transmitted or received.
2.5.3 Aircraft Movement Messages
At commencement and termination of a flight, the respective departure or destination station, as applicable,
will send expeditiously IATA-formatted aircraft movement message to Dispatch at Main Base, to inform of
the initiation and completion of a flight scheduled to operate. Such movement messages may be sent by:
 E-mail to flightops@bangkokjets.com;
 AFTN to VTBDACJX.
In the event that no movement message is received within reasonable time after the expected aircraft
movement, Dispatcher on duty will contact the relevant station for update.
2.6 Dispatch Release
Dispatch Release or Flight Journey Log is the authorization required for a flight or a series of flights to depart.
This authorization requires the concurrence of the Captain and Dispatcher, acknowledging that the flight(s)
can be conducted safely. Having been proposed by the Dispatcher, the Dispatch Release becomes
effective when the Captain signs it.
By signing the Flight Journey Log, the Captain and Dispatcher each confirms that:
I hereby certify that I have found all factors involved in this flight and represented by this release to be in
accordance with regulations and Company policies, according to my best judgement and concern for the
safety of the operation.
The Dispatch Release remains effective to authorize a departure until the specified void time or until the
Captain or Dispatcher becomes aware of any change to the required contents or other information that makes
any term of the Dispatch Release invalid.
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After departure (airborne), the Dispatch Release requirements having been met, the flight (for dispatch
purposes) is considered enroute and there after under the operations control of the Captain.
2.6.1 Amending a Dispatch Release
Before departure, the Dispatch Release may be amended to conform to changing conditions or payload.
The amendment may be proposed by either the Captain or Dispatcher, and will be a valid change to the
Dispatch Release after concurrence by the other party. Such amendments must be confirmed by positive
contact between the Captain and Dispatcher using one of the following methods: Voice contact via telephone
or company radio, Message via Line or BB channel, Transmitted in teletype form, or Personal presence.
All changes or amendments must be written on the Dispatch Release with the Captain's and Dispatcher's
name and time accepted. By annotating the copy of their Dispatch Release, the Caption and Dispatcher each
re-certifies that the related flight is safe to operate.
Note: If a Station Staff is unable to provide any information request by the flight crew, he/she will
immediately contact Flight Dispatch Center at Main Base for the required information documentation.
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Table of Contents
TABLE OF CONTENTS ...................................................................................................................................... 1
CHAPTER 3.- DISPATCHER POLICY ............................................................................................................ 3
3.1 NOTAM ................................................................................................................................................... 3
3.2 ORIGINAL DISPATCH (FLIGHT RELEASE), RE-DISPATCH, AMENDMENT .......................................................... 3
3.3 WEATHER REQUIREMENTS ........................................................................................................................ 4
3.3.1 DEFINITION OF WEATHER CONDITIONS .................................................................................................... 4
3.3.2 AIRPORT WEATHER FORECASTS -APPLICATION FOR FLIGHT PLANNING..................................................... 4
3.3.3 DISPATCH OR FLIGHT RELEASE UNDER IFR OR OVER-THE-TOP ............................................................... 4
3.3.4 FLIGHT RELEASE BELOW MINIMA - USING FLAG AND SUPPLEMENTAL EXTENDED OVER-WATER RULES ...... 5
3.3.5 DESTINATION WEATHER MINIMA ............................................................................................................. 5
3.3.6 ALTERNATE WEATHER MINIMA................................................................................................................ 5
3.3.7 WITH NO APPROVED APPROACH ............................................................................................................ 5
3.3.8 CIRCLING APPROACH ............................................................................................................................. 5
3.3.9 WEATHER DOCUMENTATION ................................................................................................................... 5
3.3.10 SPECIFIC WEATHER REQUIREMENT ...................................................................................................... 6
3.4 SELECTION OF ALTERNATES ...................................................................................................................... 6
3.4.1 ALTERNATE AIRPORT NOMINATION AND FORECAST LANDING CONDITIONS ................................................ 6
3.4.1.1 POLITICAL CONSIDERATIONS FOR ANY ALTERNATE ............................................................................... 7
3.4.2 TAKE-OFF ALTERNATE ........................................................................................................................... 7
3.4.3 EN-ROUTE ALTERNATE .......................................................................................................................... 8
3.4.4 DESTINATION ALTERNATE ....................................................................................................................... 8
3.5 AIRPLANE WEIGHT LIMITATIONS ................................................................................................................. 9
3.5.1 ESTIMATED ZERO FUEL WEIGHT MESSAGE ............................................................................................. 9
3.5.2 DISPATCH RELEASE MAXIMUM TAKE-OFF WEIGHT (MTOW) .................................................................... 9
3.5.3 MAXIMUM LANDING WEIGHT (MLW)........................................................................................................ 9
3.5.4 LOAD SHEET ........................................................................................................................................ 10
3.6 CRUISE SPEEDS FOR PLANNING............................................................................................................... 10
3.7 LANDING RUNWAY LENGTH ...................................................................................................................... 10
3.8 OPERATIONS INTO ICING CONDITIONS ...................................................................................................... 10
3.9 FLIGHT PLAN FOR USE ............................................................................................................................ 11
3.9.1 COMPUTER FLIGHT PLAN...................................................................................................................... 11
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CHAPTER 3.- DISPATCHER POLICY
3.1 NOTAM
NOTAMS are provided by the following entities: Aero Thai within Thailand and the Aeronautical Information
Publications of foreign governments in accordance with ICAO standards. Dispatchers must provide the Pilotin-command with all available information regarding airport conditions and irregularities of navigational
facilities that may affect the safety of flight. This requirement is satisfied by the inclusion of NOTAMS in the
Pre-flight Briefing. The latest information available or information provided on a previous flight leg may be
used to satisfy this requirement.
Because NOTAM information affects the judgment of both the Captain and the dispatcher, NOTAMS are
considered in planning a flight. Dispatch will provide the Captain with NOTAMS and any applicable
information that later becomes available. Crews operating multi-sector flights are to be given copies on
departure from the first station only, and will retain them through transit stations with any updates.
3.2 Original Dispatch (Flight Release), Re-dispatch, Amendment
The Company may use any regular airports, or refueling airports which are authorized for the aircraft type,
as a destination airport for the purpose of original Dispatch Release.
Neither the Pilot-in-Command nor the Dispatcher may allow a flight to continue to a destination airport to
which it has been dispatched or released, unless the weather conditions at an alternate airport that was
specified in the Dispatch Release are forecast to be at or above the alternate minimum’s specified 'in the
operations specifications for the airport, at the time the aircraft would arrive at the alternate airport.
Where applicable, the Dispatch Release may be amended enroute to include any new or additional alternate
if:



The aircraft arrives at that alternate airport with the fuel reserves that apply for that flight;
The alternate airport weather conditions at the estimated time of arrival are at or above the alternate
airport weather minima specified in its operations specifications; and
The airport that is within the fuel range of the aircraft.
The original destination or alternate airport of a flight that is specified in the original Dispatch Release cannot
be changed to another airport while the flight is in progress unless the other airport meets all of the
requirements applicable to the original destination or alternate airports.
When a Dispatch Release is amended while a flight is in progress:
The Dispatcher will record the time the amendment became effective with his signature on the Dispatch
Release.
The PIC, if he concurs with the Dispatcher, will record the Dispatcher's name or initials and the time of the
amendment on his copy of Dispatch Release and sign the amendment indicating his concurrence.
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3.3 Weather Requirements
3.3.1 Definition of Weather Conditions
For purposes of flight planning, the following criteria will be used
CONDITION
50%Probability
30% to 50%Probability
10% to 20%Probability
USA Ft
"OCNL"
"CHC"
"SLGTCHC"
ICAO TAF OR
"BECMG" "TEMPO"
"PROB30" "PROB40"
"TEMPO"
Note: Detailed weather report and forecast decoding information are given in the Jespersen route manual.
SKC - Sky clear; no cumulonimbus and no clouds below 5000 ft., or below the minimum sector
altitude, whichever is greater.
CAVOK - Cloud and Visibility Okay. Visibility 10 km or more; no cumulonimbus and no clouds below
5000 ft., or below the minimum sector altitude, whichever is greater; no precipitation, thunderstorm,
sandstorm, dust storm, shallow fog or low drifting dust, sand or snow forecast.
SCT - Scattered; up to one-half the sky covered or obscured by clouds.
BKN - Broken; more than one-half but less than complete sky coverage by clouds.
OVC - Overcast; complete sky coverage by clouds.
3.3.2 Airport Weather Forecasts -Application for Flight Planning
Weather forecasts provided by the Thai Meteorological Office, US National Weather Service, World
Meteorological Organization, approved weather services of other countries, and other approved sources often
contain conditional phrases such as OCNL, CHC, TEMPO, SLT CHC, or PROB.
These phrases modify the main body of the forecast and indicate the probability of change in conditions
during the forecast period. Flight crews and Dispatch will use the worst weather conditions listed in any report
or forecast as the controlling factor for any flight movement. This makes the remarks portion of a forecast as
operationally significant as the main body of the forecast.
It is Company policy that the worst weather condition listed in the main body or remarks portion of the terminal
forecast, as well as any weather report used, is the controlling factor in the selection of destination and
alternate airports.
The above policy also applies to TREND forecasts (FC). Where available, the TREND forecast overrules the
airport forecast (TAF/TAFOR) for the valid period.
3.3.3 Dispatch or Flight Release under IFR or Over-the-Top
All Company flights are to be conducted under IFR Rules. Dispatchers on duty may not dispatch or release
a Company aircraft for operations under IFR or over-the-top unless appropriate weather conditions will be at
or above the authorized minimums at the estimated time of arrival at the airport or airports to which dispatched
or released.
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3.3.4 Flight Release below Minima - Using Flag and Supplemental Extended Over-Water Rules
A flight may be dispatched to an airport reporting below minima, if in the judgment of the Captain and the
Dispatcher after reviewing weather reports or forecast or both, there is a reasonable expectancy of weather
improvement to approved minima at the estimated time of arrival (ETA) provided the alternate airport will be
above minimums at the estimated time of arrival at the alternate. Otherwise a delayed departure or a
cancelled landing will be appropriate.
3.3.5 Destination Weather Minima
When dispatch rules require that the destination airport have weather at or above landing minima weather
reports or forecasts or a combination of both must indicate that weather conditions at the ETA at that airport
will be at or above the published landing minima shown on the applicable approach chart considering current
NOTAMS and field condition
When determining forecast weather at destination where ceiling is required, it may be necessary to consider
"occasional" or "chance of' conditions" as part of the basic fore-cast to ensure the forecast cloud layers (when
they constitute a ceiling) at the time of arrival will be equal to or greater than the QFE value, which appears
in parentheses following the DH or MD value for the instrument approach procedure, expected to be used at
the time of arrival. Where there is only a requirement for visibility to conduct an approach only the visibility
need be considered (refer to Definitions of Weather Conditions).
Note: Metric Minima for ceiling, visibility and RVR, when in use, are not abbreviate but are shown as complete
values
RVR visibility values are charted only when the value is not the same as the prevailing or meteorological
visibility value. When a difference occurs, the respective RVR and prevailing or meteorological visibility values
are prefixed with "RVR" and "VIS". When there is no difference, the minimum is shown only once and means
either RVR (if RVR is reported for that runway) or visibility if measured otherwise.
3.3.6 Alternate Weather Minima
The minima in this part are for dispatch purposes only and are not to be considered as operating minima. For
weather minima applicable at an airport to which a flight has actually diverted, destination airport weather
minimums apply.
3.3.7 With No Approved Approach
The ceiling and visibility must be adequate to permit a descent from the MEA and to approach and land under
basic VFR at the ETA at that airport.
3.3.8 Circling Approach
Visual maneuvering authorized with 1000 ft. and 3 miles.
3.3.9 Weather Documentation
As allowed in regulations to use "weather reports or forecasts, or any combination thereof," a flight can be
dispatched with a forecast only when there are no legal requirements for a current weather sequence report.
Weather sequence reports are provided for flight planning when available. When destination or alternate
sequence reports are not available, the flight will be dispatched using a forecast only.
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Each departing flight must have the latest available weather reports or forecasts or a combination of both,
appropriate to the route and altitude planned, and for airports designated in the Dispatch Release. This should
include forecasts and reports of adverse weather phenomena, such as clear air turbulence, thunderstorms,
and low altitude wind shear.
Weather documentation provided for a previous flight leg may be used to meet the requirements if it is the
latest available. This information affects the judgment of both the Captain and the Dispatcher and is, therefore,
considered as a part of the Dispatch Re- lease. Station operations personnel should provide the Captain with
any additional applicable weather reports or forecasts as they become available.
3.3.10 Specific Weather Requirement
For the details of specific weather requirements refer to Flight Dispatch Manual Chapter 7 Section 7.3.1
Planning with One Alternate a) Destination weather requirements, b) Alternate weather requirement
3.4 Selection of Alternates
At least one destination alternate must be selected. The nomination and use of alternate airports which are
situated in airspace where ATC may not grant priority to aircraft on diversion, or which have deficient
standards of approach and landing aids, should be avoided.
The alternate selected will be a regular, provisional, refueling, or alternate airport close to destination. The
naming of an alternate further from destination than safely necessary increases required fuel and thereby
decrease payload. Policy is to name the closest suitable alternate airport for each flight that requires an
alternate. Suitability must consider the following:
a.) Actual and/or forecast weather and the reliability of the forecast. Obviously, a large high pressure
area would make a forecast more reliable than rapidly moving fronts which are subject to changes of
direction or speed.
b.) Marginal forecast in the same weather pattern.
c.) Flight time from departure to destination. The longer a flight is from destination in terms of time, the
less reliable a forecast may be.
d.) Approach radio aids and their status.
The Captain and Dispatcher will agree to the selection of an alternate closest to the destination that
meets safety requirements. Status of handling capability is not normally a determining factor at the
time of original dispatch. Ground handling becomes important when the flight is approaching
destination and a diversion becomes possible or probable. Short range flight dis- patches to an airport
with marginal weather will make ground handling a consideration in selection of an alternate.
Note: The selected take - off alternate, en-route alternate and destination alternate must be specified in the
operational flight plan.
3.4.1 Alternate Airport Nomination and Forecast Landing Conditions
The following criteria for forecast weather conditions are planning criteria and must be satisfied only at the
planning stage. Detailed alternate requirements and the minimum weather conditions applicable to them are
given in the following paragraphs.
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Where forecasts state a percentage probability for the occurrence of a condition, then only ‘Prop 40%' and
higher need to be taken into account when considering forecast conditions at an alternate. Airports are
categorized into three groups; Takeoff Alternates, Destination Alternates and En-Route Alternates.
For any Takeoff Alternate or Destination Alternate, the forecast crosswind component must not exceed the
limit for the applicable surface condition on the runway expected to be used for the landing, for the period
one hour before and one hour after, the estimated time of arrival at the Takeoff or Destination alternate airport.
Note:
METAR winds are in degrees True. Crosswind limits are unaffected by engine status.
3.4.1.1 Political Considerations for Any Alternate
When nominating an alternate, consideration must be given to political as well as operational factors. Where
an alternate would not be approved under normal circumstances for political reasons, it must not be planned.
After the planning stage, it will not be used except when an emergency is encountered and declared to ATC.
Crews should be aware that in the case of diversion to an alternate that is not politically friendly, then the
aircraft, passengers and crew may be subject to detention and a substantial fine levied against the airline.
An additional vital consideration is that passengers on board may be vulnerable to punitive action by the State
for political reasons if they are identified by authorities of the State when disembark due to operational
reasons. These considerations apply equally to technical stops for fuel uplift.
3.4.2 Take-Off Alternate
A suitable take-off alternate must be specified and documented in the operational flight plan when
meteorological and/or performance considerations preclude a return to the departure aerodrome.
This take-off alternate will be located within –
a) For two engine airplanes, one hour still air flight time at the AFM one engine inoperative cruising
speed in ISA calculated on the actual take-off weight.
b) For three and four engine airplanes, two hours still air flight time at the AFM one engine inoperative
cruising speed in ISA calculated on the actual take-off weight.
c) If the AFM does not contain a one-engine-inoperative cruising speed the speed to be used for
calculation must be the remaining engine max continuous power speed.
At the nominated Takeoff alternate, the weather reports or forecasts, or any combination thereof, which
indicate that, during the period commencing 1 hour before and ending 1 hour after the ETA at the aerodrome,
the weather conditions are at or above the applicable planning minimum. In addition the forecast conditions
must be such that a successful CAT 1 ILS, or if necessary, non-precision approach, may be carried out on
a runway expected to be available at the probable time of the approach.
Airplane takeoff and climb performance with one engine inoperative must be considered when selecting a
takeoff alternate. The airplane must be capable of climbing to a safe altitude which will permit onwards flight
to the commencement of the approach at the selected takeoff alternate from the published initial approach
altitude at that airport.
The criteria listed are only required at the planning stage. Once flight has commenced an airplane may use
any adequate airport as a takeoff alternate, which is at or above the lowest approach minima for which the
crew are qualified and for which the airplane equipment required to fly the approach is serviceable.
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3.4.3 En-Route Alternate
During en-route, one-engine out limitations must be taken in account. (See Section 4.4.4.) When selecting
an en-route alternate in accordance with fuel planning the en-route alternate weather must be suitable during
the period commencing 1 hour before an ending 1 hour after the ETA at that aerodrome.
3.4.4 Destination Alternate
When selecting an aerodrome as destination or alternate, the planning minimum for landing must be
established for the possible approach aid available taking into account the prevailing wind direction and the
serviceability conditions of the approach aid at the estimated time of arrival.
At least one destination alternate must be selected for each IFR flight unless:
The planned duration of the flight from take-off to landing does not exceed 6 hours; and Two separate
runways are available and usable at the destination aerodrome and the appropriate weather reports or
forecasts or any combination thereof indicate that, for the period commencing 1 hour before and ending 1
hour after the ETA at the destination, the ceiling will be at least 2000 ft. or circling height+ 500 ft., whichever
is greater, and the visibility will be at least 5 km.
When the destination is isolated and no adequate destination alternate exists fuel policy in Section 4.3.5.1
may require additional fuel for that flight.
Two destination alternates must be selected when the appropriate weather reports or forecasts, or any
combination thereof, indicate that during a period commencing 1 hour before and ending 1 hour after the
ETA at the destination the weather conditions will be below the applicable planning minimum; or When no
meteorological information is available.
All required alternates must be specified in the operational flight plan. The Commander is responsible for the
specification and documentation of the alternate aerodromes.
Note 1: Runways on the same aerodrome are considered to be separate runways when: They are separate
landing surfaces which may overlay or cross such that if one of the runways is blocked, it will not prevent the
planned landing on the other runway; and Each of the landing surfaces has a separate approach procedure
based on a separate aid.
Note 2: An adequate aerodrome is an aerodrome, which the operator and the Authority consider to be
adequate, having regard to the performance requirements applicable at the expected landing weight
anticipated at the expected time of use:
The aerodrome will be available and equipped with necessary ancillary services such as ATC, sufficient
lighting, communications, weather reporting, navaids and emergency services; an
At least one letdown aid will be available for an instrument approach (Ground radar would so qualify).
Note 3: A suitable aerodrome is an adequate aerodrome with weather reports or forecasts, or any
combination thereof, indicating that the weather conditions are at or above operating minimum and the
aerodrome condition report indicate that a safe landing can be accomplished at the time of intended operation.
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3.5 Airplane Weight Limitations
Airplane loading limitations have been established to protect the airplane's structural integrity and to provide
adequate performance margins under critical conditions of flight. The objective of load planning is to carry all
or as much as possible of the revenue load (cargo) to the intended destination. Frequently flights are planned
and operated at limiting weights lower than allowable by airplane performance due to volume limit of the cabin
load, or estimated cabin loads below the capacity of the airplane. Within these limitations it is the Dispatcher's
responsibility to meet the objectives stated above as economically as possible. In doing so he determines the
following values:
a.) Dispatch Release Maximum Take-off Weight (MTOW)
b.) Maximum Landing Weight (MLW)
c.) Dispatch Release Maximum Zero Fuel Weight (MZFW)
d.) Minimum Fuel Required (MFR)
e.) Extra fuel
The Dispatcher is responsible to ensure that the MTOW and MZFW shown on the Dispatch Release do not
exceed structural or performance limitations under the conditions forecast for the operations.
3.5.1 Estimated Zero Fuel Weight Message
Zero Fuel Weight (ZFW) may be limited by the amount of required fuel. Whenever possible, stations are to
provide Dispatch with a realistic estimate of ZFW at the latest one hour before departure. Dispatch will flight
plan and compute required fuel based on the estimated ZFW without any padding to provide for last-minute
changes.
3.5.2 Dispatch Release Maximum Take-off Weight (MTOW)
It is the Captain's responsibility to ensure that the actual TOW does not exceed the structural or performance
limitations at the time of departure. The Dispatch Release MTOW is limiting unless revised upward or
downward by the Captain whenever conditions permit. An upward adjustment will only become necessary if
the Captain has directed the loading of extra fuel. Frequently the MTOW will be above the CFP TOW, (and
in these cases, is intended for weight and balance computations only. The MTOW must not exceed the lower
of the following two computations:
a.) Structural Limit given by the manufacturer in the Limitations Chapter of the relevant Airplane Flight
Operations Manual, and
b.) Performance-limited MTOW which is the lower of either of the following:
i.
ii.
Take-off performance limits which are determined from the tables in the Airport Analysis Manual,
and
MTOW limited by MLW which is determined by adding fuel burn to the MLW. When determining
performance-limited TOW the Captain and the Dispatcher are to use values for performance that
they anticipate will exist at the time of take-off.
3.5.3 Maximum Landing Weight (MLW)
a.) Structural Limit - To determine structural MLW, see the Limitations Chapter of the relevant Airplane
Flight Operations Manual.
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b.) Performance-Limit MLW - The approach and landing climb limits and the landing runway limits are
determined from the tables in the Runway Analysis Manual. When determining performance-limited
MLW, the Captain and the Dispatcher are to use values for performance factors that they anticipate
will exist at the time of landing. (See "Landing Runway Length" below.)
3.5.4 Load Sheet
The MTOW and MZFW shown on WEIGHT AND BALANCE LOADING FORM will be considered the
maximum allowable weights for the flight. If take-off conditions change and the Captain direct extra fuel to be
loaded, a new WEIGHT AND BALANCE LOADING FORM is NOT required for changes up to a total of 18,328
lbs. for E135 flights in take-off weight. But (both PIC and Dispatcher must record the time and sign their
Dispatch Release to annotate the amendment) or a new computer flight plan will be transmitted to the PIC if
required.
3.6 Cruise Speeds for Planning
Computer flight plans are normally calculated on fixed Mach number or cruise speed. Flight crew will operate
the airplane on LRC at all cruise levels unless otherwise specified.
3.7 Landing Runway Length
If the landing runway at the destination is expected to be wet or slippery at the flight's estimated time of arrival,
fifteen percent additional runway is required. Verify details using the relevant aircraft performance charts.
This limitation applies for load planning purposes only and is not an operating limitation. The following is to
be considered in determining applicability of the wet-slippery runway limitation:
a.) Dry Runway:
A dry runway may be anticipated either with scattered showers in the area, with intermit- tent drizzle
of no greater-than-moderate intensity, with intermittent light rain and surface temperatures above
freezing, or with light rain and surface temperatures above freezing, or with light snow and surface
temperatures below (28°F) -2°C. In assuming a dry runway, all other factors affecting the condition
of the landing runway should also be considered.
b.) Wet-Slippery Runway:
When precipitation of greater severity or intensity than that listed above is not forecast to end in
sufficient time to allow the runway to dry or be cleared, or if for any other reason the runway may be
slippery (with ice, slush or snow), a wet slippery runway must be anticipated.
3.8 Operations into Icing Conditions
No aircraft will be dispatched into known or forecast icing conditions unless:
A.) The aircraft is equipped with operational: Wing Icing Detection System,
 Wing Anti-icing System,
 Engine Anti-icing System, and
B.) The alternate and destination airports have de-/anti-icing capability.
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3.9 Flight Plan for Use
A copy of the flight plan filed with ATC must be carried on board the airplane to the destination. When a Flight
Plan is filed, the crew must be provided with a copy (or copy of telex) of the flight plan. The Dispatcher
assigned with the flight will retain a copy of the same flight plan for his monitoring of flight progress.
If for any reason a flight plan has not been prepared or filed with ATC, the Captain will ensure that this is
accomplished promptly so as not to delay the flight departure. Under unusual circumstances at a departure
station, this may require a flight crew member to prepare and file the flight plan manually and forward a copy
on teletype to Dispatch if feasible.
3.9.1 Computer Flight Plan
Dispatch normally prepares a Computer Flight Plan (CFP) for departures of all flights. If conditions change
and the flight cannot operate as originally planned, the crew may use telephone or air-ground radio to enlist
the assistance of Dispatch. Dispatch will attempt to forward a revised CFP to the departure station. Because
of the nature of point-to-point communications and to avoid a delay, the crew may depart with a manual flight
plan. Use of this procedure will be noted in the Dispatch Communication Log (Form ACA-OPS-FDMF003/Rev.00).
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Table of Contents
Table of Contents ..........................................................................................................................................1
CHAPTER 4.- FLIGHT PLANNING CRITERIA ................................................................................................3
4.1 Aerodrome Availability ............................................................................................................................3
4.1.1 General ................................................................................................................................................3
4.1.2 Determination of Instrument Approach Procedure(s) ..........................................................................3
4.1.3 Airports Curfew ....................................................................................................................................3
4.1.4 Rescue and Fire Fighting Services (RFFS) .........................................................................................4
4.1.4.1 General .............................................................................................................................................4
4.1.4.2 Basic Policy .......................................................................................................................................4
4.1.4.3 Temporary Downgrading of RFFS ....................................................................................................4
4.1.4.4 Ad Hoc Flight ....................................................................................................................................4
4.1.4.5 In-Flight Considerations ....................................................................................................................4
4.1.4.6 Dispatch Deviation ............................................................................................................................4
4.1.5 Requirement for Night Landing ............................................................................................................4
4.1.6 Company Airfield Classification ...........................................................................................................5
4.1.6.1 Pilot Airfield Qualification ..................................................................................................................5
4.1.6.2 Operation of and Ad Hoc Flight, New Schedule Service or Charter Flight .......................................6
4.1.6.3 Operation to a Non-Categorized Airfield ...........................................................................................6
4.2 Weather Forecast ...................................................................................................................................6
4.2.1 Aerodrome Forecast (TAF) ..................................................................................................................6
4.2.2 Trend Forecasts (Landing Forecasts)................................................................................................12
4.2.3 Application of TAF/TREND for Flight Planning ..................................................................................14
4.2.3.1 General ...........................................................................................................................................14
4.2.3.2 Rules for Application .......................................................................................................................15
4.2.4
Application of METAR/SPECI for Preplanning during Flight ..........................................................15
4.2.4.1 General ...........................................................................................................................................15
4.2.4.2 Surface Wind/Gusts ........................................................................................................................15
4.2.4.3 Visibility ...........................................................................................................................................15
4.2.4.4 Runway Visual Range (RVR) .........................................................................................................16
4.3 Fuel Requirements ................................................................................................................................16
4.3.1 Fuel Calculation .................................................................................................................................16
4.3.2 Fuel Planning .....................................................................................................................................16
4.3.2.1 Computer Flight Plan Applicability ..................................................................................................17
4.3.3 Fuel Required for Flight .....................................................................................................................17
4.3.4 Tankering ...........................................................................................................................................18
4.3.5 Fuel Planning for In Flight Re-Dispatch .............................................................................................18
4.3.5.1 Use of Isolated Aerodromes (The Island Alternate) .......................................................................19
4.3.5.2 Predetermined Point Procedure (Decision Point Procedure) .........................................................19
4.4 En Route ...............................................................................................................................................20
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4.4.1 General.............................................................................................................................................. 20
4.4.2 Minimum Altitude ............................................................................................................................... 20
4.4.2.1 Minimum Sector Altitude (MSA) ..................................................................................................... 20
4.4.2.2 Minimum En route Altitude (MEA) .................................................................................................. 20
4.4.2.3 Minimum Flight Altitude (MFA) ....................................................................................................... 20
4.4.2.4 Minimum Off-Route Altitude (MORA) ............................................................................................. 20
4.4.2.4.1 Route MORA ............................................................................................................................... 21
4.4.2.4.2 Grid MORA .................................................................................................................................. 21
4.4.2.5 Minimum Terrain Clearance in case of Engine Failure .................................................................. 22
4.4.3 Routing(s) .......................................................................................................................................... 23
4.4.4 En Route Limitations ......................................................................................................................... 23
4.4.4.1 General .......................................................................................................................................... 23
4.4.4.2 Service Ceiling ............................................................................................................................... 24
4.4.4.3 Alternate Airport Requirements ...................................................................................................... 25
4.4.5 Procedure in case of Engine Failure En Route ................................................................................. 25
4.4.5.1 Two-Engine Aircraft........................................................................................................................ 25
4.4.5.2 Three- and Four-Engine Aircraft .................................................................................................... 26
4.4.5.2.1 Discontinuation of Flight .............................................................................................................. 26
4.4.5.2.2 Continuation of Flight with One-Engine Failure .......................................................................... 26
4.4.6 Airways Restrictions .......................................................................................................................... 26
4.5 Minimum Equipment List (MEL) ........................................................................................................... 27
4.5.1 General.............................................................................................................................................. 27
4.5.2 Purpose of MEL ................................................................................................................................ 27
4.5.3 Use of MEL ....................................................................................................................................... 27
4.5.4 Deviation from MEL ........................................................................................................................... 28
4.5.5 MEL Procedure ................................................................................................................................. 28
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CHAPTER 4.- FLIGHT PLANNING CRITERIA
4.1 Aerodrome Availability
4.1.1 General
Before an aerodrome is utilized for operations, it will have been approved by Head of Flight Operations.
As a general policy, the operations will only be permitted to an aerodrome which the aircraft type concerned
can operate to and from, utilizing normal operating procedures.
The normal operating procedures will not only be applied for the approach/landing and takeoffs phases but
also cover all aspects of ground handling and operations.
Only in case of emergency, an aerodrome which has not been approved for the aircraft type concerned will
be utilized at the PIC's discretion.
In approving an aerodrome for operation, the following facilities will be considered:
Runway dimensions and PCN with regard to performance requirements, including taxiing and parking
requirements.
 ATS facilities, including the availability of visual and non-visual aids. SAR facilities and capability.
 Local conditions, such as weather, terrain or political aspects which may affect operations.
 Ground service facilities fueling, loading, cleaning and general handling using normal operating
procedures.
Note: Under certain conditions, special flights or a series of flights to the aerodrome not fulfill the above
requirements may be approved by Head of Flight Operations.

4.1.2 Determination of Instrument Approach Procedure(s)
Familiarization with the applicable Airport Charts and Instrument Approach Charts for the particular
aerodromes is recommended before dispatching the flights.
It is essential to have the Instrument Approach Procedure for the planned runway because, when without
approach procedure, the pilots have no reference regarding obstacles clearance during approach and
landing.
4.1.3 Airports Curfew
Because aircraft noise affects the people living in the vicinity of the airport causing public resentment. Noise
Abatement Procedures (NAP) and Night time restrictions are implemented at many airports.
Airport curfews will be taken into consideration and will always be well checked in order to ensure that the
flights can be operated in the required profile with safety.
Information on airport curfews, time limitations and runway selection for TKOF/LDG are available in
Jeppesen/Airport Directory.
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4.1.4 Rescue and Fire Fighting Services (RFFS)
4.1.4.1 General
According to ICAO Annex 14 "Aerodrome" and Doc.9137 part I “Airport Services Manual" the level of RFFS
at the aerodrome will be categorized, ranging from 1-10, based on over-all length and maximum fuselage
width of the aircraft.
The availability of RFFS category is not an indicated that an aerodrome is closed. Therefore, the aerodrome
"Closed" or "Open" rests with the airport authority's declaration, not according to the availability of RFFS.
4.1.4.2 Basic Policy
In general, AC Aviation flight shall not be operated to destinations which have RFFS categories below the
requirement as following detail:
Aircraft Type
ICAO Categories
Legacy 600
5
AC Aviation’s requirement
Destination
T/O Alt, En route Alt,
Dest Alt
5
5
4.1.4.3 Temporary Downgrading of RFFS
In case of temporary downgrading of the RFFS category at an airport as announced by NOTAM’s AC Aviation
will continue to operate with scheduled aircraft type to such an aerodrome as long as it has not been declared
“Closed” by the airport authority and the level of RFFS category is not less than the alternate requirement in
item 4.1.4.2
4.1.4.4 Ad Hoc Flight
If it is necessary to operate a bigger aircraft type to an airport on an ad hoc basis, the same criteria as in item
4.1.4.3 will apply.
4.1.4.5 In-Flight Considerations
No requirements are specified for airports to be used in case of emergency landings.
4.1.4.6 Dispatch Deviation
In case of any deviation from the Company's minimum requirement to the RFFS category at an airport as
described in item 4.1.4.2, AC Aviation.Co.,Ltd may continue to operate with the scheduled aircraft type to
such an aerodrome as long as it has not been declared "Closed" by the airport authority and provided an
approval is granted by the Head of Flight Operations, on a case-by-case basis, with the conditions that the
aircraft must be fully operational with no system or function failure or malfunction affecting the control systems
such as brake, anti-skid or flight control systems.
4.1.5 Requirement for Night Landing
When performing night landings, the following aids must be installed and functioning: Glide path reference,
which may consist of:
 An ILS glide path, or
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Approach lights with at least one crossbar or a centerline consisting of barrettes, or
A visual Approach Slope Indicator system
Runway edge lights.
Note: Threshold lights and RWY end lights should also be available. Barrettes are three or more
aeronautical ground lights arranged in such a way that from a distance they appear as a short cross
bar of light.
4.1.6 Company Airfield Classification
Airfields are classified by the appropriate Chief Pilot under the authority of the Head of Flight Operations into
one of three "Difficulty of Operations" categories as follows:
Category “A”
These are 'straight forward' airfields which have no factors requiring special approach procedures in order to
enhance the safety aspect of operations into that airfield, over and above that which can be ascertained by
the pilot from inflight study of the relevant Jeppesen en-route and approach charts. Also, the airfield is not
closely surrounded by mountainous terrain.
Category “B”
These are airfields, which do not satisfy all the conditions of a category "A" airfield. Category "B'' airfields will
require a written airfield brief.
Category “C”
These airfields are subject to special procedures of which prior knowledge or experience is required. Category
"C" airfields will require a written airfield brief and will also require a prior visit (as operating pilot or as flight
deck observer) or a simulator exercise by the pilot. The exact requirements are detailed in the specific airfield
brief.
Examples of special procedures are as follows:
 Vary complicated ATC procedures and high-density traffic
 Difficult or non-standard approach, departure pattern,
 Difficult or hazardous local weather conditions,
 Hazardous local terrain problems, etc.
Company Airfield Briefs
A written brief for every airfield categorized as either “B” and “C” has been prepared by the appropriate Chief
Pilot under the authority of the Head of Flight Operations. These briefs are available in the Pilot's Office at
Main Base.
Note:
See Annex 1 to this section for airport categorization
4.1.6.1 Pilot Airfield Qualification
Category “A” Airfield, Pilot Clearance
All company categories "A" airfield is unrestricted to all pilots who have a valid designated area qualification
in which that airfield is situated and are annual line check current. Specific category "A" airfield qualification
is not required.
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Category “B” and “C” Airfield, Pilot Clearance
A pilot's initial category “B” and “C” airfield qualification is normally carried out during his initial conversion to
type and again during command line training and requires the pilot under training to:
a) Read and assimilate all specific aircraft schedule route network area Category “B” and "C" airfield
briefs.
b) In the case of category “C” airfields, undergo a flight check, and/or simulator check, and/or flight deck
(observer) visit to the airfield as detailed in the specific airfield brief.
After a pilot, has completed his initial conversion to type or command line training as applicable, category “B”
and “C” airfield qualification for category “B” and “C” airfield not previously qualified requires the pilot to:
a.) Read and assimilated that category "B" and "C" airfield brief.
b.) In the case of category "C" airfield, undergo a flight check, and/or simulator check, and/or flight deck
(observer) visit to the airfield as detailed in the specific airfield brief with the voyage report annotated
to this effect.
4.1.6.2 Operation of and Ad Hoc Flight, New Schedule Service or Charter Flight
If an ad hoc flight, new scheduled service or charter flight is being planned into a designated area outside the
specific aircraft schedule route network area then the Head of Flight Operations and Chief Pilot will be
informed.
If there are no designated area qualified pilots available to operate, then the flight can only be operated if the
Chief Pilot submits a suitable crew, adequately briefed and comprising of an experienced Captain and First
Officer. The voyage report must be annotated to this effect.
4.1.6.3 Operation to a Non-Categorized Airfield
If a flight is being contemplated to an airfield not currently categorized by the company, the Head of Flight
Operations and Chief Pilot will be informed.
If the airfield is categorized as category "B'' then a written airfield brief will be required. In the event that the
flight is required to operate and the airfield brief is not available prior to departure, then the Chief Pilot will
arrange for the suitable briefing to be given to the crew.
4.2 Weather Forecast
Weather forecast and all documents related to weather can be obtained by downloading at Bureau of
Meteorology for Transportation website www.aeromet.tmd.go.th, or fax on demand at 02-1340022-25
password 123, or accessing www.worldweather.org., or https://www.aviationweather.gov/.
4.2.1 Aerodrome Forecast (TAF)
Aerodrome forecast (TAFs) describe the forecast prevailing conditions at an aerodrome and cover a period
of 9 to 24 hours.
The 9 hour TAFs (FC) are issued every 3 hours and those valid for 12 to 24 hours (FT), every 6 hours.
Amendments are issued as and when necessary. It is assumed that a later issued TAF automatically amends
and updates the ones issued previously.
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TAFs are issued separately from the METAR or SPECI and do not refer to any specific report. However, the
preparation and amendment, as necessary, of the TAF is dependent upon the receipt of the METAR or
SPECI. TAFs are complete descriptions of the meteorological elements expected at and over aerodrome
throughout the whole of the forecast period, including any changes considered to be significant to aircraft
operations.
Note: An amendment to 9 HRS TAF (FC) does not automatically affect and amend the 24 HRS TAF (FT)
and V. V.
Criteria Considering Below Minima
Pre-flight planning will normally be based on the latest TAFs available of which forecast period covered at
least 1 hour after the expected time of arrival.
An aerodrome will be considered to be below minima if, during the period of ±1 hour of ETA at that aerodrome,
the ceiling, visibility and wind meet one of the following criteria:
 The RVR or meteorological visibility is below the applicable value;
 The ceiling or vertical visibility is below the DH or MOH;
 No weather forecast for that aerodrome is available;
 The steady crosswind component exceeds the prescribed limitation for the aircraft type; and
 The headwind or tailwind component exceeds the prescribed initiation for the aircraft type.
Aerodrome forecasts contain specific information presented in a fix order. The information and order are as
follows:
 Identification Groups
 Surface Wind
 Surface Visibility
 Weather
 Cloud (or vertical visibility if appropriate)
 Expected Significant Changes
Identification Groups
This contains four parts:
 The aerodrome forecast code name - (TAF, FT or FC)
 The ICAO location indicator of the aerodrome to which the forecast refers
 The date and time of origin of the forecast (if required)
 The period covered by the forecast.
Aerodrome forecast for BKK International airport, time of origin 0430
UTC on 13th, forecast valid for period 130600 to 140600 UTC.
Encode so far: TAF VTBD 1304302 0606
Surface Wind
Normally there will be a five-figure group to indicate the ten-minute mean wind followed by an
abbreviation to indicate the wind speed units used. The first three figures indicate the wind direction
and the last two the wind speed. Example: 31015KT
Additionally, if during the ten minutes preceding the observation the maximum gust speed has
exceeded the mean speed by 20 kt or more, this gust will be reported by inserting the letter G followed by the
gust speed directly after the mean speed.
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Example:
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31015G27KT
If during the ten minutes immediately preceding the observation, the wind direction has varied by 60 degrees
or more and the mean wind speed is greater than 3 kt, the two extreme directions should be indicated in
clockwise order, with a letter V inserted between the two directions.
Example:
31015G27KT 280V350
Variable
The wind direction is encoded as Variable (VRB) only if:
a) The wind speed is less than 3 kt;
b) The wind speed is higher but the direction is impossible to gauge, for example
Calm
When a thunderstorm is over the aerodrome. Example: VRB02KT
This is encoded as 00000 followed by the abbreviation for the wind speed units. Example: 00000KT
Speed of 100 KT or more
The wind speed is reported in full. Example: 240115KT
Horizontal Visibility
The next is four figure groups which indicate the forecast minimum horizontal visibility. As with the METAR
code the figures are expected values in meters, except that 9999 indicates a visibility of 1 O km or greater.
Decode: Visibility 8 km.
Encode so far: TAF VTBD 1304302 0606 31015KT 8000
Weather
Forecast weather, using the appropriate abbreviations as given in Code table 4678 on the next page, is
restricted to the following weather phenomena which are deemed significant to aircraft operations.
 Freezing precipitation
 Moderate or heavy: rain, snow, ice pellets, hail, small hail and/or snow pellets, rain and snow mixed
 Low drifting dust, sand or snow
 Blowing dust, sand or snow
 Dust storm
 Sandstorm
 Thunderstorm (with rain, snow, ice pellets, hail, small hail and/or snow pellets or combinations thereof)
 Squall
 Funnel cloud (tornado or waterspout)
 Other phenomena which are expected to cause a significant change in visibility.
If no significant weather, as defined above is expected to occur, the group is omitted. However, after a change
group, if the weather ceases to be significant, the weather group is replaced by NSW, the abbreviation for No
Significant Weather.
Decode:
Moderate rain shower
Encode so far: TAF VTBD 130430Z 0606 31015KT 8000 SHRA
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QUALIFIER
Intensity or
Proximity
- Light
Descriptor
WEATHER PHENOMENA
Precipitation
Obscuration
Other
MI Shallow
DZ Drizzle
BR Mist
PO Well
Developed
dust / sand
whirls
BC Patches
RA Rain
FG Fog
SQ Squalls
DR LOW
drifting
SN Snow
FU Smoke
FC Funnel
clouds
(tornado or
water - spout
+ Heavy
BL Blowing
VC
In the vicinity
SH Shower (s)
SG Snow
Grains
IC Diamond
dust
VA
Volcanic ash
DU Widespread
dust
TS Thunderstrom
PE Ice pellets
SA Sand
FZ Supercooled
GR Hail
GS Small hail
and/or snow
pellets
HZ Haze
Moderate
(no qualifier)
SS Sandstorm
DS Duststorm
VC denotes not at the aerodrome but not further but not further away than 8KM.(5NM.)
Having decided there is a weather phenomenon to be reported, the present
Weather is encoded by considering each column in the table above.
For instance: There is Rain
- RA
It is Heavy
+
It is a Shower
- SH
The encode becomes +SHRA
Cloud (or Vertical Visibility)
Cloud groups consist of six characters under normal circumstances. The first three to indicate cloud amount
with
Few
1/8 to 2/8
SCT(Scattered)
3/8 to 4/8
Broken
5/8 to 7/8
OVEC(Overcast)
8/8
When the visibility is expected to 8 km and Altocumulus and Cirrus clouds are forecast above 10000 feet, the
cloud group would be replaced by NSC. If the visibility had been expected to be 10 km or more, then CAVOK
would have been used.
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Decode:
CHAPTER: 4
PAGE: 10
ISSUE:2
REVISION: ORIGINAL
DATE: 25/12/2019
1/8 to 2/8 clouds with base 500 feet.
3/8 to 4/8 Cumulonimbus’s with base 1000 feet.
3/8 to 4/8 cloud with base 1800 feet.
5/8 to 7/8 cloud with base 2500 feet.
Encode so far: TAF VTBD 130430Z 0606 31015KT 8000 SHRA FEW005 SCT010CB SCT018 BKN025
Vertical Visibility
Normally, the ceiling is the height of the lowest cloud base, below 20,000 feet, covering more than half of the
sky but when the sky is obscured and information on vertical visibility is available, the reported of value of the
vertical visibility will be used as Ceiling, if required for flight planning.
Note:
The height into an indefinite ceiling is preceded by VV:
VVIII
= Sky obscured, vertical visibility not available. VVXXX
VVXXX
= Vertical visibility, XXX represent hundreds of feet.
VVOOO
= Vertical visibility less than 100 feet.
Expected Significant Changes
Change in the prevailing conditions which are considered significant, thereby needing to be indicated in the
aerodrome forecast.
1.)
When one set of prevailing weather conditions is expected to change significantly and more or
less completely to a different set of conditions, the time indicator group FM is used to indicate the
beginning of a self-contained part of the forecast. All conditions given before this group are
superseded by conditions indicated after the group.
Example:
2.)
TAFVTBD 13043020606 31015KT6000 NSC FM12 31015KT 4000 BKN010
The groups BECMG indicate a regular or irregular change to the forecast meteorological
conditions expected at an unspecified time within the period. This period will normally not exceed
two hours. The conditions given after BECMG are expected to prevail from the beginning to the
end of the forecast period.
Note: If the groups BECMG indicate significant change from good to bad, consider change at the beginning
of the period.
If the groups BE CMG indicate significant change from bad to good, consider change at the end
of the period.
Example:
TAF VTBD 130430Z 0606 31015KT 8000 SHRA FEW005
SCT010CB SCT018 BKN025 BECMG 1718 9999 BKN010
Decode:
The forecast conditions for the period after 1800 to 0600 UTC are expected to be:
Surface Wind
: 310 degree at 15 knots more than 10 km
Visibility
: more than 10 km
Weather
: non-significant to operations
Cloud
: 5/8 to 7/8 with base of 1000 feet
3.)
The group TEMPO indicates temporary fluctuations in the forecast meteorological conditions
which may occur at any time during the beginning to the end of period. The meteorological
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conditions following these groups are expected to last less than one hour in each instance and in
aggregate less than half the period indicated by time.
Note: If a temporary fluctuation persists longer than one hour or in aggregate more than half of the forecast
period, these conditions would be the predominant ones and the change indicator BECMG should be used.
Example:
TAF VTBD 130430Z 0606 31015KT 8000 SHRA FEW005 SCT01 OCB SCT018
BKN025 TEMPO 1116 4000 +SHRA
Decode:
showers.
4.)
Temporarily between 1100 and 1600 UTC visibility 4000 meters and heavy rain
When the confidence in forecasting alternative values is not high, yet the forecast element being
considered is significant to aircraft operations, the groups PROB are used. “PROB” followed by the
probability in tens of per cent of the time period. Only those weather elements which are expected
to change are given, elements not mentioned are predicted to remain unchanged. "PROB" is used
in TAF only and may appear alone with an associated time group or in combination with ‘TEMPO’.
It is assumed that if the probability of an occurrence is 50% or greater, confidence is high and the
alternative values are indicated using BECMG, TEMPO or FM as appropriate. When the probability
of occurrence is less than 30%, it is not considered significant from an operational point of view
and the associated phenomena are therefore not mentioned.
TEMPO, which means that the fluctuations will occur for less than half the time, should not be
confused with a probability of 30% or 40%. With TEMPO, the forecast is confident that the
temporary fluctuations will take place, with PROB30 there is only a moderate probability that they
will occur.
Note:
 The probability group should not be used in combination with “BECMG” and “FM”.
 Neither PROB 30 nor PROB 40 will be shown during the first 6 HRS of a forecast.
Example:
TAF VTBD 130430Z 0606 31015KT 8000 SHRA SCT005 SCT01 OCB
SCT018 BKN025 TEMPO 1116 4000 +SHRA PROB30 TEMPO 1416 TSRA SCT005
BKN010CB
Decode:
Moderate probability temporarily between 1400 to 1600 UTC of
thunderstorm with moderate rain and 3/8 to 4/8 cloud at 500 feet and 5/8 to 7/8
Cumulonimbus at 1000 feet.
Complete Encode:
TAF VTBD 130430Z 0606 31015KT 8000 SHRA FEW005 SCT010CB SCT018 BKN025
TEMPO 1116 4000 +SHRA SCT005 BKN010CB PROB30 TEMPO 1416 TSRA BECMG
1718 9999 BKN010
Complete Decode:
Aerodrome forecast for Bangkok International Airport, time of origin
0430 UTC on 13th, valid for period 0600 to 0600 UTC. Surface wind 310 degrees at 15 knots,
Visibility 8 km, moderate rain shower, Cloud 1/8 to 2/8 base 500 ft., 3/8 to 4/8 Cumulonimbus
base 1000 ft., 3/8 to 4/8 base 1800 ft., 5/8 to 7/8 base 2500 ft.
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Temporarily between 1100 and 1600 UTC, Visibility 4 km in heavy rain showers, Cloud 3/8
to 4/8 base 500 ft. and 5/8 to 7/8 Cumulonimbus base 1000 ft. with a moderate probability
temporarily between 1400 and 1600 UTC of a thunderstorm with moderate rain.
Becoming from 1700 to 1800 UTC. After 1800 to 0600 UTC. Surface wind 310 degrees at
15 knots, Visibility more than 10 km, Cloud 5/8 to 7/8 base 1000 ft.
Amendments
When an aerodrome forecast TAF requires amendment as described above, the amended forecast is
indicated by inserting AMD after TAF in the identifier and this new forecast covers the remaining validity
period of the original TAF.
Example:
TAF AMD VTBD 1316202 1606
4.2.2 Trend Forecasts (Landing Forecasts)
A trend-type landing forecast consists of a routine or selected special report which is appended a concise
statement of the expected significant changes of the surface wind, visibility, weather phenomena, cloud base,
cloud amount and vertical visibility. Landing forecasts are provided to meet the requirements of operators
and of aircraft within approximately 1 HR flying time from the destination aerodrome. The period of validity of
a trend-type landing forecast will be 2-HR from the time of report. Decoding of trend- type landing forecast
is carried out by a variety of people such as pilots, operations personnel, air traffic services and
meteorologists.
The TREND forecast indicates significant changes in respect of one or more of the elements: surface wind,
visibility, weather and cloud. When no change is expected to occur, it is indicated by the abbreviation
"NOSIG". When a significant change is expected in one or several of the observed elements, the change
indicator "BECMG" or "TEMPO" is used followed by letter indicators FM (from), TL (until) or AT (at) is used
to indicate the time of the change.
BECMG
The change indicator "BECMG" is used to describe expected changes which reach or pass specified values
at a regular or irregular rate. The period during which, or the time at which, the change is forecast to occur is
indicated using the abbreviations FM, TL, AT as appropriate.
a) When a change is forecast both to begin and end within the trend forecast period, the beginning and
the end of the change are indicated by using the abbreviations FM and TL with the associated time
groups.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC02 15/14 01020
BECMG FM1030 TL 1130 1200 FG=
b) When the change is forecast to start at the beginning of the trend period but be completed before the
end of that period only the abbreviation TL and its associated time group is used to indicate the end
of the change.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
BECMG TL 1100 1200 FG=
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c) When the change is forecast to begin during the trend forecast period and be completed at the end
of that period, the abbreviation FM and its associated time group is used, to indicate the beginning
of the change.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
BECMG FM1100 1200 FG=
d) When the change is forecast to occur at a specific time during the trend forecast period, the
abbreviation AT followed by the associated time group is used to indicate the time of the time of the
change.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
BECMG AT1100 1200 FG=
e) When the change is forecast to start at the beginning of the trend forecast period and be completed
by the end of that period or when the change is forecast to occur within the trend period but the time
is uncertain, the abbreviations FM, TL or AT and their associate time group are omitted and the
change indicator BECMG is used alone.
Example:
METAR EGLL 270000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
BECMG 1200 FG=
f)
When changes are forecast to take place at midnight UTC the time is indicated as follow:
1.)
By 0000 when associated with FM and AT
2.)
By 2400 when associated with TL.
TEMPO
The change indicator "TEMPO" is used to describe forecast temporary fluctuations in the meteorological
conditions which reach or pass specified values and last for a period of less than one hour in each instance
and in total for less than half of the forecast period during which the fluctuations are forecast to occur. The
period during which the temporary fluctuations are expected to occur is indicated by using the abbreviations
FM and/or TL as appropriate followed by a time group.
a.) When the period of temporary fluctuations is forecast to begin and end within the trend forecast
period, the beginning and end are indicated by using the abbreviations FM and TL respectively, with
their associated time groups.
Example:
METAR EGLL 271 OOOZ 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
TEMPO FM1030TL11301200 FG=
b.) When the period of temporary fluctuations is forecast to start at the beginning of the trend period but
finish before the end of that period, only TL and its time group is used to indicate the end of the
fluctuations.
Example:
METAR EGLL 271 OOOZ 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
TEMPO TL 1100 1200 FG=
c.) When the period of temporary fluctuations is forecast to begin during the trend period and continue
throughout the remaining of that period, the abbreviation FM and its associated time group only is
used to indicate the beginning of the fluctuations.
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Example:
METAR EGLL 271000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
TEMPO FM1100 1200 FG=
d.) When the period of the temporary fluctuations is forecast to start at the beginning of the trend period
and continue throughout the remaining of that period, the change indicator TEMPO is used alone.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020
TEMPO 1200 FG=
NOSIG
When no significant changes are forecast to occur during the trend forecast period, the change indicator
groups are omitted and the abbreviation "NOSIG" is used instead.
Example:
METAR EGLL 2710000Z 24003KT 0800 FG DZ SCT010 OVC020 15/14 01020 NOSIG
Explanation of Abbreviations
CAVOK
This group of report "Ceiling and Visibility OK" will replace visibility, weather and cloud if
 Visibility 10 KM or more;
 No cumulonimbus cloud and no other cloud forecast below 5000 feet or below the highest MSA,
whichever is greater, and
 No significant weather forecast (No precipitation, thunderstorm, dust/sandstorm, fog, etc.)
NSC
No significant clouds, the following conditions exist simultaneously:
 No clouds below 5000ft. or below the highest MSA, whichever is greater and
 No cumulonimbus cloud.
SKC
Sky clear, no cloud and no restriction on vertical visibility, and the abbreviation CAVOK is not
appropriate.
NOSIG
No significant change from the reported wind, visibility (but never RVR), weather and cloud
conditions, expected within the period of validity (2 HRS from the observed time).
4.2.3 Application of TAF/TREND for Flight Planning
4.2.3.1 General



The flight planning will normally be based on the latest TAF available (Regular, AMO or COR)
covering ±1 HR of the expected time of arrival.
If the aerodrome forecast is not available from the responsible MET office, a provisional TAF
prepared and issued by the MET office at the aerodrome of departure can be used with great care.
A destination where no forecast is available will be considered below minima.
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4.2.3.2 Rules for Application




Planning minima, as specified in FDM 4, will be applied.
Conversion of VIS to RVR (TAF) is not allowed for pre-flight planning.
For the application of the change indicators in TAF/TREND see 4.2.4.5
Surface wind/gusts
During the period of ±1 HR of ETA, the application of surface wind/gusts for flight planning will be as follow:
For aerodromes, planned as DEST/ALTN/ENRT ALTN
Mean wind:
Should be within required limits.
Gusts: May be disregarded.
Note: Both mean wind and gusts exceeding required limits may be disregarded, only for “TEMPO” or “INTER”
in connection with showery conditions and for “PROB TEMPO” or “PROB INTER”.
For aerodromes, planned as ETOPS ENRT ALTN
Mean wind:
Gusts:
Should be within required limits.
Exceeding crosswind limits should be fully applied.
Note: Both mean wind and gusts maybe disregarded, only for the forecast of “PROB TEMPO” or “PROB
INTER”.
4.2.4
Application of METAR/SPECI for Preplanning during Flight
4.2.4.1 General



Proceeding to destination without diversion fuel (Alternate fuel) will be provided with the actual
weather report in combination with weather forecast indicated that, at ETA; the weather is at or above
"Alternate Planning Minima".
The TREND forecast, appended to a METAR or SPEC, overrules TAF for the period of validity of the
TREND.
Flight planning regulations and criteria are specified in Section 7.5.
4.2.4.2 Surface Wind/Gusts



The mean wind speed may be applied, gusts may be disregarded.
The mean wind direction may be applied if a fluctuating wind direction is reported, e.g. "24035KT
200V290".
For ETOPS ENRT AFTN, the worst case will be fully applied.
- I.e. gusts exceeding crosswind limits; and
- The most unfavorable tailwind/headwind and crosswind resulting from fluctuating wind direction
(including gusts) in the sector defined by the extreme directions.
4.2.4.3 Visibility
If maximum and minimum visibility, e.g. 1500S 2000NE, is reported for each sector of the aerodrome, the
minimum visibility should be applied.
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4.2.4.4 Runway Visual Range (RVR)
If maximum and minimum RVR (fluctuating RVR), e.g. R01/0400 V 0600, is reported, the minimum RVR will
be applied.
4.3 Fuel Requirements
Fuel in addition to that calculated in accordance with Company policy may be required to cater for
meteorological conditions, expected delays or other contingencies. Nothing in these procedures is intended
to be construed as limiting the discretion of the Commander as to the fuel reasonably required to be carried
on any particular flight in order that it may be safely completed.
4.3.1 Fuel Calculation
At the planning stage the quantity of fuel required to be on board before departure must be calculated in
accordance with Company policy. Before departure from the parking gate, the Commander must satisfy
himself that the correct quantity and type of fuel is on board and that it has been loaded in accordance with
the instructions given.
4.3.2 Fuel Planning
In calculating the Minimum Required Fuel, the flight dispatcher must plan using expected flight levels, routes,
destination and alternates that meet the applicable company requirements specified in Section 4.3.3 and are
appropriate given the applicable NOTAMs and meteorological information available at the time of planning.
When defining the Ramp Fuel to be ordered and loaded for a flight, the commander is responsible to ensure
that, in addition to company requirements being met, the expected flight levels, routes, destination and
alternates are appropriate given the applicable NOTAMs, meteorological and other information available to
him. The commander must also take into account, based on available information and his experience, the
likelihood of delays, congestion, potential forecasting errors and any likely impact on fuel consumption by the
maintenance status of the aircraft to be used for the flight. If he deems it necessary, he should uplift additional
fuel by an amount that will give reasonable assurance that his operation will be protected from the adverse
impact of the aforementioned factors.
If the commander exercises his discretion to uplift additional fuel he should uplift, it in increments of fifteen
minutes (the value of fifteen minutes being calculated at plan destination landing weight or the maximum
landing weight for the type). In making the decision to uplift discretionary additional fuel, the commander
should be able to justify his decisions based on factual information and a reasonable prognosis for the
conditions that may apply to the flight. It is recognized that economy is one of several factors to be considered
when calculating whether additional fuel needs to be uplifted. Excessive focus on fuel economy may not be
in the overall commercial and financial interests of the company.
For calculation of sufficient fuel supply, based on the appropriate consumption figures for the specific airplane
type and the stage of flight as contained in the applicable Aircraft Operations Manual, the weather and ATC
situation for the planned flight has to be considered as well.
Normally only one alternate aerodrome is required for an IFR flight. If, due to meteorological conditions, two
alternate aerodromes are required the amount of fuel to be carried has to be calculated to be sufficient to
reach the furthest alternate aerodrome via the closest.
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During a flight, the flight plan may only be changed, if all requirements regarding fuel planning are met, in
emergencies.
4.3.2.1 Computer Flight Plan Applicability
Computer Flight Plans (CFP's) produced for the Company is based on the Operations Manual data for the
aircraft type. The CFP generated for the company by ARINC system are programmed to reflect the company
Fuel Planning Procedure requirements. It is a joint responsibility of the commander and the dispatcher to
verify the CFP for the flight contains the individual components of the minimum required fuel. Performance
degradations may be incorporated in the CFP fuel calculation for a specific aircraft, if the fuel consumption
records indicate an aircraft's average fuel burn is consistently greater than Operations Manual data CFP
predictions for the type.
4.3.3 Fuel Required for Flight
+
Trip Fuel
Contingency Fuel
= Takeoff, climb, cruise, descent, approach plus Landing
= 5% of trip fuel; but not less than fuel for 5 min at
holding speed at 1500ft. above the ground
= Missed approach, climb, cruise, descent, approach
plus, landing
= at 1500ft above the ground at destination alternate
= for flights without Alternate, or adjustment for
MEL/CDL, weather, de-icing, slots, etc.
+
Alternate Fuel
+
+
Final Reserve Fuel
Additional Fuel
=
Minimum T/O Fuel = Minimum Fuel required for a flight
+
Extra Fuel
= At the discretion of the Commander
=
T/O Fuel
= Actual T/O Fuel
+
Taxi Fuel
= Type specific
=
Total Fuel
= Block Fuel
The fuel required is the sum of:
a.) Taxi Fuel: The total amount of fuel expected to be used prior to take-off including allowances for
operation of ice protection systems and APU, where applicable. Standard amount of taxi fuel is: E135
Aircraft: 300lbs., 350lbs, or 400lbs. (depends on airport congestion refer to OM-A, Chapter13
Quantities of Fuel and Oil to be Carried; 13.2.1 Taxi Fuel )
b.) Trip Fuel: To include:
Take-off and climb to initial cruising level/altitude, taking into account the expected departure
routing;
Cruise from top of climb (TOC) to top of descent (TOD), Including any step climb/descent;
TOD to initial approach point, taking into account the expected arrival routing and procedure; and
Approach and landing at destination.
c.) Contingency Fuel: Which should be the higher of:
5% of the planned trip fuel or, if in flight re-planning, the trip fuel for the remainder of the flight; or
An amount to fly for 5 minutes at holding speed at 1500ft. above the destination aerodrome in
standard conditions.
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d.) Alternate Fuel: To include:
A go-around from the applicable MONDA at the destination aerodrome to missed approach
altitude, taking into account the complete missed approach procedure;
The climb from missed approach altitude to cruising level/altitude;
The cruise from TOC to TOD;
The descent from TOD to initial approach point taking into account the expected arrival routing
and procedure; and
The approach and landing at the destination alternate aerodrome.
e.) Final Reserve Fuel: Which should be.
Fuel to fly for 30 minutes at holding speed at 1500ft above aerodrome elevation in standard
conditions, plus the required additional fuel, which should permit:
Holding for 15 minutes at 1500ft. above aerodrome elevation in standard conditions, when a flight
is operated without a destination alternate; or
Following a possible failure of one or more engines, as applicable, or loss of pressurization,
based on the assumption that such failure occurs at the most critical point along the route, e.g.
during extended range operations, be able to:
Descend as necessary and proceed to an adequate aerodrome; and
Hold there for 15 minutes at 1500ft above aerodrome elevation in standard conditions.
f.) Additional Fuel: To include fuel required for:
Flight without alternate;
MEL/COL adjustments;
Anticipated operational constraints, such as weather, de-icing, slots, etc.
Fuel tinkering.
g.) Extra Fuel ordered by the Commander.
4.3.4 Tankering
Fuel should be tankered when there is a clear economic advantage. This will occur when the fuel price at
destination is substantially more than the departure point. The fuel bum penalty for tinkering fuel will be
assessed at 4% per hour unless otherwise specified in Flight Operation Bulletins. Providing that the price
differential is greater than the burn penalty, then fuel may be tankered.
4.3.5 Fuel Planning for In Flight Re-Dispatch
When a flight cannot depart with the total fuel calculated in accordance with the normal planning formula,
dispatch may be achieved by nominating a suitable aerodrome en-route as the destination with the intention
of obtaining a re-clearance in flight to the desired destination if, at the time of re-clearance, the Commander
is satisfied that:
a.) The nominated destination aerodrome is both suitable and available with the weather forecast
satisfactory for landing; and
b.) The fuel on board, when passing over or abeam the nominated aerodrome en-route is sufficient to
satisfy the normal planning formula from that point to the original desired destination.
Note: Some authorities are not willing to have aerodromes in their jurisdiction nominated as a destination if
it is intended only to use it for the purpose of re-clearance.
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In flight, at the point from which the re-clearance is actually requested, the fuel on board must in fact be
sufficient to satisfy the normal planning formula requirements from that point to the original desired destination
as laid down in Section 4.3.3 above.
If this procedure is necessary and a flight is planned to a destination aerodrome via a re- clearance decision
point en-route, the fuel required will be the greater of (1) or (2) below:
(1) The sum of:
(i)
taxi fuel,
(ii) trip fuel to the destination aerodrome via the decision point,
(iii) contingency fuel equal to, but not less than, 5% of the estimated consumption from the
decision point to the destination aerodrome
(iv) Alternate fuel,
(v) Final reserve (holding) fuel
(vi) Additional fuel (if required).
4.3.5.1 Use of Isolated Aerodromes (The Island Alternate)
When the destination aerodrome is geographically isolated and has no suitable alternate within a reasonable
range, the alternate and holding fuel can be substituted by a holding reserve. The following conditions will
be satisfied:
(a) The Holding Reserve will not be less than the fuel required to fly for 2 hours at normal cruise
consumption after arrival overhead the destination;
(b) The Holding Reserve will be related to statistical data on local weather conditions and sufficient
for holding for a time period based on this data;
(c) Aerodromes designated “Isolated Remote" will be listed in the Operations Manual. They may
therefore be the subject of specific written approval by the Head of Flight Operations, in the
form of a FCN);
(d) The Latest Point of Diversion between the remote aerodrome destination and a suitable enroute diversion airfield will be calculated; and
(e) The MET forecast for ETA-1 to +2 must be equal to alternate/circling minima.
4.3.5.2 Predetermined Point Procedure (Decision Point Procedure)
Where the distance between the destination aerodrome and the destination alternate is such that the flight
can only operate if it is routed via a predetermined point (en-route decision point) to one of these aerodromes,
it may be so operated pro- vided the following fuel requirement is satisfied.(refer to OM-A, Chapter13
Quantities of Fuel and Oil to be Carried; 13.4.5 Predetermined Point Procedure, PPP )
The fuel required will be the greater of (1) or (2) below:
(1) The sum of:
(i) Taxi fuel,
(ii) Trip fuel from the departure aerodrome to the destination via the predetermined point,
(iii) Contingency fuel equal to, but not less than, 5% of the estimated consumption from
the departure aerodrome to the destination aerodrome,
(iv) Additional fuel as required but not less than that required to fly for two hours at normal
cruise consumption after arriving overhead the destination aerodrome; OR
(2) The sum of:
(i) Taxi fuel,
(ii) Trip fuel from the departure aerodrome to the alternate via the predetermined point,
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(iii) Contingency fuel equal to, but not less than, 5% of the estimated consumption from
the departure aerodrome to the alternate aerodrome,
(iv) Additional fuel as required but not less than that required to fly for 30 minutes at
holding speed at 1500ft in Standard Conditions.
4.4 En Route
4.4.1 General
It is of the utmost importance that the PIC/Flight Dispatcher ensures that the flight is planned and performed
with adequate terrain clearance. The minimum tolerances have been established and are defined below.
4.4.2 Minimum Altitude
4.4.2.1 Minimum Sector Altitude (MSA)
A minimum sector altitude is given on the instrument approach chart, and based on a tolerance of 1000ft.
above terrain and obstructions (round up to the nearest 100 ft.) within a 25 NM radius from the navigational
facility upon which the MSA is predicated.
The MSA may be divided into sectors with its different altitude according to the terrain and obstructions. If the
MSA is not divided, it is called Minimum Safe Altitude.
4.4.2.2 Minimum En route Altitude (MEA)
The lowest published altitude between radio fixes that meets obstacle clearance requirements between those
fixes and, in many countries, assures acceptable navigational signal coverage.
The MEA applies to the entire width of the airway, segment or route between the radios fixes defining the
airway, segment or route.
4.4.2.3 Minimum Flight Altitude (MFA)
Minimum flight altitudes for all route sectors are established by States' authority, in different names i.e.
Minimum En Route Altitude or Minimum En Route Safe Altitude or Minimum En Route Level or Minimum
Flight Altitude or Route Minimum Safe Altitude or Lowest Safe Altitude, to define the lowest permissible
altitude relative to the appropriate route sectors within their territory.
Note: State's minimum en route safe altitudes, route minimum safety minimum safety altitude, lowest safe
altitude and minimum flight altitude in some states, when charted in the Jeppesen ERC, are shown in the
form of Minimum Obstruction Clearance Altitude (MOCA), which is identified by “T”
4.4.2.4 Minimum Off-Route Altitude (MORA)
Two types of MORA's charted on the Jeppesen En Route Chart (ERC) are:
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4.4.2.4.1 Route MORA
Route MORA is a minimum altitude, computed by Jeppesen from the current Operational Navigation Chart
(ONC) or World Aeronautical Chart (WAC) on the basis of an area extending 10 NM to either side of the route
centerline and including a 10-NM radius beyond the radio fix/reporting point or mileage break defining the
route segment.
MORA values clear all terrain and man-made obstacles by 1000 feet in areas where the highest terrain
elevation or obstacles are up to 5000 feet. A clearance of 2000 feet is provided above all terrain or obstacles
which are 5001 feet and above.
MORA values are rounded up to the nearest 100 feet.
The symbol to be used to depict the route MORA on the ERC is “a”; e.g. 11800a.
See Figure 4-1 MORA clearance diagrams below:
Figure 4-1 MORA Clearance Diagram
4.4.2.4.2 Grid MORA
Grid MORA is an altitude computed by Jeppesen and the value, on the En Route Charts, shown within each
Grid formed by charted lines of latitude and longitude (LAT/LONG square). Figures are shown in thousands
and hundreds of feet, omitting the last two digits so as to avoid chart congestion.
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To determine the Grid MORA values, terrain and man-made obstacles clearance, use the same criteria as
specified in 4.4.2.4.1 above. When a Grid MORA is shown as “Unsurely”, it is due to incomplete or insufficient
information.
Grid MORA values followed by +denotes doubtful accuracy, but are believed to provide sufficient reference
point clearance.
Figure 4-2
4.4.2.5 Minimum Terrain Clearance in case of Engine Failure
The aircraft gross weight at all points along the route will be such that the one- engine-inoperative service
ceiling is 1000 feet higher than the terrain.
If using drift-down procedure instead, the flight level at the Pre-Determined Point (PDP) must be high enough
to obtain a 2000 feet vertical clearance between the net drift-down flight path and the terrain. For more detail
see para 4.4.4.3.
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4.4.3 Routing(s)
The Company's regular and alternative routings, where airways or predetermined tracks are prescribed, are
made in accordance with applicable state authority and the Company's regulations.
Flight should not be planned through areas of forecast intense thunderstorm activity, unless such areas can
be circumnavigated on radar. If the forecast indicates that such circumnavigation will not be possible, the
flight should either be rerouted around the area or held on ground until the thunderstorm has passed.
On long-haul flights where such area is forecast to be of intense thunderstorm far down the route, it is the
responsibility of the PIC to decide whether to delay the flight or to make a rerouting.
With regard to planning and dispatch in snow or icing conditions, see OM (Flying in icing conditions) and the
respective AOM.
When choosing a routing, which is not pre-prepared, the following factors should be considered.







Ground facilities enroute (NAV, COM, emergency aerodrome, etc.)
Characteristics of the terrain and aircraft performance.
Rules and regulations of the state(s) flown over
Meteorological conditions and MET services
SAR facility
Reliability of maps and chart
Fueling.
4.4.4 En Route Limitations
4.4.4.1 General
In order to ensure a safe flight over mountainous terrain, the flight must be planned in such a way that, in
case of engine failure, the aircraft can clear the most critical terrain en route with acceptable safety margins.
This can be obtained by showing either that.:
One/two-engine-out service ceiling along the entire track clears all terrain by the prescribed margin
(Para 4.4.4.2) or
 The aircraft can drift down from the all-engine cruising altitude clearing all terrain by the prescribed
margin (Para 4.4.4.3).
Limitations with regard to terrain en route are given, when applicable, in Flight Plan Routing (FPR). For the
routes not covered by FPR, the limitations can be calculated from AOM, Service Ceiling Instructions.

Escape Routes
Where the aircraft cannot satisfy the above requirements along the intended track it is permissible to plan
drift-down along one or more escape routes, to be used in case of engine failure. The requirements must
then be met along these escape routes.
Width of Corridor
The enroute limitations will be satisfied within 5 NM on each side of the intended track.
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Practical Application of En Route Terrain Requirements
Limitations with regard to terrain en route are given, when applicable, on the En Route Chart and Airway
Manual. When constructing new flight plan or in-flight replanning, it is mandatory to check that the service
ceiling and/or drift down requirements are satisfied.
4.4.4.2 Service Ceiling
Definition
The service ceiling is the highest altitude at which the aircraft in still air can perform a CAAT required climb
gradient with operating engine/engines at MCT, flaps and landing gear retracted and at the climb speeds
given in AOM.
Requirements
The one-/two-engine engine-out service ceiling must clear all terrain along the entire track by at least 1000
feet. The critical terrain points will be checked with the gross weight estimated overhead each such point.
The service ceiling requirements must be met without fuel dumping. When the requirement cannot be met at
the estimated gross weight overhead the critical terrain:
Figure 4-3
Drift-Down
The drift-down procedure is an alternative to the service ceiling requirements and has the same application.
Drift-down procedure basically means that an aircraft must enter the terrain at a flight level high enough to
clear the terrain on track to the nearest airport in case of drift-down resulting from engine failure.
Requirements



The drift-down path used in the calculations must, at each point, be based on a descent gradient
equal to the actual gradient minus the required service ceiling gradients. This drift-down path is called
the net drift-down path.
The net drift-down path will clear all obstacles vertically by at least
2000 feet.
Fuel dumping is permitted in all drift-down calculations. However, required fuel reserves for flight to
the airport intended for landing must be observed.
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The critical point(s) for start of drift-down must be given as a Pre- Determined Point (PDP). PDP must
be given with margin for at least 5 min
navigational error and decision making.
Drift-down path must be based on 95% headwind regularity and a temperature of STD +15°C.
Figure 4-4 Application of Drift-down
4.4.4.3 Alternate Airport Requirements
The airport planned to be used in case of engine failure must allow meeting the following requirements.
The service ceiling at the airport used as alternate in the drift-down calculation must be at least equal to the
elevation of that airport + 1500 feet. In two-engine inoperative case, it is sufficient to calculate with fuel for 30
min at 1500 feet above the drift-down alternate.
The estimated landing weight at the alternate will allow landing observing normal landing weight limitations
in forecast weather and runway conditions.
4.4.5 Procedure in case of Engine Failure En Route
4.4.5.1 Two-Engine Aircraft


Landing will be made at the nearest suitable airport considering safety only. Any airport where pilots
have obtained or can obtain necessary information and considered safe under prevailing
circumstances may be used.
If two or more suitable airports are at the same flying time from the present position of the aircraft,
the station having a spare engine available should have priority.
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4.4.5.2 Three- and Four-Engine Aircraft
4.4.5.2.1 Discontinuation of Flight
Should one engine fail immediately after takeoff or during climb to cruising altitude, the flight will normally
return to the departure airport.



For en route, landing will normally be made at the nearest suitable airport:
If engine shutdown has been made due to such failure as can be expected to damage vital parts of
the engine fittings or other parts of the aircraft or if the shutdown has been made due to engine fire
and risk of fire can still be expected. For jet engines, the risk of oil starvation of the shutdown engine
should also be taken into consideration. The engine will continuously be observed for vibrations and
other abnormalities which may lead to a re-evaluation of the situation.
If the second engine fails en route.
If the condition in Para 4.4.5.2.2 cannot be met.
4.4.5.2.2 Continuation of Flight with One-Engine Failure
A flight may continue at PlC's discretion provided:
1. Precautionary measures for a second engine failure are taken (Refer 5).
2. In-flight re-planning has been performed.
3. The distance to a suitable airport at all times during the continued flight must not be greater than
that which can be flown in a maximum of 90 min at normal all-engine cruise speed.
4. The remaining fuel, at all times during the continuation of flight, must be sufficient to reach the
nearest suitable airport with two engines inoperative plus 30 min holding at 1500 feet ISA.
Note: If two or more airports are at about the same flying time from the present position of the aircraft, the
following priority will be taken into consideration:
 The Company regular or alternate airports
 The company emergency airports
 Military airports
 Other airfields.
5. The two-engine service ceiling (for four-engine aircraft) and the one-engine service ceiling (for
three-engine aircraft) must be equal to or higher than the MORA for the continued flight unless such terrain
can be safety passed by the use of published operating procedures. When calculating the service ceiling, it
is permitted to calculate with fuel dumping. However, fuel according to 4 must remain.
Caution: Un-dupable fuel may limit the minimum gross weight.
The above calculation must be made before making a decision whether to continue or discontinue the flight,
but fuel dumping will not be made unless a second engine really fails.
6. The special procedures for the operations in RVSM airspace as described in Section 7.7 will be
followed if a drift-down to a new flight level is required.
4.4.6 Airways Restrictions
Whenever perform flight planning, the following items should carefully check and strongly recommended:
 States rules and regulations
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Availability of flight levels
Operational hours
Uni-directional/ Bi-directional
NOTAM closure.
4.5 Minimum Equipment List (MEL)
4.5.1 General
In principle, all equipment included in the type-certificate configuration must be operative before dispatch of
an aircraft. However, with the high degree of redundancy that is available in a modern aircraft, some deviation
from the type-certificate configuration may, under certain conditions, be accepted without sacrificing a safe
operation.
A Minimum Equipment List (MEL) is established for each aircraft type specifying the equipment, systems and
components which must be operative in order that the aircraft may be considered airworthy for dispatch.
The MEL reflects the Company's policy for safe and efficient operation based on the Master Minimum
Equipment List (MMEL) and approved by THAI CAAT. The MEL may be more conservative than the authority
requirements but must never be less restrictive.
4.5.2 Purpose of MEL
The purpose of the Minimum Equipment List (MEL) is to provide a dispatch aid for flight crew in their efforts
to bring the aircraft from its point of origin to its point of destination safely and on time when repair of a
deficiency is not possible without considerable impact on the flight schedule.
The MEL specifies the equipment, components and systems which may be totally or partially inoperative,
while airworthiness, flight safety and passenger comfort is still maintained. It also specifies ultimate time
limits for rectification of inoperative equipment or systems. It is not the intention that specified time limits in
the MEL should be utilized to the extreme.
All efforts will be made to rectify inoperative items as soon as possible in order to minimize the time during
which an aircraft is operated with reduced system redundancy.
The MEL should be used as a means to bring an aircraft to a station where repair can be made without
interrupting or delaying an ongoing flight.
4.5.3 Use of MEL
MEL governs the dispatch ability of the aircraft until flight is commenced (application of takeoff thrust on
runway).
Dispatch of an aircraft with reference to MEL requires acceptance from the PIC. It should be emphasized
that the PIC, based on present or expected conditions, has the authority to require repair even if dispatch is
allowed according to MEL.
As a general rule, the MEL should be referred to only when it has been concluded that repair or replacement
of a malfunctioning system or component cannot be made without causing an unacceptable delay.
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Whenever an aircraft is dispatched with a reference to MEL, the fault must be positively identified and, if
applicable, isolated.
It must be ascertained that possible effects and interaction with other systems are known and understood.
Dispatch of an aircraft with more than one uncorrected MEL remark is permitted only if completely separate
systems are involved, emergency procedures related to one of the MEL remarks do not affect emergency
procedure for the other MEL remark or vice versa and pilot workload is not significantly increased.
MEL provisions for inoperative items, which are components in a system, usually consider that the system is
operative. When the system itself is inoperative, there is no need for separate components in the system to
be operative. Therefore, any component, listed or unlisted, directly associated with and having no other
function than to support a system listed in the MEL, may be inoperative when the system is inoperative.
When an aircraft is dispatched on MEL-requirements, a reference to the MEL item and the repair category
must be entered in the Aircraft Log.
4.5.4 Deviation from MEL
The PIC is not allowed to commence a takeoff with less equipment functioning than required by the MEL.
However, some systems or equipment obviously basic to aircraft airworthiness are not listed and must be
operative for all flights. If there is doubt as to whether the equipment may be required or not, the PIC should
request advice from the Director of Flight Operations before making final decision.
4.5.5 MEL Procedure
Maintenance Control sends a listing of MEL items effective on all aircraft by e-mail before the start of each
operational day. Dispatcher will:

Verify that all items are not overdue for rectification according to their assigned repair code,
Review each item for applicable operational limitations and/or performance penalty and apply such in
flight planning, and
Transcribe the MEL item(s) onto the related Dispatch Release for crew information.
Note:
An aircraft with a MEL/CDL not rectified on its due date cannot be used for revenue flight operation.


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Table of Contents
Table of Contents .......................................................................................................................................1
CHAPTER 5.- AIP/NOTAM............................................................................................................................3
5.1 Aeronautical Information Publication (AIP) ..........................................................................................3
5.2 AIP Supplement ...................................................................................................................................3
5.3 Aeronautical Information Circular (AIC) ...............................................................................................3
5.4 Notice to Airmen (NOTAM) ..................................................................................................................4
5.4.1 Typical NOTAM - in the SYSTEM NOTAM Format ..........................................................................4
5.4.2 Format explanation of system NOTAM .............................................................................................5
5.4.3 Previous NOTAM Format and Explanation .......................................................................................6
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CHAPTER 5.- AIP/NOTAM
5.1 Aeronautical Information Publication (AIP)
A publication issued by or with the authority of a State and containing aeronautic information of lasting
character essential to air navigation.
AIP contains 3 parts of permanent information which are General (GEN),
En route(ENR) and Aerodromes (AD). The brief items of each part are given here under for information
and further quick reference.
A.
General (GEN)
- National regulations and requirements
- Tables and Code
- Services
- Charges for aerodromes and air navigation services
B.
En Route (ENR)
- General rules and procedures
- Air Traffic Services airspace
- ATS routes
- Radio navigation aids/systems
- Navigation warnings
- En Route charts
C.
Aerodromes (AD)
- Introduction to aerodromes availability and Rescue and Fire Fighting services.
- Aerodromes (in details of information).
Operationally significant changes to the AIP are published in accordance with AIRAC procedures and be
clearly identified by the acronym " AIRAC" . Permanent changes to the AIP are published as AIP
Amendment.
5.2 AIP Supplement
Temporary changes to the information contained in the AIP of long duration ( 3 months or longer) and
information of short duration which contains extensive text and/ or graphics are published as AIP
Supplements by means of special pages, preferably in Yellow.
Each AIP Supplement is allocated a serial number in consecutive and based on the calendar year. Normally
AIP Supplement is issued in a different series, for international distribution and national distribution only.
5.3 Aeronautical Information Circular (AIC)
A notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the
AIP but which relates to flight safety, air navigation, technical, administrative or legislative matters.
VOLMET
1. VOLMET broadcasts using synthesized Voice were first introduced in 1989. The Meteorological
Service of Singapore will be replacing the existing VOLMET Voice Synthesizer System, resulting
in a change in the voice used in reading VOLMET broadcasts.
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2. The new VOLMET Voice Synthesizer System will be used for VOLMET broadcasts with effect from
0300UTC on 5 August 2006.
3. The VOLMET radio frequencies, schedule of broadcasts and content will remain unchanged as
published in AIP Singapore page GEN 3.5-7.
5.4 Notice to Airmen (NOTAM)
NOTAMs promulgating significant information changes are disseminated from locations all over the world.
NOTAMs are intended to supplement Aeronautical Information Publications and provide a fast medium for
disseminating information at a short notice. The following format and codes are used in disseminating
NOTAMs.
A notice distributed by means of telecommunication containing information concerning the establishment,
condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which
is essential to personnel concerned with flight operations.
A checklist of NOTAM currently in force is issued every month and supplemented by a monthly summary
NOTAM in plain-language.
5.4.1 Typical NOTAM - in the SYSTEM NOTAM Format
GG EDZZNAEG
020610 EGGNYNYX
1
A0623 I 91 NOTAMN
2
3
Q) EGXX I QRDCA / IV / NBO / W / 000 / 400 / 551 ON00520W050
A)
B)
C)
D)
E)
F)
G)
EGTT I EGPX
9104030730
9104281500
APR 03 07 12 21 24AND 28 0730 TO 1500
DANGER AREA DXX IS ACTIVE
GND
12200M (40000 FT.) MSL
1
2
3
4
Priority, address, and date-time group for use by NOTAM office.
NOTAM series A number 0623 of 1991.New NOTAM.
Q)
More than one FIR is affected; Danger Area activated; FR/VFR;
NOTAM is for the immediate attention of aircraft operators, for inclusion in pre- flight bulletins and
operationally significant for IFR flights; navigational warning; Ground; 40,000 ft. ; centered at N 551 OW
00520 for a radius of 50 NM.
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A)
B)
C)
D)
ICAO four letter indicators for Scottish and London FIR/UIR.
Beginning 1991, 4th month, 3rd day, 0730 UTC.
Ending 1991, 41h month, 28th day, 1500 UTC.
Danger area is only active 4th month, day 03, 07,12, 21, 24 and
28 between 0730 to 1500 hr.
E) Danger Area DXX is activated.
F) Lower limits beginning at ground level.
G) Upper limits to 12,200m (40,000 ft.) MSL.
5.4.2 Format explanation of system NOTAM
NOTAMN - NOTAMR - NOTAMC - NOTAMS - New NOTAM
Replaces a previous NOTAM Cancels a NOTAM
SNOWTAM (see Para 5.5)
NOTAM format item Q is divided into eight separate qualifier fields.
A) FIR ICAO location indicator plus "XX" if applicable to more than one FIR.
B) NOTAM code For NOTAM code decodes see RM/Table and codes. If the subject of the
NOTAM (second and Third letter of NOTAM code) is not in the NOTAM Code, the following
letters should be used to Reference the subject category. QAGXX = AGA QCOXX = COM
QRCXX = RAC
QXXXX = Other
C) Traffic
I
=
IFR
V
=
VFR
IVY
=
IFR/VFR
D) Purpose
N
=
Selected for the immediate attention of aircraft operators.
B
=
Selected for pre-flight information bulletins.
0
=
operationally significant for lFR Flight.
M
=
Miscellaneous
E) Scope
A
=
Aerodrome
E
=
En route
w
=
Navigational warning
F) Lower Used when applicable to indicate lower limits of the affected area. Default value of 000 is
used when limit is not defined.
G) Upper Used when applicable to indicate upper limit of the affected area. Default value of 999 is
used when limit is not defined.
H) Coordinates & Latitude and longitude present approximate center Radius of a circle whose radius
encompasses the whole area of influence.
NOTAM format items A thru G provide information on location, times, changes and limits.
A) ICAO location indicator of aerodrome or FIR.
B) Ten figure date-time group indicating when the NOTAM comes into force.
C) Ten figure date-time group or PERM indicating the duration of the NOTAM. If the duration of
the NOTAM is uncertain, the approximate duration must be indicated using the date-time
group followed by EST.
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D) Specified periods for changes being reported, otherwise omitted.
E) Decoded NOTAM code in plain language. ICAO abbreviations may be used where
appropriate.
F) These items are normally applicable to navigational warnings or airspace restrictions
G) Indicating reference datum and units of measurement. Item F provides the lower limit and
item G provides the upper limit.
i.
Some states are still promulgating class I NOTAMS in the previous format.
5.4.3 Previous NOTAM Format and Explanation
JJ KDZZYNAY
310826 AYPYYN
1
A67/88 NOTAM AYPY
2
A)
B)
C)
E)
3
UFN
02251830
APRX DUR 5 DAYS
RWY 14L QlGAS
3
1
Priority, address, and date/time group for use of NOTAM office.
2
Number A67 of 1988 new NOTAM from Port Moresby.
A)
B)
C)
D)
ICAO four letter indicator for Port Moresby
Beginning the 2nd month, 251h day, and 18 hrs. 30 minutes UTC.
Down until further notice but should be operational in 5 days.
Glide path on RWY 14L is unserviceable.
A) ICAO location indicator of aerodrome or FIR.
B) Eight figure date-time group, WIE (with immediate effect), or WEF (with effect from)
indicating when the NOTAM comes into force.
C) Eight figure date-time group, PERM, or UFN (until further notice) indicating the
duration of the NOTAM. If the duration of the NOTAM is UFN, the approximate
duration of the information should also be indicated.
D) Specified periods for changes being reported, otherwise omitted.
E) NOTAM code (see JEPPESEN/Tables and codes page 33 for decode), abbreviated
plain language or both.
F) These items are normally applicable to navigational warnings or airspace restrictions.
G) Clearly indicating reference datum and units of measurement.
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Table of Contents
Table of Contents ..........................................................................................................................................1
CHARTER 6.- AIRCRAFT WEIGHT AND BALANCE ......................................................................................3
6.1 General ...................................................................................................................................................3
6.1.1 Basic load requirement ........................................................................................................................3
6.1.2 Weight ..................................................................................................................................................3
6.1.3 Balance ................................................................................................................................................4
6.2 Definitions ...............................................................................................................................................4
6.3 Weight limitations ....................................................................................................................................8
6.4 Weight Calculation ................................................................................................................................12
6.5 Balance .................................................................................................................................................13
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CHARTER 6.- AIRCRAFT WEIGHT AND BALANCE
6.1 General
The purpose of this chapter is to provide the information necessary to calculate and control the Weight and
Balance of any loaded aircraft with reference to civil international commercial air transport aircraft, as this
general category of aircraft has the most restrictive (stringent) requirements.
Furthermore because of the many variations in the types of aircraft now engaged in public transport, plus the
individual requirements of any particular Operator, this chapter is general in nature, and does not necessarily
refer to any particular aircraft type, or apply to any particular Operator. When considering a specific aircraft
and/or a specific Operator's requirements, reference must be made to the particular Weight and Balance
Manual for that aircraft.
6.1.1 Basic load requirement
It is a basic requirement for any civil commercial air transport aircraft to proceed safely from the aerodrome
of Departure to its planned Destination and/or Alternate aerodrome.
To ensure these safety requirements are met in term of fuel requirements, weight requirements and
payload requirements, it is normal practice to accurately consider (at the planning stage of any flight), the
calculation for each of the following, (or a combination of them):
-
Scheduled Aircraft Performance Requirements.
Fuel Flight Planning Requirements.
Payload (Weight and Balance) Requirements.
6.1.2 Weight
Weight is a measure of the attractive force of the earth's gravity on any material body, and it is therefore an
indication of the heaviness of that body.
The total force of gravity (weight) acting on an aircraft in flight; tends to pull the aircraft down to the earth, and
is only counter-balanced by the total lift produced by the airfoils. Weight reduces the flying capability of any
aircraft. The heavier the aircraft is, it results in the:
-
Long takeoff distance.
Long landing distance.
Higher takeoff speeds.
Higher landing speeds.
Higher stalling speeds.
Lower rate and angle of climb.
Lower maximum operating altitude.
Lower aircraft's maneuverability.
Shorter range/distance.
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6.1.3 Balance
Balance is a prime importance to any aircraft's stability, maneuverability and safety in flight, and in this sense,
refers to the location of aircraft’ s Center of Gravity ( CG) . The CG is the actual point where any aircraft is
perfectly balanced, regardless of the actual configuration.
It is a legal certification requirement for every civil commercial transport aircraft to be tested, and proven, to
show the safe range of acceptable balance that may be accepted both forward and aft of the CG. This range
is published in the Aircraft Operations Manual or Weight and Balance Manual.
6.2 Definitions
Aircraft configuration
Planned utilization layout of aircraft interior space.
Standard equipment
Equipment independent of aircraft version and route to be flown, but must always be carried, includes e.g.:
Aircraft document briefcase
Compartment nets
Pantry and toilet water
Standard Airborne Maintenance Kit (AMK)
Baby cradle
Version equipment
Equipment belonging to a certain cabin version, such as
-
Passenger seats
Blankets and pillows
Partition walls in cabin.
Route equipment
Equipment required for a special route, includes e.g. Additional airborne Maintenance Kit.
ARM (Moment ARM)
The horizontal distance in inches from the reference datum line to the center of gravity of the item. The
algebraic sign in plus (+) if measure aft of the datum, and minus ( - ) if measured forward of the datum.
Baggage
Equivalent to the term Luggage. Such articles, effects and other personal property of a passenger as are
necessary or-appropriate for wear, use, comfort, or convenience in connection with the trip.
1. Checked baggage (also known as Registered)
Equivalent to Registered Luggage, means baggage of which the carrier takes sole custody and for
which carrier has issued a baggage check.
2. Cabin baggage
Baggage of which the passenger retains custody (also known as Hand and/or Unchecked).
Note: Crew baggage is baggage which is the property of operating crew and is separately
identified.
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Balance condition
A numerical expression of the position of the center of gravity.
Balance limit
The end points forward and aft of the range within which the center of gravity must lie for safe flight.
Ballast
Deadload weight carried to achieve a particular balance condition.
Basic index (Bl)
A numeric expression of the center of gravity of the aircraft at its basic weight.
Bulk
Loading piece by piece.
Cargo
Any goods carried on an aircraft which are covered by airway bill.
Center of gravity (CG)
The point of the aircraft at which its total weight may be considered to act as a concentrated force.
Center of gravity limits
Specified forward and aft or lateral points beyond which the CG must not be located during takeoff, flight or
landing.
Center of gravity range
The distance between the forward and aft CG limits indicated on pertinent aircraft specification.
Datum (Reference Datum)
An imaginary vertical plane or line from which all measurements of arm are taken. The datum is established
by the manufacturer. Once the datum has been selected, all moment arms and the location of permissible
CG range must be taken with reference to that point.
Dead load
Baggage, cargo, mail, ballast and equipment in compartments not included in Dry
Operating Weight of the aircraft.
Deck
A structural floor level. For aircraft having one structural level only, this floor level will be referred to as the
Main deck. For aircraft having more than one structural floor level, the different floor levels will be referred to
as Lower Deck, Main deck and Upper deck, starting from bottom to top.
Equipment in compartment (EIC)
Equipment which is carried on the aircraft but which is not manifested and which is not, elsewhere, included
in the weight composition.
EIC includes e.g.
Additional Airborne Maintenance Kit (AMK)
Loading Accessories
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Unmanifested catering equipment and food supply loaded in compartments
top of pallets installed in the loading system (Piggy Back).
G Forces
Increased/decrease of gravity forces exerted upon load during flight. Acceleration or deceleration can cause
the weight of a load to increase or decrease and the change is expressed in "G". Thus, 2g would indicate that
an item is, or must be, capable of withstanding, double the weight.
Galley
The integral part of the aircraft where pantry/catering material is stored.
Loading accessories
Includes tiedown equipment, seat container (for the carriage of load on passenger seats in the cabin of the
aircraft), containers for carriage of load which have been installed after removal of seats, ballast bags,
stretchers, any containers used for isolation or protection of goods e.g. plastic bowls or plastic bags, garment
racks, supporting planks and platforms, equipment for valuable cargo (pouches), collecting nets and bags,
kennels for live animals, covers of any kind.
Note: Unit Load Devices are not loading accessories.
Mail
Goods carried under the terms of an international postal convention.
1. Diplomatic Mail
Governments' property carried under special agreements.
2. Service Mail
Correspondence inter-airline or intra-airline which is carried on an aircraft under special permission
from postal authorities.
Mean aerodynamic chord (MAC)
The average distance from the leading edge to the trailing edge of the wing. The MAC is specified for the
aircraft by determining the average chord of an imaginary wing which has for the same aerodynamic
characteristics as the following wing.
Note: LEMAC is the leading edge of the mean aerodynamic chord.
Moment
The product of the weight of an item multiplied by its arm. Moments are expressed in pound-inches or inchpounds. Total moment is the weight of the aircraft multiplied by the distance between the datum and the CG.
Moment index
A moment divided by a constant such as 100, 1,000 or 10,000. The purpose of using a moment index is to
simplify weight and balance computations of large aircraft where heavy items and long arms result in large,
unmanageable numbers.
Station
A location in the aircraft which is identified by a number designating its distance in inches from the datum.
The datum is, therefore, identified as station zero. The station and arm are usually identical, an item located
at station plus 50 would have an arm of 50 inches.
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Traffic load {Payload)
The total weight of all passengers, baggage, cargo, mail and extra equipment that may be carried on the
aircraft, and also the difference in weight between Dry Operating Weight and Zero Fuel Weight.
Tied own
Equivalent to Restrain/Secure/Lash. The securing of the bulkload or part thereof to fixe restraint points within
an aircraft or in a ULD, to conform to restraint and safety requirements. Tiedown equipment which have been
authorized for use may comprise straps, webbing, nets, tiedown/lashing _rings, cable, chains and ropes.
Unit load device (ULD)
A unit in which deadload is bulkloaded and subsequently loaded as a unit into the aircraft.
(See also Aircraft Equipment)
Version
The designator used to indicate the aircraft configuration together with the details of the equipment carried.
Weight
1. Basic Empty Weight
The weight which includes all fixed equipment, system fluids, unusable fuel and configuration
equipment including galley structure.
2. Catering Weight
Equipment and supplies of in-flight distribution to passengers and crew.
3. Dry Operating Weight (DOW)
The basic weight of aircraft plus operational items, e.g. crew, flight equipment, pantry and standard
AMK and is equivalent to Operational Empty Weight or the aircraft prepared for service weight.
4. Landing Weight (LW)
A legal requirement that aircraft will not normally take off at any weight in excess of that which will
permit the aircraft to land at destination or alternate at weight less than Maximum Landing Weight.
Landing Weight is either Zero Fuel Weight plus Reserve fuel or Takeoff weight minus Trip Fuel.
5. Pantry Weight
Removable catering equipment.
6. Standard Weight
The statistically arrived at weight approved by government authorities for weight and balance purpose
for items of load regularly carried.
7. Takeoff Weight (TOW)
Zero Fuel Weight plus Takeoff Fuel.
8. Tare Weight
The weight of an empty unit load device. It includes all liners and/or fittings, etc., when these are
required by the specification or as registered with IATA.
9. Zero Fuel Weight (ZFW)
Equivalent to Dry Tank Weight. The combination of Dry Operating Weight plus Traffic Load or Takeoff
Weight minus Takeoff fuel.
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6.3 Weight limitations
Weight limitations
In order to get the aircraft, the right weight at its most safety, the values of weight, as stated below, must be
adhered to:
Basic Airplane Weight
Basic Airplane Weight known also as Airplane Empty Weight or Empty Operating Weight which
consisting of the total weight of the airplane structure, power plants and all permanent fixtures and
equipment plus the weight of any unusable fuel, undrainable oil, the hydraulic system, any other
undrainable fluids (water injection, anti-ice) and any undrainable water systems. ·
In the above configuration, the airplane must be weighed by the manufacturer before initial delivery
to any operator. Under certification requirements it must be re-weighed at regular intervals and a
revised BASIC AIRPLANE WEIGHT SCHEDULE must be published, normally in the operator's
Operations or weight and balance manuals. Any modification or installation of additional permanent
equipment in an airplane require the immediate re-issue of a revised Basic Airplane Weight schedule.
Dry Operating Weight (DOW)
Known also as Airplane Prepared for Service Weight (APSW) or Adjusted Operating Weight. In
addition to know the airplane's basic weight, it is also necessary to calculate the total weight of the
many variable items that are necessary to be carried on any public transport airplane for any
particular flight. Such items are collectively known as OPERATING ITEMS, and may vary between
individual operators and may also vary for each individual flight. OPERATING ITEMS include the
total weight of technical and cabin crew with their baggage, food.and drink, oil, all full fluid systems,
water and all other removable equipment (spare parts, emergency equipment, life rafts and ballast).
It is normal airline practice to publish the total weight of the OPERATING ITEMS as one weight, in
order to simplify weight calculations prior to any particular flight.
DOW = Basic Airplane Weight + Operating Items
Maximum Zero Fuel Weight
It is the value of weight that must not be exceeded by the weight of the aircraft with all loads except
fuel. This is the weight beyond which any increase in load must consist entirely of fuel to avoid undue
stress on the wing structure. The Maximum Certificated Landing Weight is therefore based upon the
strength of the wing joint points (the points where the wings are connected to the aircraft body). It is
normal practice for airplanes to have only one MCZFW, however because· it is a structure design
limitation, certain states of manufacture permit the use of a limited range of MCZFW, always provided
the airplane operating within the published limiting design VMO/MMO speeds.
ZFW = DOW+ Traffic load or Takeoff Weight- Takeoff fuel
Maximum Takeoff Weight
This is the maximum permitted weight at brake release at takeoff. It is the value of weight that must
not be exceeded by the weight of the aircraft with all loads and the amount of fuel at the time of taking
off. It is a legal requirement that no public transport airplane may takeoff at a weight in excess of the
Regulated Takeoff Weight (RTOW) for the departure aerodrome. Furthermore, the RTOW may be a
lower weight than Maximum Certificate Takeoff Weight (MCTOW) for the airplane.
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Thus, on occasions it may be necessary to reassess the original desired Takeoff fuel and or desire
traffic load in order to ensure the airplane complies with the certification and operating regulations.
In such cases, it is normal to first try to reduce the total takeoff fuel requirement (by adopting a
different legal operating/cruise procedure) and then, generally only as a last resort, is any reduction
of traffic load considered.
TOW = ZFW + Takeoff fuel
Maximum Landing Weight
It is the value of weight that must not be exceeded by the weight of the aircraft with all loads and the
amount of fuel at the time of landing. It is a legal requirement that a public transport airplane will not
normally takeoff at any weight in excess of that, which will permit the airplane to land at either the
planned destination or alternate aerodromes, at a weight which is the lesser of either, Maximum
Certificated Landing Weight (MCLW) or Regulated Landing Weight (RLW). The landing gear is
required to cushion the impact sufficiently at touchdown so as to prevent excessive loads being
transmitted into the aircraft structure. The force of impact can be kept within the capabilities of the
landing gear if the downward velocity is sufficiently reduced by the pilot and the weight of the aircraft
is within the permissible weight.
By its nature, an aircraft has its own weight as Basic Weight of Aircraft. The aircraft with only its basic
weight is inoperative and not ready to service yet unless it is equipped with crews and pantry of food.
The weight of crews and pantry are varied in accordance with the aircraft type and flight routing. With
the combination value of aircraft’s basic weight, crew and pantry weight, we can have the value of
Dry Operating Weight which is the weight of the aircraft ready for service.
LDW = TOW- Trip fuel or ZFW + Reserve fuel
Traffic Load or Payload
This is the total weight-of all passengers, passenger baggage and cargo (freight) that may be carried
on an airplane and is also the difference in weight between the DOW/APSW and the ZFW, therefore
the weight that should be considered on each flight will be the kind of load on board which is called
Traffic Loads such as:
a.) Passengers
The seat capacity of passengers will be varied in accordance with the cabin configuration of
each aircraft type.
b.) Baggage
All passenger's baggage of which the actual weight can be obtained from· the check- in
counter, will be loaded onto the aircraft in accordance with the load plan.
c.) Cargo
According to its nature, the goods accepted on board as cargo may be loaded with Unit Load
Devices (ULD) or in bulk of aircraft.
d.) Mail
Most of mail or postal matter in a small number can be loaded in bulk compartment or ULD
in accordance with the load plan.
e.) Unit Load Devices (ULD)
ULD are aircraft equipment used to load baggage, cargo and mails. The weight of ULD is
considered as Traffic Load and must be loaded onto the aircraft in accordance with
compartment configuration.
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By combining the weight value of passengers, baggage, cargo, mail and ULD together, the
Traffic Load or Payload can be obtained. If we add the weight of Traffic Load to the Dry
Operating Weight, we will get the value of Zero Fuel Weight which must not exceed the
Maximum Zero Fuel Weight. As Dry Operating Weight is fixed for each flight, the actual
traffic load may be limited by any or either of
Maximum Zero Fuel Weight.
Maximum Takeoff Weight.
Maximum landing Weight.
Maximum Tank capacity
Aircraft compartment loading limitation.
The Zero Fuel Weight is the weight of the aircraft with all loads except fuel. When the aircraft is
filled up with the Takeoff fuel, we will get the value of the Takeoff Weight which must not exceed
the Maximum Takeoff Weight.
To fly from one place to another, a certain amount of fuel call Trip Fuel will be used. To get the value
of Landing Weight, we have to subtract the Actual Takeoff Weight with the Trip Fuel. From this
calculation, the Actual Landing Weight obtained must not exceed the Maximum Landing Weight.
All mentioned above is the Weight Control. For Balance Control, the concentrated area should be in the lower
part of the aircraft which is compartment area. Since all loads in the cabin tend to be the same for every
flight, therefore, we have to make pre-loading before so as to gain the Balance Control of the aircraft before
the departure time.
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Diagram of Operating Weights
BASIC AEROPLANE WEIGHT
= Structures, power units Fixtures etc.
+
WEIGHT OF OPERATING ITEMS
= Movable, changeable or consumable items
=
DRY OPERATING WEIGHT
= Aeroplane prepared for service weight
+
TRAFFIC LOAD
= Payload
=
ZERO FUEL WEIGHT
= Must not exceed MCZFW
+
TAKEOFF FUEL
= Total fuel less required for startup, APU etc.
=
TAKEOFF WEIGHT
START UP and TAXI FUEL
=
= Must not exceed RTOW
TRIP FUEL
=
RAMP WEIGHT
LANDING WEIGHT
Must not exceed MCRW
Must not exceed RLW
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6.4 Weight Calculation
OPERATING WEIGHT =
Dry Operating Weight
+
Takeoff Fuel
TRAFFIC LOADS =
Passengers with their Cabin Baggage
+
Checked Baggage
+
Cargo
+
Post Office Mail and Company Mail
+
Unit Load Device (ULD)
+
Route Equipment and Extra Loading Equipment
ZERO FUEL WEIGHT =
+
Dry Operating Weight
OR
Traffic Loads
Takeoff Weight
Takeoff Fuel
TAKEOFF WEIGHT =
+
Operating Weight
OR
Traffic Loads
+
Zero Fuel Weight
OR
Takeoff Fuel
Landing Weight
+
Trip Fuel
LANDING WEIGHT =
Zero Fuel Weight
+
OR
Remaining Fuel
Takeoff Weight
Trip Fuel
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6.5 Balance
We can consider Load Sheet as a matter of calculation is an effort to trying to get the aircraft of the balance
table, balance calculations, center of gravity and stabilizer setting are c sake of safety and Fuel economy.
Completed balance table, balance calculations, center of gravity and stabilizer setting are clearly defined in
the respective Aircraft Operating Manual or Weight and Balance Manual.
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Table of Contents
Table of Contents ..........................................................................................................................................1
CHAPTER 7.- FLIGHT PLANNING PROCEDURES .......................................................................................3
7.1 Company Concept ..................................................................................................................................3
7.1.1 General ................................................................................................................................................3
7.1.2 Planning Definitions .............................................................................................................................3
7.2 Flight Preparation....................................................................................................................................5
7.2.1 General ................................................................................................................................................5
7.2.2 Routing(s) ............................................................................................................................................5
7.2.3 Runway Analysis Chart ........................................................................................................................6
7.2.4 Pre-flight Briefing .................................................................................................................................6
7.2.5 Flight Plan ............................................................................................................................................7
7.2.5.1 Operational Flight Plan .....................................................................................................................7
7.2.5.2 Company Flight Plan.........................................................................................................................7
7.2.5.3 ATS Flight Plan .................................................................................................................................8
7.3 Normal Planning .....................................................................................................................................8
7.3.1 Planning with One Alternate ................................................................................................................8
7.3.2 Planning with Two Destination Alternates ...........................................................................................9
7.3.3 Planning with Excess Landing Weight .................................................................................................9
7.4 Exceptional Planning ..............................................................................................................................9
7.4.1 Planning with a Secondary Destination ...............................................................................................9
7.4.2 Destination and Secondary Destination Weather Requirements ......................................................10
7.4.3 Destination Alternate and Secondary Destination Alternate Weather Requirements .......................10
7.4.4 Fuel Requirements.............................................................................................................................10
7.4.5 Planning with Change of Destination .................................................................................................10
7.5 Re-Dispatch Planning ...........................................................................................................................10
7.5.1 General ..............................................................................................................................................11
7.5.2 Re-Dispatch Procedures ....................................................................................................................11
7.5.2.1 Re-Dispatch with Alternate .............................................................................................................11
7.5.2.2 Re-Dispatch without Alternate ........................................................................................................12
7.5.2.3 Minimum Remaining Fuel ...............................................................................................................12
7.5.3 Diversion ............................................................................................................................................12
7.6 Required Navigation Performance (RNP).............................................................................................12
7.6.1 General ..............................................................................................................................................12
7.6.2 RNP Concept .....................................................................................................................................12
7.6.3 RNP Performance Requirements ......................................................................................................13
7.6.4 RNP Airspace ....................................................................................................................................14
7.6.5 RNP Aircraft .......................................................................................................................................15
7.6.6 RNAV .................................................................................................................................................15
7.6.7 RNP and RNAV Requirements ..........................................................................................................16
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7.6.8 RNP ................................................................................................................................................... 16
7.6.9 Operational Limitations ..................................................................................................................... 16
7.6.10 Functional Requirements ................................................................................................................ 17
7.7 Reduced Vertical Separation Minima (RVSM) ..................................................................................... 18
7.7.1 General.............................................................................................................................................. 18
7.7.2 Definitions ......................................................................................................................................... 19
7.7.3 Flight Planning .................................................................................................................................. 19
7.7.4 Aircraft Systems ................................................................................................................................ 19
7.7.5 Procedures ........................................................................................................................................ 19
7.7.5.1 Pre-flight Procedures ..................................................................................................................... 19
7.7.5.2 Procedures Prior to RVSM Airspace Entry .................................................................................... 20
7.7.5.3 In-flight Procedures in RVSM Airspace.......................................................................................... 20
7.7.5.4 Contingency Procedures ................................................................................................................ 20
7.7.5.5 Post-flight Procedures .................................................................................................................... 22
7.7.6 Dispatcher Guidance for RVSM Operations ..................................................................................... 22
7.7.6.1 Flight Planning ............................................................................................................................... 22
7.7.6.2 Enroute Contingencies ................................................................................................................... 23
7.7.6.3 Dispatcher Checklist ...................................................................................................................... 24
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CHAPTER 7.- FLIGHT PLANNING PROCEDURES
7.1 Company Concept
7.1.1 General
A flight will be planned with at least one alternate to be reached via the destination.
When destination forecast or other reasons, e.g. poor braking action, a pending industrial action etc. indicates
the possibility of a diversion, the alternate/alternates should be selected in close cooperation with Head of
Flight Operations.
When selecting the alternate, the PIC will carefully consider the meteorological situation in general,
aerodrome forecasts, and duration of flight and aircraft performance.
The fuel calculation before departure will conform to the flight planning procedures in OM and the
performance data furnished by the respective AOM, and will be based on the latest MET information
available. A landing with less than final reserve fuel should be avoided whenever possible. This means that
under normal operating conditions, final reserve fuel must remain unused upon landing.
7.1.2 Planning Definitions
Planning Phase: Is the time before departure when the fuel calculation is made. It is ended when takeoff
thrust is applied on the runway for take-off.
Planned Operating Conditions: Comprise of forecast meteorological conditions and anticipated weights,
routings, altitudes, ATS procedures, applicable climb, cruise, descent and approach procedures as specified
in AOM, and aircraft fuel consumption data.
Re-Dispatch: Is performed in flight when planned operating conditions have changed or when other reasons
make further adherence to the original flight plan unacceptable or impractical.
Isolated Aerodrome: is a destination with no existing adequate destination alternate.
Destination Aerodromes:
Intended Destination: Is the scheduled destination. If a flight is planned to and a landing is intended at an
aerodrome other than the scheduled destination, coordination with respective ground operations function or
appropriate station manager is mandatory.
Secondary Destination: A secondary destination may be used when a direct planning to the destination is not
possible due to range/payload or wind. The flight planned to a secondary destination will normally file an ATS
flight plan to the intended destination unless it appears unlikely that the flight can reach its intended
destination under the prevailing conditions.
Alternate Aerodromes:
Destination Alternate: An aerodrome to which a flight may proceed if the destination becomes unavailable.
This aerodrome will be specified on the Company flight plan and ATS flight plan.
Secondary Alternate: The alternate used for a secondary destination.
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Take-off Alternate: An aerodrome to which a flight can proceed with one engine out whenever the aerodrome
of departure is not available for a possible return for meteorological or performance reasons.
The take-off alternate aerodrome will be located within the following distance from the aerodrome of
departure:
1) Two-engine aircraft: no more than a distance equivalent to a flight time
2) of one hour (or approved ETOPS time) at the single-engine cruise speed in still air standard
conditions based on the actual take-off weight, or
3) Three-or more-engine aircraft: no more than a distance equivalent to a
4) flight time of two hours at the one-engine inoperative cruise speed in still air standard conditions.
5) Take-off alternate will be planned by a licensed dispatcher, if applicable and specified in the Company
flight plan. Weather requirement is the same as that for destination. (see 7.3.1)
En-route Alternate:
1) An alternate aerodrome situated in the vicinity of the planned route at which a flight may make an
intermediate landing if adverse operating conditions are encountered.
2) An en-route alternate used for planning with reduced Contingency Fuel (CF) is an aerodrome which
should be located within a circle with a radius equal to 20% of the total flight plan distance, the center
of which lies on the planned route at a distance from destination 25% of the total flight plan distance,
or 20% of the total flight plan distance plus 50 nm, whichever is greater.
Figure 7-1
Whenever possible, aerodromes close to the intended track should be chosen. Applicable en route alternates
for the regular routes are listed in Route Manual. The weather at the en route alternate will be forecast and
expected to be at or above alternate minima. The en route alternate will be specified in the Company flight
plan.
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7.2 Flight Preparation
7.2.1 General
Flight planning will be made with utmost regard to safety and in compliance with relevant ATS procedures
and Company's operational procedures. Flight planning is performed by the licensed dispatcher on all routes,
using the ARINC flight planning system to compute the Company flight plan with the take off performance for
all departure runways and take off position. Dispatcher preparing a flight plan will always cross check to
ensure that each flight segment intended complies with all the specified operating conditions and limitations.
Flight planning will include the complete pre-flight documentation and ATS flight plan filing.
The licensed dispatcher on duty will provide the flight crew with the following documents at the dispatch office
or at the departure of any flight.



Operational Flight Plan; Filed ATS Flight Plan;
Appropriate NOTAM/AIS briefing documentation;
Appropriate meteorological information.
Note:
- The copy of flight documents will be kept for 3 months at the responsible flight dispatch services office.
Both PIC and Licensed Dispatcher on duty will sign the release to certify that the flight plan is correct and
accepted. The dispatcher will provide original document to cockpit crew for each flight and keep one copy on
file.
The dispatch office performing remote flight planning will forward the documentation to the flight crew/stations
concerned according to the established procedures including a dispatch release. On routes with through
planning, pre-flight documentation for the whole route requirements will be provided by the originating
dispatch office.
Note:
- Dispatcher also prepare document for station copy and sign by both of dispatcher on duty and pilot who
operate the flight.
7.2.2 Routing(s)
The Company's regular and alternative routings, where airways or predetermined tracks are prescribed, are
made in accordance with applicable state authority and the Company's regulations.
Flight should not be planned through areas of forecast intense thunderstorm activity, unless such areas can
be circumnavigated on radar. If the forecast indicates that such circumnavigation will not be possible, the
flight should either be rerouted around the area or held on ground until the thunderstorm has passed.
On long-haul flights where such areas are forecast to be of intense thunderstorm far down the route, it is the
responsibility of the PIC to decide whether to delay the flight or to make a rerouting.
With regard to planning and dispatch in snow or icing conditions, see OM and the respective AOM.
When choosing a routing, which is not pre-prepared, the following factors should be considered:


Ground facilities en route (NAV, COM, emergency aerodromes, etc.);
Characteristics of the terrain and aircraft performance (Ref OM and the respective AOM);
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Rules and regulations of the state(s) flown over; Meteorological conditions and MET service;
SAR facilities;
Reliability of maps and charts; and
Fueling.
7.2.3 Runway Analysis Chart
Runway Analysis Chart used for all take-off calculation will be issued for all planned destination runway and
alternate aerodromes, indicating the maximum take-off and landing weight for the aircraft type and applicable
runways. The actual take-off weight will always be checked against a maximum take-off weight calculation.
For aircraft with FMC installed, the calculated take-off data is approved to substitute the Runway Analysis
Chart.
Full runway length is not available, a temporary Runway Analysis Chart will normally be issued; otherwise,
the weight penalty will be calculated by using the runway-shortening diagram. However, the available runway
length must not be less than the Company's requirement.
In case where airport information is not available in Runway Analysis Chart, a take-off calculation may be
calculated by using the diagram in AOM/AFM, with regard to the following factors:


The Company's minimum runway length and width for the aircraft type,
Obstacles in the vicinity of the airport.
Note: Furthermore, see Chapter 14 Runway Analysis.
7.2.4 Pre-flight Briefing
Dispatcher will conduct a preflight briefing for flight crew. Both PIC and Licensed Dispatcher on duty will sign
on dispatch briefing sheet as a record that the briefing is complete and accepted. The PIC will ensure that
the flight crew is well briefed about the planned flight before its commencement.
A uniform briefing sequence has been established, in order to make the decision regarding final ramp fuel for
the flight as follows:





Aircraft registration and its serviceability status/snag report,




En route weather,
Company's information, if applicable,
Routing selection,
Estimated load and the number of passengers,
Weather forecast at destination, selected alternate(s) and en route alternate(s), if required and/or
applicable,
NOTAM and any other information considered significant for flight operations,
Calculated weights (ZFW / TOW / LDW), and
Minimum fuel for flight according to all requirements stated above.
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7.2.5 Flight Plan
7.2.5.1 Operational Flight Plan
The operational flight plan is the Company flight plan plus names/duty assignment of flight crew members
and relevant meteorological information. The relevant meteorological information required for the flight
should be arranged as specified below:
First flight of the day




Significant Weather Chart for the applicable area,
Upper Wind Chart,
SIGMETS, if there is significant weather concerning operation of the flight, and
TAF and/or METAR (TREND) for applicable aerodromes.
Subsequent flights

Within the validity period of the Significant Weather Chart/ Upper Wind Chart.
- TAF and/or METAR (TREND) for applicable aerodromes,
- SIGMETS, if there is significant weather concerning operation of the flight.

Outside the validity period of the Significant Weather Chart/ Upper Wind Chart:
- Significant Weather Chart for the applicable area,
- Upper Wind Chart,
- SIGMETS, if applicable
- TAF and/or METAR (TREND) for applicable aerodromes.
The operational flight plan including copy of ATS flight plan printed in the dispatch release page will be kept
for 3 months at the responsible flight dispatch services office.
7.2.5.2 Company Flight Plan
A company flight plan will be completed for every intended flight and signed by both the flight dispatcher and
PIC indicating that flight can be conducted with safety and complied with the Company's requirements.
Preparation of the Company flight plan, including determination of minimum fuel (as per OM) is performed by
flight dispatchers at relevant stations and according to their responsibilities.
The Company flight plan contains the following items:
1)
2)
3)
4)
5)
6)
7)
8)
Aircraft registration
Aircraft type and variant
Date of flight
Flight identification
Place and time of departure (planned and actual)
Place and time of arrival (planned and actual)
Route and route segments with checkpoints/ waypoints distances, time and track
Planned cruising speed and flying times between checkpoints/ waypoints.
Estimated and actual times overhead
9) Planned altitudes/flight levels
10) Fuel calculations (record of in-flight fuel checks)
11) Minimum fuel required
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12) Alternate(s) for destination and, where applicable, take-off and en route alternate, including all
information required
13) In-flight re-dispatch calculations, if required.
All entries on the Company flight plan must be made concurrently and be of a permanent nature. For more
details regarding the Company flight plan, see FDM Chapter 7.
7.2.5.3 ATS Flight Plan
The FPL is done by flight dispatcher or, if required by authorities at remote stations, by a pilot. It is the PIC's
responsibility to check that an ATS flight plan has been submitted.
A copy of ATS flight plan will also be printed in the dispatch release message attached to the Company flight
plan of the flight concerned for further reference.
A flight plan should be amended whenever the flight is delayed from a given ETD in excess of 30 min or if
there is any change in the preceding FPL. In this circumstance, flight dispatcher will, before informing the
PIC, coordinate with the appropriate ATS units regarding the reception and acknowledgement of the change.
For more information concerning ATS flight plan, see FDM Chapter 9.
7.3 Normal Planning
7.3.1 Planning with One Alternate
A flight will be planned with at least one alternate to be reached via the destination.
a) Destination weather requirements
refer to OM-A, Chapter29 Instruction For The Conduct Of Precision And Non-Precision Instrument
Approach Procedures; 29.4.1.1 Planning with One Alternate, a) Destination weather requirements
b) Alternate weather requirement
refer to OM-A, Chapter29 Instruction For The Conduct Of Precision And Non-Precision Instrument
Approach Procedures; 29.4.1.1 Planning with One Alternate b) Alternate weather requirement
c) Planning with LOC minima is applicable, subject to operative ILS system
Note: When planning with two alternates is not possible due to range or pay load, the flight may be
planned to a secondary destination with its alternate (see FDM 7.4). In case alternate planning
minima are given by the state under heading "For filing as alternate" those minima should be used.
d) Fuel Requirements
The minimum amount of fuel to be on board is the sum of:
Taxi fuel + Trip fuel + Contingency fuel + Alternate fuel + Final reserve fuel + Company fuel (if
applicable).
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7.3.2 Planning with Two Destination Alternates
refer to OM-A, Chapter29 Instruction For The Conduct Of Precision And Non-Precision Instrument Approach
Procedures; 29.4.1. 2 Planning with Two Destination Alternates
a) Destination weather requirement
refer to OM-A, Chapter29 Instruction For The Conduct Of Precision And Non-Precision Instrument
Approach Procedures; 29.4.1. 2 Planning with Two Destination Alternates, a)
Destination
weather requirement
b) Alternates weather requirements
refer to OM-A, Chapter29 Instruction For The Conduct Of Precision And Non-Precision Instrument
Approach Procedures; 29.4.1. 2 Planning with Two Destination Alternates, b)
Alternates
weather requirements
c) Fuel requirements
The minimum amount of fuel to be on board when planned with two alternates is the sum of:
Taxi fuel + Trip fuel + Contingency fuel+ Alternate fuel (Sufficient to proceed to the alternate which
requires the greater amount of alternate fuel) + Final reserve fuel + Company fuel (if applicable).
7.3.3 Planning with Excess Landing Weight
When need to accommodate additional payload or fuel reserves, the flight plan fuel consumption entered on
the load sheet may be increased by an amount up to 50% of the Contingency Fuel In order to adhere to the
max landing weight requirements, an equivalent amount of Contingency fuel must be burnt off before landing.
Fuel uplift in excess of max landing weight above the 50% of Contingency fuel may only be planned when
authorized by Head of Flight Operations.
7.4 Exceptional Planning
7.4.1 Planning with a Secondary Destination
When a direct planning to the intended destination is not possible due to range/payload or wind, a flight may
be planned with a secondary destination via a Point of Re-dispatch (POR) provided a reasonable chance
exists to continue to the intended destination from the POR. SEC ALTN
Figure 7-4
SEC ALTN
SEC DEST
DEP
Note:
POR
INTENDED
DEST
ALTN
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
The ATS flight plan will always be filed to the intended destination, "provide RIF/ ...," in item 18 to
secondary destination.

The re-clearance will be requested only when the flight is compelled to divert to a secondary
destination.

Both Companies flight plans to intended and secondary destination will be provided to the pilot with
re-dispatch plan from POR to intended destination.
7.4.2 Destination and Secondary Destination Weather Requirements
Same criteria as stated in 7.3.1
7.4.3 Destination Alternate and Secondary Destination Alternate Weather Requirements
Same criteria as stated in 7.3.2
7.4.4 Fuel Requirements
a) Minimum fuel calculation to be based on planned Secondary destination. The minimum amount of
fuel to be uplifted is the sum of:
Taxi fuel + Trip fuel (via POR to secondary destination) + 5% or 3% Contingency fuel+ Alternate fuel
(alternate of secondary destination) + Final reserve fuel.
Note: Planning with 3% contingency fuel will require CAAT approval.
b) Re-dispatch from POR to the intended destination.
The required fuel for re-dispatch to intended destination is the sum of:
Trip fuel from POR to intended destination + 5% Contingency fuel (from POR to the intended
destination) + Alternate fuel+ Final reserve fuel.
Note: If the fuel remaining over POR is equal to or more than fuel quantity in b) above, the flight can proceed
to the intended destination otherwise it should proceed to the secondary destination; unless the criteria for
re-dispatch without alternate are fulfilled (see 7.5.2.2).
7.4.5 Planning with Change of Destination
If the scheduled destination cannot be reached according to any of the planning methods, a change of
destination will be considered.
In case a flight is planned to and landing intended at an aerodrome other than the scheduled destination,
coordination with Head of Flight Operations or appropriate station manager is mandatory.
ATS flight plan must be filed to the new destination.
7.5 Re-Dispatch Planning
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7.5.1 General
As the flight progresses, the weather trends and other factors affecting the safety of the flight will be carefully
monitored.
Re-dispatch may be done throughout the flight when the planned operating conditions have changed so much
that further adherence to the original flight plan is unacceptable or impractical.
The re-dispatch during flight is the responsibility of the PIC using the same criteria as the pre-flight planning;
however, dispatcher may be coordinated for assistance. Thus, in such case, where practicable, the
verification of agreement between the PIC and flight dispatcher will be confirmed by radio or phone-patch
and recorded in the Dispatch Communication Log.
It will be carried out when:

The weather conditions at the destination/secondary destination or alternate(s) make a landing
uncertain;

Fuel penalties due to ATC restrictions or unfavorable winds exceed contingency fuel and extra
fuel, if carried;



The runway conditions hinder landing at the destination/secondary destination or alternate (s);

After re-dispatch, the remaining fuel must be enough for the flight to proceed to its destination
from the re-dispatch position without infringing the minimum fuel requirements.
The aircraft performance is seriously impaired by malfunctions;
The holding time at the destination/secondary destination is expected to exceed that for which
fuel is available;
PIC will not continue beyond the point from which a revised flight plan applies in the event of in-flight redispatch unless information is available, indicating that the expected weather conditions at the destination
and/or required alternate aerodrome(s) are at or above the applicable aerodrome planning minima.
7.5.2 Re-Dispatch Procedures
7.5.2.1 Re-Dispatch with Alternate
Change of destination
If a new destination is required for the continuation of the flight, a re-dispatch has to be done according to the
flight planning procedures prescribed in this section.
However, if flight time to the new destination is one hour or less, the actual weather at that destination can
be used for a re-dispatch even the forecast at ETA is below applicable landing minima.
Change of alternate
If the updated weather forecast indicates that, during the period commencing 1 hour before and ending 1
hour after the ETA, RVRN visibility and ceiling (depending on the type of approach) for the planned alternate
are below the alternate requirements, a re-dispatch for the new alternate will be taken into consideration
provided that the remaining fuel so permits.
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7.5.2.2 Re-Dispatch without Alternate
Proceeding to the destination, while en-route or holding overhead destination, without diversion fuel may be
done if all following conditions are fulfilled:
 Flight time to the destination is 1 hour or less;
 Two separate runways meeting the landing requirements for the aircraft type are available;
 No heavy showers or thunderstorms are expected;
 Estimated remaining fuel upon landing is not less than final reserve fuel; The ATS situation indicates
that a landing can be made without excessive delay; and
 The actual weather in combination with the forecast indicate that, at the expected time of arrival at
the destination, the weather is at or above the requirements for alternate planning minima.
Some or all of these requirements may, in exceptional cases, be disregarded by the PIC if conditions at the
alternate prevent a landing or make it highly uncertain.
7.5.2.3 Minimum Remaining Fuel
Whenever the PIC is aware that the remaining fuel upon landing will be below the final reserve fuel, he must
request landing priority or even declare an emergency if situation so requires.
7.5.3 Diversion
Diversion will be made early enough to ensure that the flight arrives over the initial approach fix at the alternate
with sufficient fuel for a safe approach and landing plus at least final reserve fuel.
7.6 Required Navigation Performance (RNP)
7.6.1 General
The continued growth of aviation places demands on airspace capacity and emphasizes the need for
optimum utilization of the available airspace. However, the method most commonly used over the years to
indicate required navigation capability was to prescribe mandatory carriage of certain equipment. This
constrained the optimum application of modern airborne equipment. To overcome these problem, the ICAO
concept of Required Navigation Performance (RNP) was developed as a means of enabling the specification
of new separation standards based upon the current navigation system performance within an airspace and
therefore affects both the airspace and the aircraft.
The RNP concept recognizes that current aircraft navigation systems are capable of achieving a predictable
level of navigation performance accuracy and that a more efficient use of available airspace can be realized
on the basis of this navigation capability.
Since RNP is defined by a statement on navigation performance accuracy, there is an obligation on the part
of the. State and the aircraft operator to provide the necessary equipment to achieve the required navigation
performance accuracy. The state must ensure that services, i.e., communications, navigation and
surveillance (CNS) within a given airspace provide safe separation for a defined set of separation standards.
The aircraft operator (and State of Registry) must ensure that the aircraft intending to operate in a specified
RNP airspace is equipped to achieve the required navigation performance.
7.6.2 RNP Concept
RNP Type
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The type of RNP were developed to provide known levels of accuracy for navigation and to support planning
for the development of airspace designs, air traffic control procedures and operational procedures.
RNP types (RNP X) are based upon lateral and longitudinal navigation performance accuracy, specified as
containment value, which is expected to be achieved at least 95% of the time by the aircraft operating
within the airspace. The containment value is a distance from the intended position within which flights
would be found for at least 95% of the total flying time. For example, in RNP 1 airspace, an aircraft would
maintain a position within 1 NM of its air traffic control (ATC)-cleared position for at least 95% of the flying
time.
It is evident that an aircraft with less accurate type of RNP would normally be excluded from airspace with
more stringent requirements or, alternatively, may be allocated increased separation minima. If appropriately
equipped, an aircraft with a level of navigation performance more accurate that specified can fly in the
airspace concerned (e.g. RNP 1 certified aircraft operating in RNP 1 airspace). There may be occasions, for
example, when an aircraft’s level of navigation performance accuracy may meet the requirement of a more
stringent RNP airspace, based on the navigation aids infrastructure, but might not meet the requirements of
less stringent RNP airspace due to the lack of aids appropriate to its navigation equipment fit, e.g. RNP 5
certified aircraft based on dual DME or VOR/ DME position update, may not be appropriate to enable
operation in RNP 10 airspace over the ocean.
No consideration is currently given to time or vertical navigation for the purpose of establishing RNP types
for en-route operations. Vertical navigation en-route will be based on barometric altimeter for the foreseeable
future.
The Tunnel Concept
RNP can apply from take-off to landing with different phases of flight requiring different RNP types. As an
example, an RNP type for take-off and landing may be very stringent whereas the RNP type for en-route may
less demanding. The type of RNP required for a specific flight phase can be determined by the tunnel concept.
The principle of the tunnel concept is to establish airspace protection criteria based on the occurrence that
aircraft would unintentionally leave the tunnel. The requirement necessary to keep the aircraft in the tunnel is
the RNP type, translated into accuracy, integrity, continuity and availability parameters. These parameters
constitute the probability that the aircraft will leave the tunnel. The occurrence is called a tunnel incident and
is the factor determining the separation between obstacles and other aircraft. In combination with other
factors such as traffic, flight phase and controller intervention; it determines whether the risk goal is met. As
an example, for the approach phase, a tunnel incident for an individual aircraft requires that only one
occurrence may take place once. In a million approached.
Initially, the tunnel concept will be applied for the 2-dimensional part of the final approach and landing phases
of flight. It is expected that the concept firstly will be expanded to the other flight phases after which the 3rd
and 4th dimension will be included.
7.6.3 RNP Performance Requirements
Navigation accuracy
Each aircraft operation in RNP airspace will have a total system navigation position error that is equal to or
less than the RNP value during 95% of the flight time.
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Containment integrity
The probability of annunciated loss of RNP-X capability (true or false annunciation) will be less than 1 Q-4
per flight hour.
Conclusion for RNP definitions
The destinations of the RNP components for Communication, Navigation, and Monitoring (or Surveillance)
are summarized as follows:
RNP:



Navigation Performance Accuracy is assured for 95% of flying time.
Performance and functional integrity is provided to a 99.999% level, or a probability of 1 Q·5 for
undetected excursion beyond 2*RNP value.
Functional availability is provided to a 99.99% level.
7.6.4 RNP Airspace
RNP may be specified for a route, a number of routes, an area, volume of airspace or any airspace of defined
dimension which an airspace authority chooses. An RNP type should be selected in order to meet
requirements such as forecast traffic demand in a given airspace. This RNP will determine the level of aircraft
equipage and airspace infrastructure.
Ideally, airspace should have a single RNP type. However, RNP types may be mixed within a given airspace.
An example would be a more stringent RNP type (DME-DME) being applied to a specific route in a VOR/DME
airspace or a less stringent RNP type applied to a specific airspace. RNP can apply from take-off to landing
with the different phases of flight requiring different RNP types.
RNP is a navigation requirement and is only one factor used in the determination of required separation
minima. RNP alone cannot and should not imply or express any separation standard or minima. Before any
state makes a decision to establish route spacing and aircraft separation minima, the State must also consider
the airspace infrastructure which includes surveillance and communications. Table below specifies four RNP
types required for general application to en-route operations.
RNP types - General Application
Requirement
RNP 1
RNP 4
RNP 5
RNP 10
Position Accuracy (95%)
+/- 1 NM
+/- 4 NM
+/- 5 NM
+/- 10 NM
RNP 1
Supports the most efficient ATS route operations by providing the most accurate information, and through
the use of RNAV allowing the greatest flexibility in routing and real time response to system needs.
RNP 4
Supports ATS routes and airspace design based upon limited distance between NAVAIDS. This RNP type is
normally associated with continental airspace.
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RNP 5
Allows implementation of RNP procedures using conventional navigation techniques on routes defined as
VOR/DME.
RNP 10
Is intended for oceanic and remote areas where aircraft separation minima on the order of 10 NM are applied.
7.6.5 RNP Aircraft
It is anticipated that most aircraft operating in the future RNP environment will carry some type of RNAV
equipment. RNAV equipment operates by automatically determining the aircraft position from one or more of
a variety of inputs. Distance along and across track are computed to provide the estimated time to a selected
waypoint, together with a continuous indication of steering guidance that may be used, for example, in a
Horizontal Situation Indicator (HIS) or Navigation Display (ND). In some State, accuracy requirements are
such that RNAV equipment must either be coupled or capable of being coupled to the autopilot.
The RNP may also require different aircraft. Functional capabilities in different type of RNP airspaces. As an
example, an RNP airspace with high accuracy requirement may have functional requirements for parallel
offset capability, whereas a less accurate RNP airspace may only require point-to-point navigation capability.
Existing aircraft certified using airworthiness material such as FAA Advisory Circulars 25-4, 25-15, 20-130,
and others have commonly provided a demonstrated compliance to a 95% navigation performance accuracy.
The performance accuracy requirement, for both lateral and longitudinal dimensions, has been specified for
flight phases and certain NAVAID environments. All aircraft navigation systems complying with criteria
including a 95% performance accuracy standard are RNP compliant.
7.6.6 RNAV
RNAV is the primary means of meeting RNP requirement. RNAV operations within the RNP concept permit
flight in any airspace within prescribed accuracy tolerances, without the need to fly directly over ground based
navigation facilities. The application of RNAV techniques provides a number of benefits, for example:





Establishment of more direct routes reducing the flight distances.
Establishment of dual or parallel routes to accommodate a greater flow of en-route traffic.
Establishment of bypass routes for high density traffic areas. Establishment of contingency routes.
Establishment of optimum locations for holding patterns.
Reduces the number of ground navigation facilities.
Navigation parameters such as distance and bearing to a way point are computed from the aircraft position
to the location of the way point. Course guidance is generally derived from the linear deviation from the
desired track of a great circle course. The desired course may be pilot elect able or may be determined by
the navigation computer through computations based on the locations of successive way points.
Precision RNAV (P-RNAV) (RNP 1) will provide a 95% containment value of +/- 1 nm (+/-1.85 km).
Basic RNAV (8-RNAV) (RNP 5) will provide a 95% containment value of +/- Snm (+/- 9.26 km). This level
is similar to that currently achieved by aircraft without RNAV capability on ATS routes defined by a VOR or
VOR/DME, when VOR's are less than 100 NM apart.
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7.6.7 RNP and RNAV Requirements
For RNP and RNAV operations, operators have the responsibility to ensure the required level accuracy, within
the notified RNP/RNAV environment, by means of appropriate equipment usage and prescribed procedures
for the flight crew. It is essential that ATC receives an indication from the operator that a flight, planned along
RNP/RNAV routes or in a NP/RNAV area, has the required navigation capability.
Approval and Certification
A fundamental requirement for the implementation of RNP is the approval of flight operations in the various
RNP type airspaces by the state of the operator. Approval will be granted individually for each operator and
each individual aircraft type used by the operator. RNAV and FMS equipment also needs to obtain
airworthiness approval by the national authority.
The approving authority must ensure that aircraft equipment be installed and operated in a manner
appropriate to the RNP type approval being sought. An approval for certain RNP type does not mean that the
aircraft may be operated wherever the RNP type applies. The RNP type approval is specific to a particular
type of navigation equipment and application, and for the use of INS/IRS a time limit may apply.
For example, an aircraft, having approval for RNP5 in the B-RNAV airspace of Europe, using-RNAV
equipment requiring input from ground based navigation facilities such as VOR/ DME may not be operated
in a RNP10 airspace where such facilities are not available.
B-RNAV Certification and Operational requirements
In order to comply with RNAV operational requirements, aircraft must be certified for B-RNAV operation in
order to file and IFR flight plan in the BRNAV FIR/UIR in the ECAC airspace. See minimum equipment list
(MEL) requirements and applicable aircraft procedures related to the navigation performance.
7.6.8 RNP
Many different types of equipment are currently available to meet requirements for one or more RNP types.
For example, a VOR/DME navigation system in combination with a simple RNAV computer accepting
VOR/DME input is the least sophisticated equipment.
RNAV
Area navigation equipment determines aircraft position by processing data from one or more sensors.
Determination of aircraft position is dependent on such factors a sensor availability and accuracy, signal
parameters (signal source strength, transmitted signal degradation). Position determination may employ
such inputs as:





Distance measurements from two of more distance measuring equipment (DME) ground stations
(DME-DME)
Very high frequency omnidirectional range with DME (VOR/DME)
Inertial systems (INS, with radio updating or limited 2 hours use after last on ground update)
LORAN C (with limitations)
Global navigation satellite system (with limitations)
7.6.9 Operational Limitations
Due to the availability and integrity of the various sensor systems, and effects from out- side sources, certain
operational limitations must be imposed on the use of some types of RNAV equipment as follows:
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Operational Areas
Operators will define the area(s) in which operations are intended and ensure that equipment usage is
capable of performance within the defined standard.
Operation Equipment
INS - without an automatic radio update, INS function is limited in usage for a 2-hour period from the last on
ground position update. This can result in degradation of accuracy with elapsed time. As a requirement, a
linear decay value of 1.5 to 2 nm per hour must be considered.
GNSS - during the pre-flight planning phase, if 24 satellites (23 if baro aiding is incorporated into the GPS
installation) are projected to be operational for the flight, then the aircraft can depart without further action. If
23 satellites or less (22 or less if baro aiding is incorporated), are projected to be operational, then the
availability of GPS integrity (RAIM) should be con- firmed for the intended flight (route and time).
System Availability - Navigation systems must demonstrate an acceptable reliable continuity of function
prior to approval. National authorities may choose to rely on redundancy of systems in order to obtain and
average airborne system availability of 99.99% of flight time for B-RNAV. Navigation function availability may
be assured by the use of the multi sensor area navigation systems which incorporate various position fixing
sensors, each of which is individually usable for airborne area navigation. Some NAV systems permit the use
of combinations of systems or pilot selection of one system in preference to another, depending on factors
such as reception and weather conditions.
Note: As long as VOR/DME facilities are available, and aircraft are equipped with VOR/ DME instrumentation,
the carriage of a single B-RNAV system will provide equivalent safety to the average system availability
requirements. It is anticipated that the withdrawal of VOR facilities will result in a requirement to carry
redundant B-RNAV systems in order to meet the average system availability requirement.
Contingency
Flight Crew Inputs- Procedures will enable erroneous flight crew inputs to be detected before the aircraft
position accuracy can be degraded. It is the crew’s responsibility to ensure that the navigation accuracy is
maintained. In particular, the following common mistakes must be avoided:
Insertion errors
Coordinates are inserted incorrectly into the system. (Particular care must be taken in case of a new ATC
clearance).
De-coupling
If the pilot allows the autopilot to become de-coupled from the equipment which he thinks is providing steering
output.
Using faulty equipment
The pilot might continue to use a navigation system which has become inaccurate.
7.6.10 Functional Requirements
Navigation equipment should be capable of enabling aircraft to be navigated within the constraints of the air
traffic service to the accuracy required in a promulgated RNP type of airspace. The carriage of RNAV
equipment may be required in some region or state and therefore the reason why frequent reference is made
to the use of RNAV equipment.
Navigation Data Base
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It is the responsibility of the state to maintain the level of accuracy and thoroughness of the source material
on which data bases rely. Data base providers have the responsibility to ensure that they accurately
reproduce the source material as provided by the state.
RNP
Aircraft flight management system (FMS) software should employ the same geodetic reference datum a used
for locating ground based or earth-referenced navigational aids to avoid navigation errors when transferring
between different geodetic references datum application areas. The equipment will provide an electronically
updatable navigation data base containing at least the following location information:




ARP
VOR, DME, VORTAC, and NDB
All named fixes
All procedures defined by a state such as route, SID, STAR, APCH, holding, etc.
7.7 Reduced Vertical Separation Minima (RVSM)
7.7.1 General
RVSM airspace is defined as any airspace or route where the aircraft are separated vertically by 1000 ft
between FL 290 and FL 410 inclusive (instead of 2000 ft). The objective is to increase the route capacity of
saturated airspace while keeping at least the same level of safety. This can be achieved in imposing stringent
requirements on equipment and training of personnel, flight crews and ATC controller. All aircraft intending
to operate in the RVSM airspace must have the specific approval for such operations from either the aviation
authority of the state in which the aircraft is registered or the aviation authority of operator.
Figure 7-7
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Flight crew are required to have an awareness of the criteria for operating in RVSM airspace and be trained
accordingly on flight planning, pre-flight procedures, in-flight procedures, entry to RVSM airspace
procedures, contingency procedures and post flight procedures. The benefits to be gained from RVSM are
as follow:



Adoption of an ICAO endorsed navigation requirement;
Improved utilization of airspace for ATC conflict resolution; and
Fuel saving of 1 % for each 1000 ft closer to optimum cruise altitude.
7.7.2 Definitions
Altimeter System Error (ASE): The difference between the pressure altitude display when referred to 1013.2
hPa/29.92 in-Hg and the actual pressure altitude in an undisturbed ambient pressure condition.
Assigned Altitude Deviation (AAD): The difference between the transmitted Mode C altitude and the
assigned altitude/flight level.
Total Vertical Error (TVE): Vertical geometric difference between the actual pressure altitude flown by an
aircraft and its assigned pressure altitude (flight level).
7.7.3 Flight Planning
During flight planning, the crew should pay particular attention to the following conditions that may affect
operation in RVSM airspace:




Verifying that the aircraft is approved for RVSM operations,
Minimum equipment requirements pertaining to altitude control system,
In block 10 (Equipment) of the ATS flight plan, "W" will be inserted to identify RVSM approval, and
Reported and forecast weather conditions on the route of flight.
7.7.4 Aircraft Systems
The minimum equipment for RVSM operations are:
 Two primary altitude measurement systems,
 One SSR altitude-reporting transponder with the capability for switching to operate from either altitude
measurement system,
 One altitude alerting system, and
 One automatic altitude control system.
7.7.5 Procedures
7.7.5.1 Pre-flight Procedures
The following actions will be accomplished:
 Review technical logs and forms to determine the condition of equipment required for flight in the
RVSM airspace,
 During external inspection of aircraft, observe the condition of static sources and the fuselage skin
near each static source and any other component that affects altimeter system accuracy, and
 Before take-off:
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The altimeters will be set to QNH and should display a known elevation, within the specified limits.
The two primary altimeters should also agree within limits specified in AOM.
Equipment required for flight in RVSM airspace will be operative and indications of malfunction will
be resolved.
7.7.5.2 Procedures Prior to RVSM Airspace Entry
The aircraft equipment, stated in para 7. 7.4, will be operating normally at entry into RVSM airspace. Should
any of the required equipment fail prior to the aircraft entering RVSM airspace; the pilot will request a new
clearance to avoid entering this airspace.
Note:
During cruise, before entering oceanic RVSM airspace, make a Cross-check of primary and
stand-by altimeters.
7.7.5.3 In-flight Procedures in RVSM Airspace
Rechecking of proper altimeter setting when reaching the initial Cleared Flight Level (CFL) will be done.
When changing levels, the aircraft will not be allowed to overshoot or undershoot the CFL by more than 150
ft. It is recommended that the level-off be accomplished using the altitude capture feature of the automatic
altitude-control system.
During level cruise, an automatic altitude-control system will be operative and engaged except when
circumstances such as the need to re-trim the aircraft or turbulence requiring disengagement. Adherence
to cruise altitude should be done by reference to one of two primary altimeters.
At interval of approximately one hour, cross-checks between the primary altimeters and the stand-by altimeter
will be made. The difference between the primary and stand-by altimeters should be noted for use in
contingency situations.
The maximum difference of two primary altimeters will agree within 200 ft. Failure to meet this condition will
be reported to ATC.
The altimeter system being used to control the aircraft should be selected to provide the input to the altitudereporting transponder transmitting.
If the pilot is notified by ATC of an Assigned Altitude Deviation (AAD) error exceeding +/- 300 ft then action
will be taken to return to CFL as soon as possible.
7.7.5.4 Contingency Procedures
During flying in RVSM airspace, if the aircraft equipment fails and cannot meet the minimum requirements
for operation in RVSM airspace or encounter of a severe turbulence affecting the ability to maintain CFL, the
following contingency procedures will be followed for safe operation:
Basic Concepts for contingencies
If the aircraft intentionally deviates from its assigned flight level or track without prior ATC clearance, the pilot
will alert adjacent aircraft by:
 Making maximum use of aircraft exterior lighting,
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Broadcasting position (including AWY or track code), flight level and intention on frequency in use,
as well as 121.5 MHz at suitable intervals,
Watching for conflicting traffic both visually and by reference to TCAS, and
Advising ATC as soon as possible of the problem and request ATC clearance.
Weather Deviation Procedures
Contingency· procedure for weather deviation in the Pacific areas are detailed in Jeppesen/En-Route. The
brief information given below are provided for pilot's quick reference.
When weather deviation is required, rapid response may be obtained by stating "WEATHER DEVIATION
REQUIRED" to ATC. The pilots will advise ATC when weather deviation is no longer required and the aircraft
has returned to the centerline of its cleared route.
Using the urgency call “PAN PAN” three times to alert all listing parties to assist in this situation. However, all
possible circumstances cannot be covered. The pilot's judgement will ultimately determine the sequence of
actions taken as follows:
a) If pilot-controller communications are established:
 Comply with ATC clearance, and
 Execute the procedures stated in the Basic Concepts for Contingencies above.
b) If pilot-controller communications are NOT established and deviation from track is required:
 Deviate from an organized track;
 Execute the procedures stated in the Basic Concepts for Contingencies above;
 If deviation is less than 10 NM from track, initiate an altitude change based on the following
criteria:
Track
000° to 179°
180° to 359°


Deviation > 10 NM
Left
Right
Left
Right
Altitude Change
Descend 300 ft.
Climb 300 ft.
Climb 300 ft.
Descend 300 ft.
When returning to original track, be at assigned flight level when the aircraft is within approximate
10 NM of centerline; and
Try to contact ATC to obtain a clearance. If contact cannot be established, continue to keep ATC
advised of intentions and obtain essential traffic information.
Special Procedures
a) In general, if aircraft is unable to continue flight in accordance with its ATC clearance, a revised
clearance will be obtained prior to initiating any action and, at the earliest possible time, the
procedures stated in Basic Concepts for Contingencies above will be followed.
b) If unable to obtain a revised ATC clearance, and a rapid descent or a turn back or a diversion to an
alternate airport due to aircraft system malfunction or other contingencies are required, the following
actions will be taken:
 Leave the assigned route/track by turning 90° right or left. The direction of turn will be determined
by checking aircraft· position in relation to organized route/track system.
 For subsequent action:
Aircraft able to maintain level flight
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Minimize its rate of descent while turning to acquire and maintain in either direction a track laterally separated
by 25 NM from assigned route/track. A new level will be selected which differs by 500 ft from those normally
used.
Diversion across the flow of adjacent traffic
While maintaining 25 NM offset, before commencing a diversion across the flow of adjacent traffic, expedite
climb above FL 400 or descent below FL 290 and then maintain a new level which differs by 500 ft from those
normally used.
Note: If the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at
a level 500 ft above or below levels normally used until a new ATC clearance is obtained.
Wake Turbulence
An aircraft that encounters wake turbulence will notify ATC and practice as follows:
a) The pilot will establish contact with other aircraft on the appropriate VHF air-to-air pilot frequency, and
b) Initiate lateral offset not to exceed 2 NM from the assigned track, provided that:
 As soon as practicable to do so, the offsetting aircraft will notify ATC that temporary lateral offset
action has been taken, and specify the reason.
 Notify ATC when re-established on assigned route/track.
7.7.5.5 Post-flight Procedures
When making Aircraft Log entries against malfunctions in altitude control system, the pilot will detail the actual
defect and the crew action taken to try to isolate and rectify the fault. The following information should be
noted when appropriate:





Primary and standby altimeter readings.
Altitude selector setting, if applicable.
Subscale setting on altimeter.
Autopilot used to control the aircraft and any differences if the alternate system was selected.
Differences in altimeter readings, if alternate static ports selected.
7.7.6 Dispatcher Guidance for RVSM Operations
7.7.6.1 Flight Planning
RVSM Airspace
RVSM airspace is defined as any airspace between FL290-410 where 1,000 feet vertical separation is
applied. Some regions have elected to implement RVSM in phases. For example, RVSM is currently applied
in the North Atlantic between FL 290 and 390 in the Pacific FIR's on 24 February 2000. The prudent
dispatcher will be familiar with the FL's where RVSM approval is required in each area of operations into
which aircraft will be dispatched.
Limit of Operational Authorization
In the flight planning process, the dispatcher is responsible for selecting and filing a route of flight that is
consistent with the carrier’s operational authorization (e.g., Operations Specifications) and with all route,
aircraft, weather considerations, crew constraints and limitations.
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Minimum Equipment List
When planning, and filing into RVSM airspace, the dispatcher must ensure that the route meets the
requirements of the paragraph above and that the aircraft meets certain Minimum Equipment Lists (MEL)
provisions as well.
Weather
The dispatcher must review reported and forecast weather conditions with specific emphasis on conditions
such as greater than moderate turbulence that may affect the aircraft's capability to maintain level flight.
TCAS
It is recommended that, for those aircraft that are TCAS equipped, TCAS should be operational for dispatch
into RVSM airspace. TCAS is not required aircraft equipage for RVSM and is not required for dispatch into
RVSM airspace; however, TCAS enhances operational safety by enhancing pilot situational awareness and
by providing a system for collision avoidance.
Note:
Aircraft are required to be equipped with TCAS to operate in certain areas (such as the U.S.),
however, there are provisions for MEL relief. The dispatcher must dispatch the aircraft in accordance with
MEL provisions for flight in the specific area of operations.
Maintenance Flights
ATS providers have established policy to enable aircraft that are temporarily non-RVSM compliant 'to fly in
RVSM airspace for the purpose of positioning the aircraft at a maintenance facility. This policy requires prior
coordination with appropriate ATC centers so that 2,000 feet separation can be applied between the noncompliant aircraft and other aircraft. The dispatcher must comply with the policy for such operations published
in NOTAMS, Aeronautical Information Publications and other appropriate documents.
Delivery and Humanitarian Flights
ATS have made provision for limited flights by aircraft not approved for RVSM for delivery and humanitarian
flights. The dispatcher must comply with the policies for this operation published in State AlP's, NOTAMS and
other appropriate documents.
7.7.6.2 Enroute Contingencies
Prior to entry into RVSM airspace
(1) The following equipment is required to be operational at entry into RVSM airspace:
 Two independent primary altimetry systems.
 One automatic altitude control system.
 One altitude alerting device.
(2) If any required equipment fails prior to entering RVSM airspace, the PIC will notify ATS and
request a new oceanic clearance above or below the RVSM stratum. The PIC will evaluate the
new clearance with due consideration for the effect on fuel consumption, time en route, any
MEL/CDL issues or any other operational factors to determine whether continuing to destination,
or returning to the departure airport. The pilot will then inform ATC of his decision accordingly.
After entry into RVSM airspace
IG91-RVSM, Appendix 5 provides guidance for pilot and controller actions if RVSM required aircraft
equipment fails after entry into RVSM airspace or the aircraft encounters turbulence that affects the aircraft’s
ability to maintain level. If any required RVSM equipment fails or turbulence greater than moderate
encountered, the PIC is expected to notify ATS of the intended course of action.
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(1) The PIC has the following options:
a.) Continue with original ATS clearance if ATC can apply an alternate form of separation (i.e.,
lateral, longitudinal or 2,000 feet vertical separation.
b.) Request ATC clearance to climb above or descend below RVSM air Space if ATC cannot provide
adequate separation from other aircraft.
c.) Execute ICAO contingency procedures to offset from track and FL, if ATC cannot provide
adequate separation from other aircraft. The PIC Will maintain the offsets until a revised ATC
clearance can be obtained.
d.) The PIC will make his choice with due consideration for the effect on fuel consumption, time en
route, any MEL/COL issues or any other Operational factors. He will then inform ATC of his
decision to continuing to destination, proceeding to an intermediate airport or returning to the
departure airport:
e.) When time permits, the PIC should advise Dispatch of his planned action.
7.7.6.3 Dispatcher Checklist
The dispatcher must:
(1) Determine flight level (FL) floor, FL ceiling and horizontal boundaries of RVSM airspace.
(2) Determine if RVSM approval is specifically required to file for flight into airspace.
Example: Tahiti currently plans to allow both RVSM approved and non- RVSM approved aircraft to
file for flight in the Tahiti FIR until the August 2000 timeframe. (2,000 feet vertical separation will be
applied between approved and unapproved aircraft). With limited exceptions, RVSM approval is
required to file for flight in most other Pacific and North Atlantic FIR's.
(3) Verify that the aircraft is RVSM approved.
(4) Determine if any operating restrictions apply to the aircraft for RVSM Operations (e.g., speed or
altitude limitations).
(5) Check the MEL for system requirements related to RVSM.
(6) Check block 10 (Equipment) of the ICAO flight plan to ensure that it correctly reflects RVSM approval
status. For Pacific and North Atlantic operation, letter "W" indicates to ATS that the operator and
aircraft are RVSM approved.
(7) Review reported and forecast weather conditions en-route with specific emphasis on conditions such
as turbulence greater than moderate which may affect aircraft ability to maintain level flight.
(8) Determine if TCAS is operational. (TCAS is recommended, but not required for RVSM operations).
(9) Flight of non-RVSM compliant aircraft. The dispatcher must comply with ATS requirements for flight
of non-RVSM compliant aircraft for maintenance, aircraft delivery or humanitarian flights.
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Table of Contents
Table of Contents ..........................................................................................................................................1
CHAPTER 8.- SLOTS, PERMITS AND CHARTER FLIGHTS .........................................................................3
8.1 SLOT .......................................................................................................................................................3
8.1.1 Introduction ..........................................................................................................................................3
8.1.1.1 Notes on Slot Application ..................................................................................................................3
8.1.2 Standard Clearance / Advice Form......................................................................................................4
8.1.3 Slot Application - Domestic Flights ......................................................................................................5
8.1.3.1 Procedure for Coordinated Domestic Airports ..................................................................................5
8.1.3.2 Letter Application Procedure ............................................................................................................5
8.1.4 Slot Application - International Flights .................................................................................................6
8.1.5 Slot Application -At Season Schedule Change ...................................................................................6
8.1.5.1 Procedure .........................................................................................................................................6
8.1.5.2 Traffic Program Information (TPI) .....................................................................................................7
8.2 Takeoff, Over-fly and Landing Permits ...................................................................................................7
8.2.1 Purpose ................................................................................................................................................7
8.2.2 Procedure ............................................................................................................................................7
8.3 Charter Flight Handling ...........................................................................................................................8
8.3.1 Purpose ................................................................................................................................................8
8.3.2 Planning for the Flight ..........................................................................................................................9
8.3.3 Flight Preparation...............................................................................................................................10
8.3.3.1 Fuel Supplier Selection ...................................................................................................................11
8.3.4 On the Day of Flight ...........................................................................................................................11
8.3.4.1 Flight Following ...............................................................................................................................11
8.3.5 Post Flight ..........................................................................................................................................11
8.4 Record Retention ..................................................................................................................................12
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CHAPTER 8.- SLOTS, PERMITS AND CHARTER FLIGHTS
8.1 SLOT
8.1.1 Introduction
Aircraft traffic into and out of an airport must be coordinated in sequence in order to minimize congestion.
Slot is the period of time available for takeoff or landing at a coordinated airport taking in account of the
constraints due to runway, apron or terminal capacity. The responsibility for slot allocation, and, therefore,
coordination, is generally assigned to the prominent airline having its main base at the specific airport.
Application for a slot is required when:
 Adding a new service,
 Amending the schedule of a flight,
 Operating a non-schedule flight for extra traffic, ferry, positioning, delivery, training or testing,
 Operating a charter flight, requesting to hold a slot, and Canceling a flight.
Obtaining slot clearance is the first step in the application for permission to operate a flight. See Figure 8-1.
Once a slot is allocated, the operator can then submit its application to the airport authority and the civil
aviation authority for permissions to takeoff or land an airplane at the specified time.
Figure 8-1 Slot Application Flowchart
8.1.1.1 Notes on Slot Application
1.)
2.)
3.)
4.)
5.)
6.)
We shall apply for slots according to the planned schedule.
Always start a week on Monday (1).
Use correct UTC date and time.
Use correct action codes. Using incorrect action codes or using codes in the incorrect order may lead
to rejection or incorrect results.
Calculate the number of aircraft over-night at each station in order not to exceed the number of
allocated parking slots.
If a slot application is not approved, we shall request to fit the intended flight in a slot we hold or
accept the slot offered by the Slot Coordinator.
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8.1.2 Standard Clearance / Advice Form
Figure 8-2 shows a sample of the Standard Clearance/Advice Form with its filling instructions.
Figure 8-2 Standard Clearance / Advice Form
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8.1.3 Slot Application - Domestic Flights
There are six coordinated airports in Thailand. They are: Suvarnabhumi (BKK), Don Muang (DMK), Chiang
Mai (CNX), Hat Yai (HDY) ,Phuket (HKT) and Chiang Rai (CEI). CAAT is the coordinator responsible for slot
allocations at these airports.
All other airports in Thailand are non-coordinated airports at which no particular airline has been assigned
the responsibility for slot allocation. Applications for slot at non- coordinated airports are, therefore, submitted
directly to the airport authority.
In case of joint, code sharing, or any other operations involving voluntary cooperation between airlines, only
one of the participating airlines can apply for each required slot. Slots held by an airline may be used by
another participating airline for their shared operations, provided that the designator of the airline to whom
the slots were originally allocated remains on the shared flight for coordination and monitoring purposes.
8.1.3.1 Procedure for Coordinated Domestic Airports
The assigned staff shall:
1.)
Prepare the following information:
 Operator name (in two letter IATA code),
 Flight number to be used (three digits for international flight but four digits for domestic flight),
 Type of aircraft,
 Purpose of flight ('J' for newly scheduled flight; 'G' for extra, ferry, positioning, school, delivery
or test flight; 'C" for charter flight),
o Time of operation (UTC date and time),
 The origin and destination (in IATA three-alphabet airport code).
2.)
Send an e-mail application to the Slot Coordinator.
3.)
Liaise with the Slot Coordinator until a mutual agreement on slots is reached.
4.)
Inform Marketing of approved slots for their finalization of flight schedule.
5.)
Retain slot approval and related documents for two years and then discard.
8.1.3.2 Letter Application Procedure
Letter application is used:
 To apply for slots at non-coordinated airports; To apply for slots for non-schedule flights; and
 To inform the CAAT and Airport of Thailand (AOT) of changes to scheduled flights.
The letter shall contain the following information and be attached with a TPI:
 The name of the operator;
 The purpose of flight: new schedule, extra, ferry, positioning, school, delivery, test or charter flight
 The day and time of operation with effective date;
 The origin and destination given in IATA3-alphabet airport codes; and
 The arrival and departure time given in Local time.
The following is the definition of various types of flights and their special application requirements, if any.
a)
Scheduled flights are flights which are operated regularly at the same time on the same day of the
week in the same scheduling period.
b) Extra flights are flights to be operated in addition to the regular scheduled flights in order to meet
extra demand.
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c)
d)
e)
f)
g)
h)
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Positioning flight is operated in order to bring an aircraft into position without revenue load. When a
positioning flight will operate immediately, apply through AFTN for express approval.
Delivery flights are operated for the delivery of a new or leased of aircraft.
In case the aircraft is new to the Company fleet, the aircraft certificate of registration shall be attached
with the application.
Charter flights are performed to carry load under inclusive charter on behalf of a single entity or
multiple entities, pursuant to a charter contract.
Ferry flight is operated to bring an aircraft under special technical conditions from a point to a place
for repair. If an aircraft is operated without any special technical condition, the flight is deemed a
positioning flight.
School flights are flown for crew training purpose.
Test flights are performed for maintenance purpose such as to verify aircraft system operations.
8.1.4 Slot Application - International Flights
Generally, for scheduled flights, the Line Station will apply locally with the designated Slot Coordinator or the
Airport Authority. For charter flights, the Company uses the contract agent in UK to obtain landing and takeoff
slots.
Assigned staff is responsible to:
 Inform the Line Station or the UK Contract Agent, as applicable, of the planned schedule;
 Monitor progress and resolve conflicts/issues; and
 Ensure approval is obtained before the scheduled departure.
8.1.5 Slot Application -At Season Schedule Change
For coordination of slots, the year is divided into summer and Winter Seasons. The Summer Season starts
from the last Sunday in March and ends on the last Saturday in October. Winter Season begins on the last
Sunday in October and ends on the last Saturday in March. All airlines are required to submit their planned
flight schedule to the Slot Coordinator for approval.
8.1.5.1 Procedure
45 days before season change, the assigned staff shall:
 Request flight schedule plan from Marketing;
 Check the planned flight schedule for conflict or encroachment at the same time slot,
 Count the number of over-night airplanes to ensure the total does not exceed the number of parking
bays allocated by the airport authority, and
 Prepare the Traffic Program Information (TPI).
30 days before season change, submit application together with the TPI by e-mail to Slot Coordinator at
coordinated airports or by letter application via AFTN telex to non-coordinated airports.
The assigned staff continues to liaise with the Slot Coordinator or the relevant airport authority until an
agreement is reached and such slots are confirmed.
After the requested slots are confirmed, the assigned staff:
Informs Marketing for their finalization of the flight schedule and subsequent dissemination; Retain slot
application and related approval documents for two years and then discard.
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8.1.5.2 Traffic Program Information (TPI)
TPI displays in a table the aircraft type, flight number, days of operation, and arrival and departure time for
all the flights operating into and out of each of the airports the Company serves. The purpose of the TPI is to
facilitate the coordination of slots as all operators display their flights into and out of the same airport in
identical format. The TPI also helps the airport authorities to review aircraft parking requirements by counting
how many airplanes are on the ground at the airport at any one time.
In Thailand, domestic flights are grouped into either northern or southern routes.
All time used in the TPI shall be the local time at the airport. The flight number for domestic flights shall be in
four digits.
It is important to keep the TPI current. Whenever a change is made, the revised flight must be noted with its
effective date via a letter application to the Slot Coordinator or airport authority, as applicable.
8.2 Takeoff, Over-fly and Landing Permits
8.2.1 Purpose
Flights operated in, over or out of a country are controlled by air services agreement between the countries
involved. Although the permissions, or rights, to operate air services are called 'Freedom,' they are not
automatically granted. An operator must apply for permission in advance to fly in, over or out of a country.
The freedoms to fly are defined as follows:
 First Freedom: The right to fly across another country without landing.
 Second Freedom: The right to land in another country for purposes other than carrying passengers,
such as re-fueling or maintenance.
 Third and Fourth Freedom: They stand together as the rights for commercial services to load and
unload passengers, mail and cargo in another country.
 Fifth Freedom: Sometimes referred to as "beyond rights" allows airlines to carry passengers to one
country, and then fly on to another country (rather than back to their own).
 Sixth Freedom: This refers to a state's right to carry traffic between two other countries via an airport
in its own territory.
 Seventh Freedom: The right to operate stand-alone services between two other countries.
 Eighth Freedom: Sometimes also referred as 'cabotage rights' enables the carriage of passengers
and cargo within the borders of another country.
8.2.2 Procedure
Note: The assigned staff may delegate his duties to contract handling agents but he is ultimately responsible
for obtaining all permits before the scheduled departure of a flight.
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The assigned staff shall:
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Obtain slot approval from the Slot Coordinator or Airport Authority as described in 8.1.3 or 8.1.4, as
applicable.
Prepare an application packet containing the following information:
Name and address of operator;
Aircraft nationality;
Aircraft type, call sign, and registration mark;
Name and nationality of pilot-in-command and other flight crew members;
Estimated date and time of flying over the entry or exit points, and arrival at or departure from the
intended airport;
Flight route, cruising level, and speed;
Purpose of flight, number of passengers, amount and nature of cargo;
Frequencies of radio communication in use and other communication equipment involved in the flight;
and TPI for multiple flights, as applicable.
Collect the following documents for each aircraft to be used:
- Air Operator Certificate,
- Certificate of Aircraft Registration, Certificate of Airworthiness,
- Noise Certificate, and
- Insurance Certificate.
Review the country's Aviation Information Publication (AIP) or its civil aviation website for any
additional documentary requirements, such as proof of installation of TCAS, EGPWS, or Reinforced
Cockpit Door.
Submit a letter application together with the aircraft documents by facsimile, and back up with an
AFTN message. The AFTN address for civil aviation authorities can be found in the Jeppesen
Route Manual.
Monitor feedbacks from the civil aviation authorities and answer all questions or provide additional
documents as requested.
Follow up on progress to ensure that permission will be granted a minimum of two days before the
planned flight. Call the authority to discuss progress as deemed necessary.
When received, attach a copy of the approval telex to the application package and retain both for one
year and then discard.
8.3 Charter Flight Handling
8.3.1 Purpose
Charter flights are performed to carry load for a special purpose on behalf of a single entity or multiple entities,
pursuant to a charter contract. Since all charter flights are non-scheduled operations, the Dispatch Supervisor
shall designate a staff to plan and organize all arrangements for each charter flight. See Figure 8-3.
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Figure 8-3 Charter Flight Handling Process Flowchart
Marketing informs charter flight
Planning for charter flight
 Contact all concerned parties for Flight Planning
 Contact all concerned parties for Ground Handling Agent (GHA)
 Arrange Slot and Permit application
 Contact related parties such as Crew, Catering, Load Ramp, Engineer etc.
 Contact related parties in airport such as Customs, Immigration, Quarantine (CIQ)
Flight Preparation (1 days before flight)
 Check required Navigation data and Jeppesen Charts are available
 Check crew ticket and hotel arrangements with Crew Scheduler
 Check Follow-flight engineer assigned
 Request fuel purchasing order
 Advise GHA of ground power unit and air start unit if needed
 Check catering and dry goods with catering
 Prepare crew information sheet
Day of flight
 Check crew Gen Dec and manifest
 Monitor flight movement
Post flight
 De-brief flight crew
 Collect and file records
 Send required documents to Finance Team
8.3.2 Planning for the Flight
Upon notification of the date and time and type of aircraft to use for a charter flight, the assigned staff shall:
Obtain from marketing the following information:
- Name of Charterer;
- Duration and date and time of operation;
- Flight number;
- Transit and destination airports; and
- Passenger load expected.
Note:
ICAO and IATA airports codes can be decoded using the links below:
I.
http://www.azworldairports.com/index.htm
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II.
III.
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Note:
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http://www.world-airport-codes.com/
http://www.airlinecodes.co.uk/aptcodesearch.asp:
Consult Maintenance which aircraft will be used;
Discuss with the applicable Chief Pilot on route to destination, weather considerations, airport curfew
and payload restriction, and procure necessary navigation data, runway analyses, etc., if not
available.
Study flight schedule to determine whether crew pre-positioning is required and, if necessary, advise
Marketing and Flight Crew Center to arrange airline tickets and hotel accommodation.
Contact World Fuel Services (WFS) in Singapore or contract AEG Fuel Services to recommend
aircraft ground handling agents and catering providers at transit and destination airports, as
applicable. It is possible that some locations do not have ground handling agent available.
Confirm with Charterer which party will be responsible for obtaining slots, takeoff, over-fly and landing
permits and take actions accordingly.
Verify insurance coverage and, if necessary, request Company Administration Manager to arrange.
No flight shall operate without insurance coverage.
Check with GH for crew entry visa requirements and advise Crew Administration Team and Flight
Crew to arrange accordingly.
Review Customs, Immigration and Quarantine (CIQ) requirements at each stop and make
arrangements as deemed necessary. In Thailand, it is necessary to send formal letters to the
concerned departments.
8.3.3 Flight Preparation
Five days before the scheduled departure of the charter flight, the assigned staff shall:
 Verify all necessary navigation database and Jeppesen trip charts are available or will be received
in time before flight.
 Verify Flight Crew for crew visa, ticket and hotel arrangements, as applicable, and obtain hotel
contact details and reservation confirmation numbers.
 Confirm with Maintenance Department that Follow-flight Engineers / Mechanics and spare parts
have been arranged.
 Advise Catering Team to prepare dry goods suitable for the itinerary and passenger load.
 Contact the selected Ground Handling Agent at each stop and advise the services and catering
required. Request written acknowledgement from the Ground Handling Agents to assure that they
are duly informed and will provide the requested services.
 Compare fuel prices at intended fueling stops and place order (see 8.3.3.1).
Careful planning for the location and quantity of fuel uplift is critical because some locations may not
have fuel available or have fuel rationing imposed.
 Estimate total expenses required for the trip and advise Finance Team to
prepare the necessary fund.
 Prepare a Crew Information Sheet to include:
 Flight Schedule and passenger load expected on each sector;
 Over-fly and Landing Permit Numbers for the trip; Fuel arrangements with copies of fuel
orders;
 Ground Handling Agent contact details and services (and prices)
to be provided;
 Crew names and, if applicable, crew rotation; Crew positioning arrangements;
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Hotel arrangements including reservation confirmation number and hotel contact numbers.
8.3.3.1 Fuel Supplier Selection
There are two primary suppliers who supply fuel to us: World Fuel Services and AEG Fuel Services Shell
usually takes longer time for fuel quotation because they have to work through their system/channel which
operates only during normal working hours. World Fuel takes shorter time for quotation since they work 24/7.
The assigned staff shall give the fuel suppliers as much advance notice as possible for their quotation by
informing them:
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Location where the fuel is needed
Date of flight
Aircraft Type
Estimated quantity of fuel required
Whenever these two fuel suppliers cannot supply fuel at a particular location, the assigned staff shall:
 Immediately inform the charterer to help find a local fuel supplier (which will have to be paid in cash),
or
 Decide to tankering fuel through the location, or
 Select another fueling stop.
8.3.4 On the Day of Flight
The assigned staff shall:
 Verify all required documents such as Crew General Declaration, Passenger Manifest and Cargo
Manifest have been properly prepared with all necessary and required information.
 Verify all catering dry goods, cargo containers and pallets and spare parts are loading onboard the
aircraft.
 Re-confirm with Fuel Supplier that all fueling arrangements are available as planned.
 Advice Ground Handling Agents, as applicable, for Ground Electrical Power and Ground Air Unit for
engine start if the Auxiliary Power Unit (APU) on the aircraft is inoperative.
8.3.4.1 Flight Following
Dispatcher on-duty shall contact the appointed Ground Handling Agent at each stop for arrival and departure
time of the flight, and for any irregular events. If the Ground Handling Agent is not available, contact the
Follow-flight Engineer for the required information.
Record the arrival and departure time and all irregular events in the Dispatch Log.
8.3.5 Post Flight
The Dispatch Supervisor or his designee shall:
 Conduct a de-briefing with the Cockpit Crew and Cabin Purser at return to the main base.
 Make a copy of the entire Trip Envelope, and the Crew Information Sheet, retain for one year and
then discard.
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8.4 Record Retention
Annex 4 to Chapter 8 • Composing an AFTN Message
A4.1 Parts in AFTN Messages
An AFTN message is composed of four permanent parts: Address
 Origin
 Text
 Ending
A4.2 Address
The address shall comprise: (a) priority indicator, and (b) addressee indicator(s) and formatted as follows in
capital letters.
Two-letter Priority Code, space, four-letter location indication, three-letter organization/function identifier, and
one-letter department /division/sector code or the letter 'X' with no space in between the groups.
The address shall be restricted to three lines (or not more than 21 addressee indicators) and the Priority
Indicator shall be written only once in the first line.
Select the appropriate Priority Indicator according to the urgency of the message.
A4.2.1 Frequently Used Location Indicators
A4.3 Origin
The origin shall comprise:
a) A 6-digit filing time with the first two digits representing the date of the month and the last four digits
the hours and minutes in UTC;
b) Our-letter Location Indicator of the originator;
c) Three-letter Organization Designator of the originator; and
d) One-letter Department/Division/Section Code of the originator or the letter 'X'.
The Originator Indicator shall be separated by a space after the filing time. The Organization
Designator for AC Aviation is 'ACJ'. An example follows:
102030 VTBDACJX
102030
=
Day 10 of the month at 2030 hour
VTBD
=
Bangkok
ACJ
=
AC Aviation.Co.,Ltd
X
=
Department Code
A4.4 Text
The text of the message shall be drafted in accordance with the IATA General Requirements for International
Aviation Communication. When an originator's reference is used, it shall appear at the beginning of the text.
One line of text including spaces shall not exceed 69 characters. The entire text shall not exceed 20 lines or
1,800 characters in length.
If the text of the message is divided into two or more parts, each part of the message shall have the same
addressee and originator identifier. It is not necessary to include the Priority Code preceding the addressee
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identifier in the second or subsequent parts. Each message must be ended with 'NNNN' in a fresh line as the
last line.
The following is an example of a three-part message.
First part:
(Address)
(Origin)
(Text)
(Ending)
VTBAYAYD
102020 VTBDACJX
Compose message. //END PART 01//
NNNN
Second part:
(Address) VTBAYAYD
(Origin)
102030 VTBDACJX
(Text)
Compose message. //END PART 01//
(Ending)
NNNN
Text continued. //END PART 02// NNNN
Third and last part:
(Address) VTBAYAYD
(Origin)
102040 VTBDACJX
(Text)
Remainder of text //END PART 03/03//
(Ending)
NNNN
For non-schedule flight the text must contain the following particulars:
 Name of operator
 Type, nationality and registration of aircraft
 Route and schedule
 Date and time of arrival and departure at each aerodrome
 Purpose of flight: extra, charter, school, test, positioning, ferry, delivery, etc.
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 9.- ATS AND OPERATIONAL FLIGHT PLAN ...............................................................................3
9.1 ICAO Model ATS Flight Plan ..................................................................................................................3
9.1.1 Instruction for Filing ATS Flight Plan ...................................................................................................3
9.1.1.1 Form of Filed Flight Plan (FPL) ........................................................................................................4
9.1.1.2 Completion of ATS Flight Plan .........................................................................................................5
9.1.1.2.1 Item 7: Aircraft identification ..........................................................................................................5
9.1.1.2.2 Item 8: Flight Rules and Type of Flight ........................................................................................5
9.1.1.2.3 Item 9: Number and Type of Aircraft and Wake Turbulence Category .........................................6
9.1.1.2.4 Item 10: Equipment .......................................................................................................................6
9.1.1.2.5 Item 13: Departure Aerodrome and Time .....................................................................................7
9.1.1.2.6 Item 15:Cruising Speed / Level and Route ...................................................................................7
9.1.1.2.7 Item 16: Destination Aerodrome, Total Estimated Elapsed Time and Alternate Aerodrome(s)....9
9.1.1.2.8 Item 18: Other Information ............................................................................................................9
9.1.1.2.9 Item 19: Supplementary information ..........................................................................................10
9.2 Operational (Computer) Flight Plan (OFP) ...........................................................................................11
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CHAPTER 9.- ATS AND OPERATIONAL FLIGHT PLAN
9.1 ICAO Model ATS Flight Plan
9.1.1 Instruction for Filing ATS Flight Plan
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Unless a Repetitive Flight Plan (RPL) is filed and otherwise stated in the Country RAR, an ATS
flight plan should be submitted:
At least 60 min before departure (Estimated Off-Block Time)
During flight, at the time which will ensure its receipt by ATS at least 10 min before the aircraft
is estimated to reach the intended entry point into controlled area or advisory area or the points
of crossing airways or advisory route.
A flight plan should be amended or cancelled and replaced by a new flight plan in the event of
a delay in excess of the given estimated off- block time of:
30 min for controlled flight
60 min for uncontrolled flight.
The Flight Dispatcher on duty shall ensure of changes in an ATS flight plan prior to departure
are coordinated with the appropriate ATS unit before transmission to the aircraft.
All clock times in an ATS flight plan shall be given in 4-digit UTC.
The shaded area preceding item 3 shall be completed by ATS and COM services only.
Complete items 7 to 18 unless ATS prescribes otherwise. Complete also item 19 when so required to
facilitate alerting or Search and Rescue services.
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9.1.1.1 Form of Filed Flight Plan (FPL)
Figure 9-1 Sample ATS Flight Plan
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9.1.1.2 Completion of ATS Flight Plan
9.1.1.2.1 Item 7: Aircraft identification
Figure 9-2 Item 7
A. Aircraft registration marks, or
B. 3-letter ICAO designator of the operator followed by flight identification number, e.g. ACJ04
Note:
- The alternative "b" is normally used by AC Aviation flights.
- For ATC purposes, a suffix "D" shall be added to the flight identification number e.g.
ACJ04 if this flight is delayed and causes duplicated flights on the next day.
9.1.1.2.2 Item 8: Flight Rules and Type of Flight
Figure 9-3 Item 8
a) Flight Rules
Insert one of the following letters:
I
=
IFR
V
=
VFR
Y
Z
=
=
IFR first, then VFR
VFR first, then IFR
=
=
Military
Other than above
b) Type of Flight
Insert one of the following letters when required by ATS:
S
N
G
=
=
=
Scheduled
Non-scheduled
General aviation
M
x
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9.1.1.2.3 Item 9: Number and Type of Aircraft and Wake Turbulence Category
Figure 9-4 Item 9, 10
a) Number of Aircraft
Insert only when more than one is applied.
b) Type of Aircraft
The following designators shall be used:
H25B =
Hawker 850XP
c) Wake Turbulence Category
Defined as follows:
H
=
Heavy, for aircraft with a Max TOW of 136,000 kg or more (B747/A330)
M
=
Medium, for aircraft with a Max TOW between 7,000kg and136,000 kg
L
=
Light, for aircraft with a Max TOW of 7,000 kg or less.
9.1.1.2.4 Item 10: Equipment
a) Radio Communication, Navigation and Approach Aid Equipment Insert one or more of the
following letters to indicate equipment available and serviceable:
S
=
D
F
G
H
I
J
L
M
O
R
V
W
X
Y
Z
=
=
=
=
=
=
=
=
=
=
=
=
=
=
=
Standard equipment for the route to be flown, i.e., VHF R/T, ADF, VOR
and ILS, unless another combination is prescribed by ATS, and/or
DME
ADF
GNSS, insert details in item 18
HFR/T
INS
Data link, insert details in item 18
ILS
Omega
VOR
RNP
VHF R/T
RVSM authorized
When prescribed by ATS (Note 2)
8.33 KHz capable radio equipment
other equipment, insert details in item 18
Note 1: RNP (Required Navigation Performance). A statement of the navigation
performance accuracy necessary for operation within a defined airspace. One method
is RNA V.
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Note 2: For flights planned to operate within MNPS airspace insert "X" after "S" to
indicate MNPS capability.
b) Surveillance Equipment
A.) SSR Equipment inserts:
N
=
Nil
A
=
Transponder (4-figures-4096 code) mode A
C
=
Transponder (4-figures-4096 code) mode A and C
X
=
Transponder mode S without both aircraft
identification and pressure altitude transmission
P
=
Transponder mode S including pressure altitude
transmission, but no aircraft identification transmission
I
=
Transponder mode S, including both aircraft identification
transmission, but no pressure altitude transmission
S
=
Transponder mode S, including both pressure
altitude and aircraft identification transmission.
Note:
Normally, C is to be used except FLT OPS to the state which needs mode S.
B.) ADS Equipment D = ADS capability
9.1.1.2.5 Item 13: Departure Aerodrome and Time
Figure 9-5 Item 13
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
Insert ICAO 4-letter location indicator of the departure aerodrome; then without a space,
Insert the estimated off-block time
9.1.1.2.6 Item 15:Cruising Speed / Level and Route
Figure 9-6 Item 15
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a) Cruising Speed (Max 5 Characters)
Insert TAS for the first or the whole cruising portion of the flight, in term of:
 Knots, expressed as N followed by 4 figures (e.g. N0504), or
 Mach No. to the nearest hundredth of unit Mach expressed as M followed by 3 figures
(e.g. M086), or
 For some Eastern European countries, use kilometers per hour, expressed as K
followed by 4 figures (e.g. K0830).
b) Cruising Level (Max 5 Characters)
Insert cruising level requested for the first portion or the whole route, expressed as:
 A followed by 3 figures to indicate altitude in hundreds of feet (e.g. A 100), or
 F followed by 3 figures to indicate flight level (e.g. F370), or
 M followed by 4 figures to indicate altitude in tens of meters (e.g. M0840), or
 S, for some Eastern European countries and P.R. of China, followed by 4 figures to
indicate tens of meters relating to the standard altimeter setting (e.g. 8000 m is equal
to S0800).
c) Route (Including Changes of Speed, Level)
A.) Flight along designated ATS routes Insert the following in sequence:
 The designator of the first ATS route or, where appropriate, the code
designator assigned to the SID and followed by the point of joining the first
ATS route, then followed by the designator of the ATS route, e.g., A1 or
GRANT1 GRANTA1.


The point at which either a change of speed, level or ATS route is planned.
The designator of the next ATS route segment, even if it is the same as
the previous one, or use DCT if the flight to the next point will be outside
a designated route.
B.) Flight outside designated ATS routes
Insert DCT between successive points which may be defined by geographical
coordinates or by bearing and distance, as specified below:
 Flight operating in an east-west direction, between 70°N-70°S, the
geographical coordinates are formed by the intersections of half or whole
degrees of Latitude with meridians spaces at intervals of 10° of Longitude.
 The geographical coordinates may be defined in "Degree only", e.g.,
50N170W or "Degrees and Minutes", e.g., 5030N17000WA significant
point defined by "Bearing and distance" from a navigation aid (normally a
VOR) is formed by the identification of the navigation aid then, without
spacing, following by the bearing (in the form of 3 figures giving degrees
magnetic) then, without spacing, the distance from the aid (in the form of
3 figures expressing nautical miles), e.g. CH154100.
C.) Change of speed or level
Insert the point at which a change of speed (5% TAS or 0.01 Mach or more) or a
change of level is planned, e.g.... UBL/M086F370 ..., IDOSI/ N0504F370...
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9.1.1.2.7 Item 16: Destination Aerodrome, Total Estimated Elapsed Time and Alternate Aerodrome(s)
Figure 9-7 Item 16
Insert ICAO 4-letter indicator of destination aerodrome and the total Estimated Elapsed
Time (EET). Then insert ICAO 4-letter location indicator of alternate aerodrome.
Note:
EET is defined as the estimated time required from takeoff to arrive over main aid at Destination.
9.1.1.2.8 Item 18: Other Information
Figure 9-8 Item 18
Insert the required information after the appropriate abbreviation and slash in the sequence shown:
EET/ Significant points or FIR boundary designators and accumulated estimated
elapsed time from takeoff to arrival over such points or FIR boundary, where
so prescribed (e.g. EET/VLVT0043).
RIF/
(Re-clearance in Flight) Route details to the revised destination aerodrome,
followed by ICAO 4-letter location indicator. The revised route is subject to reclearance in flight; e.g. RIF/LDZ UL618 GRU UL621 ROE UZ35ALM EKCH.
Note: To be used only if it is anticipated that, depending on fuel endurance, a decision may
be deemed necessary to proceed to a revised destination aerodrome.
REG/
Aircraft registration
SEL/
SELCAL code
OPR/
Name of the operator
STS/
Reason for special handling by ATS; e.g. STS/ ONE ENG INOP
PER/
Aircraft performance data
COM/ Additional COM equipment, if Z is inserted in item 10.
DAT/
Significant data related to data link capability, using one or more of the letters
S, H, V and M, e.g. DAT/S = satellite data link, DAT/H = HF data link, DATN =
VHF data link, DAT/M = SSR Mode S data link.
NAV/
Additional NAV equipment, if Z is inserted in item 10
RALT/ Name of enroute alternate aerodrome(s); e.g. RALT/EDDF.
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DOF/
(EUR) Date of flight shall be entered when flight plan is filed more than 24
hours in advance. Date-group in the order year, month, day; e.g. DOF/980701.
RMK/
Other plain language remarks.
9.1.1.2.9 Item 19: Supplementary information
Figure 9-9 Item 19
a) Endurance
E/ Insert a 4-figure group giving the fuel endurance in hours and minutes.
b) Persons on Board
P/ Insert the total number of persons (crew+ passengers) on board.
Note: If the total number of passengers is not known at the time of filing, enter TBN (To Be
Notified).
c) Emergency Radio
R/ Cross out equipment not carried.
d) Survival Equipment
S/ Cross out equipment not carried.
e) Jackets
J/
f)
Cross out equipment not carried.
Dinghies
D/ Cross out D and C if no dinghies are carried, or insert the number of dinghies
on board.
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g) Capacity
Insert total capacity in persons of all dinghies carried.
h) Cover
C/ Cross out C if dinghies carried are not covered.
i)
Color
Insert color of dinghies carried.
j)
Aircraft Color and Markings
A/ Insert color of aircraft and other significant markings.
k) Remarks
N/ Cross out N if no remarks, or insert any other survival equipment carried and
any other remarks regarding survival equipment.
l)
Commander
C/ Insert the name of the Commander.
m) Filed by
Insert names of unit, agency or person filing the flight plan.
9.2 Operational (Computer) Flight Plan (OFP)
For the details of Operational (Computer) Flight Plan (OFP) refer to OM part A Chapter 17 Section 7.3.1
Planning with One Alternate a) Destination weather requirements, b) Alternate weather requirement
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 10.- ENROUTE WATCH AND RE-DISPATCH ..............................................................................3
10.1 General .................................................................................................................................................3
10.1.1 Requirements for Airport Weather En-route ......................................................................................3
10.1.2 Amendment to Dispatch Release ......................................................................................................3
10.2 Flight Watch ..........................................................................................................................................3
10.2.1 Flight Watch Communication ............................................................................................................3
10.3 Re-Dispatch ..........................................................................................................................................4
10.3.1 Requirements for Re-Dispatch ..........................................................................................................4
10.3.2
Re-Dispatch Messages ................................................................................................................5
10.3.2.1 From Dispatch ................................................................................................................................5
10.3.2.1.1 Description for Terminal Weather................................................................................................5
10.3.2.2 From Captain ..................................................................................................................................5
10.4 Fuel Emergency ...................................................................................................................................6
10.4.1 In-flight Fuel Checks ..........................................................................................................................6
10.4.2 Company Minimum Reserve Fuel .....................................................................................................6
10.4.3 Declaration of Fuel Emergencies ......................................................................................................6
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CHAPTER 10.- ENROUTE WATCH AND RE-DISPATCH
10.1 General
The dispatch rules that apply while a flight is enroute should not be mistaken for those that apply for
'original dispatch'. After the flight, has departed, the flight, for dispatch purposes, is enroute, the information
in this section then applies.
10.1.1 Requirements for Airport Weather En-route
Except under the terms of an extended over-water dispatch or a destination which no alternate is named,
while a flight is enroute to the destination, the weather at the destination alternate must be forecast to be at
or above alternate minima.
While flight is enroute to the destination under the terms of an extended over-water dispatch, there is no
specific requirement for weather at either the destination or an alternate. However, if the airport weather
requirements for original dispatch cannot be met while a flight is enroute, the Dispatch Release should be
amended enroute to include any alternate that is within the fuel range of the airplane.
10.1.2 Amendment to Dispatch Release
After departure the Dispatch Release may be amended only to change or designate alternate within the
fuel range of the airplane. An additional alternate may be proposed by the captain or by the dispatcher but
both the captain and the dispatcher must concur with the amendment for it to become effective.
10.2 Flight Watch
Flight Watch is an element of the "Operational Control" concept that is required after departure. The
essence of flight watch is communication capability between the Captain and the Dispatcher. This
communication is established primarily for messages related to operational developments other than those
upon which the flight was planned to operate. These developments may include the following:
(a) Terminal or En-route weather conditions,
(b) Additional adverse weather phenomena information that may affect the safety of the flight,
(c) The availability of terminal or enroute facilities and services,
(d) A significant change in flight plan,
(e) A diversion, or
(f) Notification of an emergency.
10.2.1 Flight Watch Communication
Flight watch communications outside the Thai FIR are accomplished using general purpose (GP) radio
facilities, or HF operational control radio facilities such as Stockholm Radio, ARINC, ACARS or SATCOM.
Within the Thai FIR flight watch is accomplished through Company VHF Radio.
(a) Pilot initiated messages to Dispatch must include at the beginning to specify that it is a "Company
Message." Pilots shall report to Dispatch:
(b) ETA Change of +/-15 minutes. If the flight plan ETA differs by 15 minutes from the original ETA,
the revised ETA is to be forwarded to Dispatch for onward communications; and
(c) Flight Plan Change. If there is a change in the flight plan altitude or route of flight that results in an
increase in required fuel that is significant in relation to the fuel onboard, Dispatch is to be advised.
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10.3 Re-Dispatch
After departure, a re-dispatch is required to change the destination or to delete the alternate. Re-dispatch
most frequently occurs when 'Planned Re-dispatch' (PRD) techniques are used to extend the operating
range of a given fuel load. Planned Re-Dispatch (PRD) is an operation, prior to its departure that is
planned to an intermediate position herein referred to as the 'Initial Destination', and is forecast to be able
to accept an enroute re-dispatch and continue to the (scheduled) final destination.
Changes of enroute conditions favorable to flight may allow a more direct route or eliminate the need for an
enroute fuel stop.
It is important to note that a diversion does not require a re-dispatch. For dispatch purposes, an alternate
airport to which a diversion is made is not considered a new destination.
The Captain and Dispatcher must always initiate a re-dispatch when either believes the flight cannot
operate or continue to operate safely as planned or released.
To determine the feasibility of a re-dispatch, the following options should be considered:
(a) Long-range cruise,
(b) Selection of an alternate closer to destination than the alternate named in the original dispatch, or
(c) Deletion of an alternate, when the remaining flight time is six hours or less and destination weather
permits.
Dispatchers should offer a PRD to the Captain of a flight that has been dispatched for a fuel stop short of
intended destination so long as there is a possibility of being able to accept the PRO. Naturally, this will not
be feasible when the flight is fueled with minimum required fuel to the refueling airport.
The re-dispatch position is a position common to both flight plan routings (initial destination and scheduled
destination), where the Captain is re-dispatched onward to the scheduled destination. The re-dispatch
procedure will normally be the closest common position to scheduled destination. The proposed redispatch message should be sent sufficiently in advance for the other party to evaluate the conditions of
the PRD and send a 'Re-dispatch Accepted' (RDA) message before or arriving at the re-dispatch position.
Note: Re-Dispatch Accepted (RDA) may be used enroute as an abbreviation by the Captain to inform
Dispatch that the re-dispatch conditions are accepted.
10.3.1 Requirements for Re-Dispatch
(a) General: A re-dispatch must meet all requirements applicable to the nature of the operation that are
required for a normal dispatch. However, for purposes of dispatch, the flight is started at the redispatch position enroute rather than from a departure airport.
(b) Weather: Normal destination and alternate weather requirements prevail. For the application of
extended over-water operations to determine minimum weather requirements, the route of flight
from re-dispatch position to destination will apply.
(c) Fuel: Fuel requirements using the 'Point of Re-dispatch' (POR) position as the departure airport, as
specified in the PRD procedures will apply. The geographical location of the re-dispatch position
has no effect on the classification (domestic vs. international) of the operation.
Note: Point of Re-Dispatch (POR) is the position at which a decision is made either to proceed to the
(scheduled) final destination or land at the Initial Destination. The POR may be a checkpoint enroute or the
Initial Destination.
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For PRD flights. Dispatchers normally based fuel requirements on the actual ZFW of the airplane. As a
result, his computation is based on an in-flight gross weight which is the sum of ZFW and minimum
required fuel. If the actual in-flight gross weight is greater than this amount, the prospect of a successful
PRO is greatly enhanced as the excess weight is solely fuel. This factor must be considered when
evaluating the dispatcher's minimum fuel proposal.
10.3.2 Re-Dispatch Messages
10.3.2.1 From Dispatch
A PRD message, initiated by the Dispatcher, should be brief and include only essential information
necessary to evaluate the proposal. Normally, Dispatch should arrange for the message to be
transmitted while the aircraft is under VHF coverage. Messages on HF should only be directed when
it is essential the Captain receives the PRD before entering the area of VHF coverage.
Under no conditions may a Dispatcher issue a Planned Re-Dispatch message (PRD) more than 2
hours prior to the aircraft's ETA at the point of re-dispatch.
Only remarks that are essential to the re-dispatch will be included in the message. The original copy
of all re-dispatch messages will be signed by the Dispatcher.
10.3.2.1.1 Description for Terminal Weather
Terminal weather will be described as follows by the Dispatcher in the Re-dispatch Message:
 OPEN: Ceiling 3000 ft. and visibility 5 statute miles or greater.
 OPERATIONAL: Ceiling and visibility less than 3000 ft. and 5 miles but not less than 1000 ft. and 3
statute miles.
 INSTRUMENTS: Ceiling and visibility less than 1000 ft. and 3 miles but not less than 600 ft. and 1
statute mile.
 When ceiling and visibility will be less than 600 ft. and 1 statute mile, Flight Dispatch will give the
forecast in clear text.
10.3.2.2 From Captain
When the Captain accepts the proposed re-dispatch, he will transmit the Re-dispatch Accepted (RDA)
message to Dispatch PRIOR to overhead the re-dispatch position (POR) when possible. The Captain is
also responsible for signing his copy of the re-dispatch message and noting the time of acceptance.
A re-dispatch proposal from the Captain to Dispatch will be brief and in any convenient format. As a
minimum, Captain's PRD information shall include:
(a) Flight Number
(b) Point of Re-dispatch
(c) Destination
(d) Alternate
(e) Estimated Fuel over POR
(f) Flight Level
(g) ETA to Destination
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10.4 Fuel Emergency
10.4.1 In-flight Fuel Checks
The Commander must ensure that fuel checks are carried out in flight at the top of climb and at regular
intervals thereafter. The fuel check must be recorded and evaluated to:
(a) Compare actual consumption with planned consumption,
(b) Determine the expected fuel remaining on arrival at destination, and
(c) Check that the remaining fuel is sufficient to complete the flight in accordance with the Company's
requirements.
10.4.2 Company Minimum Reserve Fuel
Flight operations must be planned and conducted to avoid a minimum fuel situation occurring. The
planned amount of final reserve fuel will always be 30 minutes and the conduct of the flight should be such
that this amount will be available at the alternate airport.
10.4.3 Declaration of Fuel Emergencies
When the Commander becomes aware that the fuel on board will drop to the Final Reserve before landing,
he must advise ATS and request a priority landing as early as possible - prefix PAN.
If the Company Minimum Reserve Fuel figure is likely to be reached before landing, then the Commander
must declare a full emergency-prefix MAYDAY.
Note: The term "fuel emergency" is not recognized in most States. Emergency calls should be prefixed
by "PAN" or "MAYDAY", as appropriate.
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 11.- COMMUNICATION FACILITIES AND SERVICE ...................................................................3
11.1 Fixed Communication ...........................................................................................................................3
11.1.1 Communication Message ..................................................................................................................3
11.1.1.1 Message Composition ....................................................................................................................3
11.1.1.1.1 The 2-letter priority indicators are:...............................................................................................3
11.1.1.1.2 Origin and Identity .......................................................................................................................4
11.1.1.1.3 Text ..............................................................................................................................................4
11.1.1.2 Correction of Messages .................................................................................................................4
11.1.1.3 Flight Information Messages ..........................................................................................................4
11.1.2 Description of Aircraft Movement Message ......................................................................................5
11.1.2.1 Examples of Aircraft Movement Message ......................................................................................5
11.1.2.2 Examples of Aircraft Diversion Message ......................................................................................7
11.2 The AFTN Aeronautical Network ..........................................................................................................7
11.2.1 Message Heading..............................................................................................................................7
11.2.1.1 Circuit Identification ........................................................................................................................7
11.2.1.2 Channel-Sequence Number ...........................................................................................................8
11.2.1.3 Priority ............................................................................................................................................8
11.2.1.4 Address ..........................................................................................................................................8
11.2.1.5 Origin ..............................................................................................................................................9
11.2.1.6 Text .................................................................................................................................................9
11.2.1.7 Message Ending ...........................................................................................................................9
11.3 Mobile Communication .........................................................................................................................9
11.3.1 General ..............................................................................................................................................9
11.3.2 Company Utility Telecommunication Channel (CUT)......................................................................10
11.3.2.1 Utilization of the CUT ...................................................................................................................11
11.3.2.2 Guard of the CUT .........................................................................................................................11
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11.3.2.3 Operational Control of Facilities .................................................................................................. 11
11.4 Long Range Company Operational Control Radio Service ............................................................... 12
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CHAPTER 11.- COMMUNICATION FACILITIES AND SERVICE
11.1 Fixed Communication
11.1.1 Communication Message
The purpose of Communication Message is to provide and operate a communications system for the
exclusive use by include AC AVIATION.
11.1.1.1 Message Composition
Messages for the communication shall consist of the following compositions:
(a) Message Heading
Every message must start with a message heading. Normally the message heading is referred to
as Start-of-Message (SOM).
(b) Message Priority
Messages will be forwarded over the SITA network according to their handling priorities. Message
which do not require special handling are to be transmitted without a priority indicator. If special
handling is required, this shall be indicated by a 2-letter priority indicator, preceding the first
address and separated from it by a space.
11.1.1.1.1 The 2-letter priority indicators are:
QS - Emergency or Distress Messages
This priority shall be used only for top urgent messages i.e. message concerning the safety of human life
or the safety of the aircraft in flight.
QX - Urgent Operational Messages
This priority shall be used for flight operations in progress, i.e. Flight Movement Messages.
QU - Urgent Messages
This priority shall be used for any other urgent messages. However, this indicator cannot be used to
indicate a need for an expedient reply from the addressee. For this purpose, the word URGENT shall be
given as a first text word.
QD - Deferred Messages
The transmission of messages with the priority QD may be delayed. They will be transmitted over the
network after traffic of higher priority. OD-messages are normally delivered fast enough to serve most
requirements for telegraphic forwarding of information, i.e. within a few hours.
Messages should always be sent with the priority QD if they are intended for transmission to other
continents where office hours are different from the originator except for messages intended for computer
processing.
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Transmission priority
Messages handling
Priority indicator
1
Emergency
QS
2
Urgent
QU and QX
3
Normal
4
Deferred
QD
11.1.1.1.2 Origin and Identity
Message origin and identity are mandatory. They shall be given on the line between address and text
sections, starting the line with full stop sign (.). The message originator and the identity shall be separated
by a space. The origin group shall be composed in the same way as address group.
If a time reference is used for message identity, it shall consist of a date/time group in Coordinated
Universal Time (UTC).
11.1.1.1.3 Text
Messages will occupy circuit time in direct proportion to the message length. Keeping messages short by
the use of abbreviations or word contractions can shorten the transmission time of the messages and leave
more space on the network for other messages.
11.1.1.2 Correction of Messages
Error in messages composed on a display set shall always be corrected before pressing the ENTER key.
When an error has been discovered before the transmission of the message, the whole message must be
retyped. The letter "E" shall not be used to indicate an error.
When an error has been observed after the Message Ending, it is necessary to send a new complete
message. To identify such messages, the standard message identifier (COR) must be shown on the first
text line.
11.1.1.3 Flight Information Messages
There are various types of Flight Information Messages concerning Dispatch Services.
(a) Aircraft Movement Message (MVT)
It is comprised of Departure, Arrival, and Delay Messages.
(b) Aircraft Diversion Message (DIV)
Shall be used whenever the destination of a flight enroute is changed.
(c) AD HOC Schedule Message (ASM)
Shall be used for the transmission of a deviation from the basic schedule, such as an addition of a
supplementary or an extra flight, change of an existing flight in routing, timing, equipment or other
data and cancellation of a flight.
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These messages shall be composed and forwarded in accordance with the standards established by IATA.
The standard message formats will be used for manual processing as well as machine-issued messages.
These messages shall be dispatched by the personnel who are responsible for the handling of a flight at
the certain station immediately:
 After the departure or arrival of an aircraft or as soon as the delay is known for MVT message.
 After the information becomes available at the airport first receiving notification of the diversion
regardless the reason for DIV message.
 Prior to the actual departure from the station concerned, and shall be regarded as a firm
amendment to the basic schedules except for punctuality rules which may vary from airline to
airline in case of ASM message.
All dates/times will be expressed in UTC consisting of 4-digit time group (hours within the range of 0000 to
2359 hours). Airport identifiers shall be used by IATA 3-letter code.
Note 1: In case of missing Aircraft Movement Message for a certain flight within a predetermined time limit,
a Request Information Message shall be sent with 2 possible formats:
RQM
MVT
ACJHSDID/22. UTH.AD/DL
Or MIS AD ACJHSDID 22OCT UTH
Note 2: On the contrary, once receiving a Request Information Message for any relevant flights, an Aircraft
Movement Message, no matter of a Departure, Arrival, or Delay message, shall be sent as soon as
possible.
11.1.2 Description of Aircraft Movement Message
Supplementary Information
Note: Any other information pertaining to aircraft movement may be printed at the bottom of the MVT
Message. It may show delay reasons in plain language or other company requirement.
11.1.2.1 Examples of Aircraft Movement Message
Example 1 - departure message:
MVT
ACJHSDID/22.HSDID.BKK
AD0800/0820 EA0910 UTH PX2
SI
Example 2 - departure message including actual delay information:
MVT
ACJHSDID/22.HSDID.BKK
AD0650/0703
EA0753 UTH DL93/0020
PX2
SI
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Example 3 - arrival message:
MVT
ACJHSDID/22.HSDID.BKK
AA0230/0235
Example 4 - delay message:
MVT
ACJHSDID/22.HSDID.BKK
ED220800 DL41
Or in case of indefinite delay:
MVT
ACJHSDID/22.HSDID.BKK
NI220900
SI GENERATOR TROUBLE
Example 5 - delayed takeoff message:
MVT
ACJHSDID/22.HSDID.UTH
AD1945 EO2005
SI DEICING
Or
MVT
ACJHSDID/22.HSDID.UTH
AD1945 EO2005 EA0745 BKK DL72
SI DEICING
Example 6 - return to ramp message
MVT
ACJHSDID/22.HSDID.BKK
AD0610 RR0630
SI ABORTED TAKEOFF
Or
MVT
ACJHSDID/22.HSDID.BKK
AD0610 RR0630
DL90/0010
SI ABORTED TAKEOFF
Example 7 - return from airborne message
MVT
ACJHSDID/22.HSDID.BKK
FR1200/1215
SI BIRD STRIKE ENG 2
Example 8 - revised estimated time of arrival:
MVT
ACJHSDID.HSDID.UTH
EA0320
SI HOLDING DUE TO TRAFFIC
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Example 9 - arrival taxi time variance information message:
MVT
ACJHSDID/22.HSDID.UTH
AA1750 EB1810
SI NO STAND AVAILABLE
11.1.2.2 Examples of Aircraft Diversion Message
Example: diversion message:
DIV
ACJHSDID/22.HSDID.UTH EA2245 KKC
DR71 PX2
SI LOW STRATUS SEL
Or
MVT ACJHSDID/22.HSDID.UTH EA0415 KKC
PX2
SI PAX REQUIRED MEDICAL ATTN
11.2 The AFTN Aeronautical Network
Aeronautical Fixed Telecommunications Network (AFTN) is operated by or on behalf of member states of
the International Civil Aviation Organization (ICAO) with the objective of ensuring telecommunications
necessary for safety, regularity and efficiency of International Air Navigation is established.
According to ICAO a regulation which is governing the use of the network, aircraft operating agencies may
tender for the transmission over AFTN circuits only certain specified categories of messages concerning
safety, regularity and efficiency of airline operations.
The following categories of messages are handled by the AFTN services:
 Distress messages and distress traffic
 Urgency messages Flight safety message Meteorological messages
 Flight regularity messages
 Aeronautical administrative messages
 SNOWTAM, ASHTAM, NOTAM Class 1 distribution
 Reservation messages
 General aircraft operating agency messages
 Service messages.
AFTN message format shall be as follows
11.2.1 Message Heading
The start-of-message signal is consisting of the characters ZCZC. The transmission identification
comprises of:
11.2.1.1 Circuit Identification
Shall consist of three letters selected and assigned by the transmitting station
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The first letter is transmitting-terminal letter
The second letter is receiving-terminal letter
The third letter is channel-identification letter
Where there is only one channel between the transmitting and receiving stations, channel letter A shall be
assigned. If more than one channel is provided, the channels shall be identified as A, B, C, etc. in
respective order.
11.2.1.2 Channel-Sequence Number
3-digit numbers from 001-000 (representing 1,000) shall be assigned sequentially by telecommunication
stations to all messages transmitted directly from one station to another. A separate series of these
numbers shall be assigned for each channel and a new series shall be started daily at 0000 UTC hours.
Note: Example of the transmission identification standard BTG039- Indicates the 39th message of the
day transmitted on Channel G of the circuit from Station B to Station T.
11.2.1.3 Priority
The priority indicator shall consist of the appropriate 2-letter group assigned by the originator in accordance
with the following:
Message category
Distress message, distress traffic and urgency messages
Messages justifying the requirement for special
priority handling
Flight safety messages
Meteorological messages
Flight regularity messages
Aeronautical administrative messages
Reservation messages
General aircraft operating agency messages
Service messages
Priority indicator
SS
DD
FF
GG
GG
GG
GG
KK
as appropriate
The order of priority for the transmission of messages in the AFTN network shall be as fallows
Transmission priority
1
2
3
Priority indicator
SS
DD FF
KK GG
11.2.1.4 Address
The addressee indicator shall be comprised of the ICAO 4-letter location indicator of the place of
destination followed immediately by the ICAO 3-letter designator identifying the organization (aeronautical
authority, service or aircraft operating agency) addressed followed by the filler letter X.
The originator of a message shall be permitted to use in place of the filler letter X, one letter representing a
division or department of the organization addressed. That letter will facilitate the internal distribution of
message within the organization.
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The addressee indicator shall be immediately preceded by SPACE.
Note:
Example of the addressee indicator
VTBDZPZX: addressed to the ATS Reporting office served by the aeronautical fixed station located at the
Bangkok International Airport (VTBD).
VTBDACJX: addressee indicator for the designated office of the aircraft operating agency, AC AVIATION,
located at the Bangkok International Airport (VTBD), with internal routing instructions for delivery to the
airlines Flight Dispatch Service office (W).
11.2.1.5 Origin
The origin shall be comprised of:
(a) Filing Time
(b) Shall be comprised of the 6-digit date/time group indicating the date and time of filing the message
for transmission in UTC.
(c) Original Indicator
Shall be composed in the same way as address group to show the location indicator of the place at which
the message is originated.
11.2.1.6 Text
The text of the message entered by the AFTN origin station shall not exceed 1,800 characters in length.
11.2.1.7 Message Ending
The ending of a message shall comprise letter N, appearing 4 times in undivided sequence (NNNN).
Note: Each of AFTN messages transmitted by the AFTN origin station shall not exceed 2,100 characters in
length (i.e. 7 lines) including printing and non-printing characters in the message from and including the
start-of-message signal (ZCZC) to and including the end-of-message signal (NNNN).
11.3 Mobile Communication
11.3.1 General
Aeronautical mobile services can be made between aeronautical and aircraft stations or between aircraft
stations themselves. The air-ground radio frequencies used shall be selected from:
 The band 131.475 MHz for regular VHF communication system. VHF communication systems are
a short to medium range which keeps interference with distant stations at the same frequency to a
minimum. However, it is not suitable if used for communications in international oceanic airspace
due to the inherent line-of-sight limitations of the equipment.
 The band 2.8 to 22.0 MHz for Single sideband (SSB) HF communication system which permits
voice communication over distances much farther than line-of- sight radio system of VHF.
Therefore, HF system is generally used from aircraft to ground stations or other aircraft stations
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during any operation which is conducted in international oceanic airspace and also will be required
to maintain a continuous listening watch and communication capability on the assigned HF
frequencies.
Although HF frequencies are designated by Air Traffic Control in each area, actual communication may be
with general purpose communication facilities such as international flight service stations or Aeronautical
Radio Incorporation (ARINC) or other operators. These facilities will be responsible for the relay of position
reports and other pertinent information between the aircraft and Air Traffic Control.
In general, the English language should be used by international air services. The standards and
recommended practices is setup in order to provide the means by which pilots and ground personnel
communicate and understand with each other. The exchange of communications shall be concise and
unambiguous' using standard radiotelephony phraseologies and spellings. These phraseologies and
spellings prescribed in ICAO Annex 10 Volume II Chapter 5 and Manual of radiotelephony, Document 9432
shall be used in all situations.
Speech transmitting techniques required by users will be as follows:
 Before transmitting, listen out on the frequency to be used to ensure that there will be no
interference with a transmission from another station.

Use a normal conversation tone, speak clearly and distinctly.

Maintain an even rate of speech. When a message needs to be recorded, the speaking rate should
be slightly slower to allow for the writing process. A slight pause before and after numbers will
make them easier to understand.

Maintain the speaking volume at a constant level.

Be familiar with good microphone operating techniques such as maintain a constant distance from
the microphone and suspend speech temporarily if it is necessary to turn the head away from the
microphone, depress the transmit switch fully before speaking and do not release it until the
message is completed in order to ensure that the entire message is transmitted.

The transmission of long message should be interrupted momentarily from time to time to permit
the transmitting operator to confirm that the frequency in use is clear and, if necessary, to permit
the receiving operator to request repetition of parts not received.

Avoid using hesitation sounds such as 'er'.

Whenever the communication is established, the receiving operator shall acknowledge the receipt
of the message.
11.3.2 Company Utility Telecommunication Channel (CUT)
There is a general requirement from the Company's point of view for direct links between the pilot of an
aircraft and Company in order to permit exchange of messages regarding importance for the safe, efficient
and economical operation of aircraft.
The available authority operating communication channels (General Purpose Stations), which are normally
handling this type of air-ground communication on HF or VHF, cannot fulfil the requirement for direct links
as the communication is relayed through a radio operator via teletype, telephone or other means. This will,
in most cases, delay the exchange of messages between pilot and Company and the vital direct contact is
missing.
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It is therefore considered necessary to arrange all facilities to handle this kind of communication through
installation of Company Utility Channel (CUT) on VHF in Dispatch or Traffic-Offices at a number of AC
AVIATION stations (131.475MHz).
The CUT installation is an amplitude modulated radio telephone station designed for fixed frequency
operation on the VHF band with various transmitter output, depending on local requirements and
conditions.
11.3.2.1 Utilization of the CUT
The CUT must be used with sound judgment as misuse may easily reduce the originally intended value of
this facility e.g. calls from the ground should be avoided during takeoff and landing, when the flight deck
crew is most busy.
The CUT can be utilized for a large variety of messages directly related to the ground handling or general
operation of a flight, and advantage should be taken from this facility to speed up preparatory work which
can support an efficient and smooth handling.
Frequencies for Company VHF air-ground communications are assigned to the aircraft operating agencies
by States and coordinated within IATA/ICAO to ensure best possible utilization of the narrow band allotted
for this purpose.
11.3.2.2 Guard of the CUT
The CUT installation provides coverage up to 50NM flying time from the airport. During this period, it is the
responsibility of station managers to ensure that loudspeaker guard is maintained on the CUT channel in
connection with each Company operation into and out of the airport.
Flight deck crew is instructed to maintain continuous guard on the CUT when within coverage. However,
should the crew not be guarding the CUT due to other duties on board, Air Traffic Control may be asked to
advise the aircraft that the station wishes to communicate on the CUT.
11.3.2.3 Operational Control of Facilities
The basic requirements for air-ground radio communications are a good command of the English
language, ICAO radiotelephony phraseology as well as knowledge of the functions of the radio equipment
used.
The communication permissible over the air-ground CUT channel includes:
 FLIGHT OPERATIONS messages
 MAINTENANCE messages
 PASSENGER SERVICE messages
 RAMP SERVICE messages
 CABIN SERVICE messages.
Aircraft dispatchers have the authority to originate and transmit to aircraft in flight information or advice
pertaining to the safe conduct or the operational planning of the flight such as:
 Weather information
 Altimeter settings
 Runway conditions
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Holding recommendation
Diversion recommendation
When exercising this authority, the aircraft dispatcher shall avoid taking such an action that would conflict
with the procedures established by Air Traffic Control, the Meteorological Service or the Communication
Service. He shall reveal the identity of messages originated by inserting "AC AVIATION OPERATION
(station name)" either before or after the text, whichever appropriate.
Messages from a Dispatch Office or information from an Air Traffic Service/ Meteorological Office to a flight
shall be transmitted on the CUT channel verbatim as received.
Assistant dispatchers also have the authority to transmit to aircraft in flight any or all of the following
information if they are deemed to affect the planned operation of the flight in any way:

Terminal and alternate weather

Runway conditions at the terminal and its alternate

NOTAM information regarding the serviceability of navigation aids at the terminal and its alternate

Holding and/or diversion recommendations based on actual weather conditions and with due
consideration to the traffic situations.
11.4 Long Range Company Operational Control Radio Service
The purpose of this service is to provide direct voice communications between flight crews and their
company control offices via HF SSB communications using 'phone patch' techniques primarily in the
international environment. Aircraft will use the assigned frequencies from any location. However, the
limiting factor being the actual propagation of the radio signals which may vary depending upon the
frequency, time of day, latitude, local atmospheric noise level and sun spot activity.
Messages category handled by the Station generally are 'Flight regularity' messages. Those messages
include messages that require immediate action on the part of flight crews, aircraft operators, or agencies
acting for aircraft operators for the efficient and expeditious utilization of aircraft to avoid serious delays or
travel interruptions to passengers and/or cargo, or to avoid situations that could cause the aircraft operator
to suffer significant economic penalties. Together, meteorological information is also obtained and passed
to the aircraft on request. The main use made of the Station is for position reporting and giving advance
warning of serviceability status. However, advice can also be passed to aircraft concerning civil/military
disturbance, airspace closures, flight plan clearances etc.
Note 1: Communications concerning air traffic control for international flights are considered 'Flight Safety'
messages and are usually handled on the ICAO Major World Air Route Area (MWARA) High Frequency
and VHF En-route Radio Telephone Networks or VHF ATS facilities.
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Table of Contents
Table of Contents ......................................................................................................................................... 1
CHAPTER 12.- QUALIFICATION AND TRAINING ......................................................................................... 3
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CHAPTER 12.- QUALIFICATION AND TRAINING
License Dispatcher and Assistant Dispatcher Qualification and Training refer to OM Part D Chapter 2
Training Content, 2.3 Flight Operations Officer (Flight Dispatch)
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 13.- RECORDS CONTROL ...........................................................................................................3
13.1 Purpose ................................................................................................................................................3
13.2 Storage and Protection .........................................................................................................................3
13.3 Documents Record and Retention .......................................................................................................3
13.4 Disposition of Records..........................................................................................................................4
13.5 Disposal of Obsolete Documents .........................................................................................................4
13.6 Flight Operation Official Documents Document Control Form Number ...............................................4
Attachment A: Sample of Voyage Report (ACA-OPS-FDM-F001/Rev.00) ..................................................5
Attachment B: Sample of Dispatch Release (ACA-OPS-FDM-F002/Rev.00) ..............................................6
Attachment C: Sample of Dispatch Communication Log (ACA-OPS-FDM-F003/Rev.00) ..........................7
Attachment D: Sample of Onboard Library Checklist (ACA-OPS-FDM-F004/Rev.00) ................................8
Attachment E: Sample of Annual Competence Evaluation Record (ACA-OPS-FDM-F005/Rev.00)...........9
Attachment F: Sample of Dispatch Proficiency Evaluation Record (ACA-OPS-FDM-F006/Rev.00) .........10
Attachment G: Sample of Flight Qualification Form (ACA-OPS-FDM-F007/Rev.00) ................................11
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CHAPTER 13.- RECORDS CONTROL
13.1 Purpose
Records are retained to provide evidence of conformity to requirements and to assess the effective operation
of the quality management system. The purpose of record control is to provide a systematic approach for the
retention, identification, storage, protection, retrieval and disposition of records generated from company
activities.
13.2 Storage and Protection
All records in Flight Operation Department must be stored in a secured location protected from theft and
damaging elements, such as fire, humidity, direct sun light or high temperature.
13.3 Documents Record and Retention
Flight Operation Official Documents shall record and Retention as following detail:
Record
Frequency
Record Title
Record Responsibilities
Retention Period
Flight Dispatch Release and
related crew briefing documents
Every Flight
Flight Dispatcher on duty
3 months
Operational Flight Plan
Every Flight
Flight Dispatcher on duty
3 months
Weight and Balance Trim Sheet
Every Flight
Flight Dispatcher on duty
3 months
Dispatch Communication Log
Monthly
(End of the month)
Flight Dispatcher on duty
3 months
Voyage Report
Every Flight
Flight Dispatcher on duty
6 months
Every Flight
Flight Dispatcher on duty
3 months
Onboard Library Checklist
Every Flight
Flight Dispatcher on duty
3 months
Flight Dispatcher License
Monthly
Personal Record
As
long
as
dispatcher is active
Flight Dispatch Training and
Qualification Flight records
Monthly
Personal Record
2 additional years
after discontinued
employment
Annual Competence Evaluation
Record
Monthly
Personal Record
2 years
General
Declaration
passenger manifest
and
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13.4 Disposition of Records
The Department Responsible Manager shall periodically clear records that have passed their retention period
and destroy them by shredding.
For more information concerning Records Control, see QAM Chapter 7 Record Keeping
13.5 Disposal of Obsolete Documents
Abrogation of a document in Flight Operation Department from usage is under the responsibility and
authority of Flight Dispatcher. When a document becomes obsolete, The Flight Dispatcher on duty shall
stamp the obsolete document as “RESCINDED”, record the date of rescission and destroy them by
shredding.
13.6 Flight Operation Official Documents Document Control Form Number
Document Control Form No.
ACA-OPS-FDM-F001/Rev.00
ACA-OPS-FDM-F002/Rev.00
ACA-OPS-FDM-F003/Rev.00
ACA-OPS-FDM-F004/Rev.00
ACA-OPS-FDM-F005/Rev.00
ACA-OPS-FDM-F006/Rev.00
ACA-OPS-FDM-F007/Rev.00
Documents Name
Voyage Report
Flight Dispatch Release
Dispatch Communication Log
Onboard Library Checklist
Annual Competence Evaluation Record
Dispatch Proficiency Evaluation Record
Flight Qualification Form
Attachment A: Sample of Voyage Report (ACA-OPS-FDM-F001/Rev.00)
Attachment B: Sample of Dispatch Release (ACA-OPS-FDM-F002/Rev.00)
Attachment C: Sample of Dispatch Communication Log (ACA-OPS-FDM-F003/Rev.00)
Attachment D: Sample of Onboard Library Checklist (ACA-OPS-FDM-F004/Rev.00)
Attachment E: Sample of Annual Competence Evaluation Record (ACA-OPS-FDM-F005/Rev.00)
Attachment F: Sample of Dispatch Proficiency Evaluation Record (ACA-OPS-FDM-F006/Rev.00)
Attachment G: Sample of Flight Qualification Form (ACA-OPS-FDM-F007/Rev.00)
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Attachment A: Sample of Voyage Report (ACA-OPS-FDM-F001/Rev.00)
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Attachment B: Sample of Dispatch Release (ACA-OPS-FDM-F002/Rev.00)
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Attachment C: Sample of Dispatch Communication Log (ACA-OPS-FDM-F003/Rev.00)
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Attachment D: Sample of Onboard Library Checklist (ACA-OPS-FDM-F004/Rev.00)
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Attachment E: Sample of Annual Competence Evaluation Record (ACA-OPS-FDM-F005/Rev.00)
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Attachment F: Sample of Dispatch Proficiency Evaluation Record (ACA-OPS-FDM-F006/Rev.00)
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Attachment G: Sample of Flight Qualification Form (ACA-OPS-FDM-F007/Rev.00)
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Table of Contents
Table of Contents .........................................................................................................................................1
CHAPTER 14.- RUNWAY ANALYSIS .............................................................................................................3
14.1 RUNWAY ANALYSIS EMJ 135 (Legacy 600) .....................................................................................3
14.2 INTRODUCTION ..................................................................................................................................3
14.3 TAKEOFF .............................................................................................................................................3
14.4 LANDING ..............................................................................................................................................4
14.5 TAKEOFF PERFORMANCE CHART ..................................................................................................4
14.5.1 DESCRIPTION / DEFINITIONS EMJ 135 (Legacy 600)...................................................................4
14.5.2 LANDING PERFORMANCE CHART DESCRIPTION ......................................................................8
14.6 TAKEOFF PERFORMANCE CHART DESCRIPTION.......................................................................10
14.6.1 DEFINITIONS/ABBREVIATIONS....................................................................................................11
14.7 Landing Performance Chart Description ............................................................................................12
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CHAPTER 14.- RUNWAY ANALYSIS
14.1 RUNWAY ANALYSIS EMJ 135 (Legacy 600)
Aircraft Performance Group Inc. From ARINC systems provide Runway Analysis for AC Aviation Co., Ltd.
14.2 INTRODUCTION
Runway Analysis provides the means to determine maximum allowable takeoff and landing weights based
upon:
 Airport characteristics consisting of airport elevation, runway gradient and length, runway
contaminants, and the obstructions within the takeoff flight path,
 Environmental conditions consisting of temperature, wind, and pressure altitude.
 Aircraft Configurations consisting of power settings, flap settings, bleed configurations,
 and Minimum Equipment List (MEL) inoperative components.
 The performance and limitations are as outlined in the approved Airplane Flight Manual (AFM)
for the specific aircraft considered. All takeoff and landing airport analysis data provided by
Aircraft Performance Group complies with FAA regulations.
14.3 TAKEOFF
The maximum allowable takeoff weight is obtained by selecting the most limiting of the
following:
1. Maximum certified takeoff structural weight.
2. Climb limited weight – the maximum weight at which the appropriate airworthiness climb
gradients,for each takeoff segment, are attained for airport elevation and temperature.
3. Runway field length limit weight – the maximum weight at which the aircraft complies with
theappropriate airworthiness rules governing runway length, runway gradient (slope), airport
elevation, temperature, wind, pressure altitude, and runway contamination.
4. Obstruction limited weight – the maximum weight at which obstruction clearance required by the
appropriate airworthiness rules can be attained. The obstruction limit weight is a function of aircraft
configuration, obstacle height and distance, airport elevation, temperature, and wind. Unless
otherwise stated, all takeoffs assume a straight out takeoff flight path along the extended runway
centerline.
5. Brake energy – the maximum weight at which the aircraft brakes can absorb the amount of energy
required to stop the aircraft.
6. Tire speed – the maximum weight so as not to exceed the maximum tire speed limitations.
NOTE: Some runways/airports require a “Special Departure Procedure” in order to optimize takeoff weight
in terrain sensitive areas. The specific description of the Special Departure Procedure is outlined on a
separate page attached to the takeoff airport analysis. These procedures describe the non-standard, one
engine inoperative departure flight path. The maximum allowable takeoff weights, presented in the
subsequent analysis, are based upon following the specific procedure(s) outlined.
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14.4 LANDING
The maximum allowable landing weight is obtained by selecting the most limiting of the following:
1. Maximum certified landing structural weight.
2. Climb limited weight – the maximum weight at which the appropriate airworthiness climb gradients,
in the approach and landing configuration, are attained for airport elevation and temperature.
3. Runway field length limit weight – the maximum weight at which the aircraft complies with the
appropriate airworthiness rules governing runway length, runway gradient (slope), airport elevation,
wind, pressure altitude, and runway contamination.
14.5 TAKEOFF PERFORMANCE CHART
14.5.1 DESCRIPTION / DEFINITIONS EMJ 135 (Legacy 600)
1. Chart Heading
The chart heading specifies the performance outlined (takeoff or landing), the airport by Identifier,
City/State, and Airport Name, the airport elevation, and the Aircraft type and Engine.
2. Aircraft Configuration
Aircraft configurations upon which the attached data is based are presented in this block. Aircraft
configurations consist of the following:
Takeoff flaps setting:
0 and 15 Degrees
0 and 15 Degrees wet
15 Degrees slush and compact snow
3. Special Departure Procedure
Some runways/airports require a “Special Departure Procedure” in order to optimize takeoff weight in
terrain sensitive areas. The specific description of the Special Departure Procedure is outlined on a
separate page attached to the takeoff airport analysis. These procedures describe the non-standard, one
engine inoperative, departure flight path. The maximum allowable takeoff weights, presented in the
subsequent analysis, are based upon the specific procedure(s) outlined. If there is no “DP” suffix to the
runway identifier, the takeoff weights are predicated upon a STRAIGHT OUT departure.
4. Runway Identifier
The runway identifier is specified as follows:
• Full length runways indicated by basic identifier i.e. 34L
• Intersection takeoffs include hyphen “-” i.e. 34L-A takeoff from intersection “A”
• Temporary runway lengths / closures include “TMP”, i.e. 34LTMP
• Special Departure Procedures include “DP” i.e. 34LDP
Declared distances used:
• Takeoff Run Available (TORA)
• Takeoff Distance Available (TODA)
• Accelerate Stop Distance Available (ASDA)
Associated runway slope/gradient (percent)
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5. OAT
This is the surface temperature, in degrees Celsius, upon which the performance data is based. The
maximum temperature shown on the chart corresponds to the maximum operational temperature for airport
elevation.
6. Takeoff Thrust Setting
Engine Power (N1) settings for airport surface temperature and airport altitude are displayed forboth
Engine Anti-ice ON and OFF.
7. Zero Wind Runway Limit Weight and Limit Code
The zero wind runway limit weight displayed is the lowest of the following:
1. One Engine Inoperative Accelerate / Stop Limitations.
2. One Engine Inoperative Accelerate / GO limitations.
3. All Engine Operating Field limitations.
4. Minimum Control limitations.
5. Brake Energy limitations.
6. Tire Speed limitations.
7. Obstacle Clearance limitations.
8. Flight Path / Level-off Altitude limitations.
The limit codes associated with the zero wind runway limits are as follows:
ST = Structural Limit
FL = Field Length Limit
-O = Obstacle Limit
TS = Tire Speed Limit
BE = Brake Energy Limit
MC = Minimum Control Speed Limit
FP = Flight Path / Level-Off Altitude Limit
8. Climb Limit Weight
The climb limit is a weight that meets the minimum climb gradients required for each takeoff flight path
segment as defined in the certification regulations. The climb limit is determined from the applicable
“TAKEOFF WEIGHT LIMITED BY CLIMB REQUIREMENTS” chart within the AFM. The climb limit is
dependent upon reported surface temperature and airport altitude only.
“THE LIMITING TAKEOFF WEIGHT IS THE LOWER OF THE RUNWAY LIMIT WEIGHT, THE CLIMB
LIMIT WEIGHT, OR THE MAXIMUM CERTIFIED STRUCTURAL LIMIT WEIGHT. CORRECTIONS”
Corrections may be available to the zero wind runway limit weight and/or the Climb limit weight. A zero
(0) may appear as a correction, which indicates that the adjustment item requires no correction. An ‘NA’
may appear as a correction, which indicates that the adjustment item is NOT AUTHORIZED for operations.
9. Wind Corrections
Corrections to the runway limit weight may be made for Headwind and must be made for Tailwind.
Multiply the associated figure (HW+LBS/KT or TW–LBS/KT) or (HW+KGS/KT or TW–KGS/KT) by the
number of knots of steady state Headwind or number of knots of steady state plus gusts of Tailwind. The
resulting figure should be added/subtracted to/from the zero wind runway limit weight.
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10. QNH / Non-Standard Pressure Altitude
Corrections to the runway limit weight may be made for high QNH (pressure) and must be made for
low QNH (pressure). Multiply the associated correction factor for high pressure (QNH+LBS/.1 OR
QNH+KGS/mb) or for low pressure (QNH-LBS/.1 or QNH-KGS/mb) by the difference in the altimeter setting
from the standard (29.92 or 1013). The resulting amount should be added (high pressure) or subtracted
(low pressure) from the zero wind runway limit weight to correct for non-standard pressure
11. Engine Anti-ice ON Corrections
If the Engine Anti-ice is to be selected ON for takeoff, a weight penalty must be applied to both the
runway limit and climb limit weights. Subtract the figure shown (ENG AI on-LBS or ENG AI on-KGS) from
the zero wind runway limit weight and climb limit weight after considering temperature and wind as
described above. The resultant figure is the maximum runway limit weight/climb limit weight with Engine
Anti-ice ON.
12. Rolling Takeoff
If the takeoff is to be accomplished utilizing a rolling takeoff, a weight penalty must be applied to the
runway limit weight. Subtract the figure shown (ROLL T/O-LBS or ROLL T/O-KGS) from the zero wind
runway limit weight after considering temperature and wind as described above. The resultant figure is the
maximum runway limit weight with a Rolling Takeoff.
13. Acceleration Altitude (MSL)
The standard level-off height for flap retraction and acceleration to final climb speed is 1000 feet above
ground level (AGL). In some cases, it may be necessary to extend the second segment climb to a
nonstandard altitude in order to achieve obstacle clearance prior to level-off/acceleration. The required
Acceleration Altitude, in feet MSL, is indicated below the specific runway limit weights.
14. Structural Limits Note
The maximum takeoff weight for runway limits and climb limits may exceed the Maximum Structural
weight of the aircraft up to the limits provided by AFM charts. This is in order to apply penalty items without
impacting maximum allowable takeoff weight in some cases. The note at the bottom of the page is a
reminder to indicate that:
“THE LIMITING TAKEOFF WEIGHT IS THE LOWER OF THE RUNWAY LIMIT WEIGHT, THE CLIMB
LIMIT WEIGHT, OR THE MAXIMUM CERTIFIED STRUCTURAL LIMIT WEIGHT.”
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15. Date
Indicates the date the performance chart was prepared:
Sample
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14.5.2 LANDING PERFORMANCE CHART DESCRIPTION
1. Chart Heading
The chart heading specifies the performance outlined (takeoff or landing), the airport by Identifier,
City/State, and Airport Name, the airport elevation, and the Aircraft type and Engine.
2. Approach Climb Limits
The approach climb limit weights meet the minimum climb gradients required for the approach climb
(go-around) phase of landing as defined in the certification regulations. The approach climb limit weights
are determined from the applicable Landing Weight Permitted by Climb Requirements Charts within the
AFM. The approach climb limit is dependent upon reported surface temperature and airport altitude only.
Corrections are displayed for Anti-ice ON.
3. Aircraft/Runway Configuration for Landing
Landing data is provided for the following aircraft/runway configurations:
• Landing Flaps 45 degrees
• Antiskid Operative
o Landing distance factors of 60%, 80% and Unfactored
o Dry and Wet runways
• Landing Flaps 25
o Unfactored
o Dry and Wet runways
4. Runway Identifier
The runway identifier is specified as follows:
• Full length runways indicated by basic identifier i.e. 34L
• Temporary runway lengths / closures include “TMP”, i.e. 34LTMP
Declared Distances used:
• Landing Distance Available (LDA)
Associated effective runway slope/gradient.
5. Landing Runway Limit Weight
The runway limit weight for landing distance available is displayed corresponding to given wind
component and aircraft/runway configuration.
“THE LIMITING LANDING WEIGHT IS THE LOWER OF THE RUNWAY LIMIT WEIGHT, THE
APPROACH CLIMB LIMIT WEIGHT, OR THE MAXIMUM CERTIFIED STRUCTURAL LIMIT WEIGHT.”
6. Critical Tailwind / Tailwind Penalty
The critical tailwind is the maximum tailwind component at which maximum structural landing weight
may be achieved. At all greater tailwind components (to a maximum of –10 knots) the allowable landing
weight must be reduced. If the tailwind component exceeds the critical tailwind, multiply the associated
tailwind value by the number of knots of tailwind in excess of the critical tailwind. Subtract the resulting
penalty weight from the zero wind landing limit weight.
Example: If the critical tailwind is 6 knots and there is a 10-knot tailwind, a downwind landing would
require a weight penalty calculated as follows: You must take the difference of 4 knots (10 knots – 6
knots) and multiply it by the penalty figure given (SUB LB/KT or SUB KG/KT). The resulting weight
should then be subtracted from the maximum zero wind weight. The reduction in landing weight will
then allow you to land with the 10-knot tailwind component.
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7. Date
Indicates the date the performance chart was prepared:
Sample
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14.6 TAKEOFF PERFORMANCE CHART DESCRIPTION
• Chart Heading – The chart heading specifies the performance criteria that were used in the
RunwayAnalysis. Items included are Aircraft Type, Engine Type, Airplane Flight Manual Revision Number,
Flap Setting,Airport IATA/ICAO identifier, Airport Name, Airport City/State/Territory, Airport Elevation, and
Obstacle Criteria.
• Configuration – This section provides a list of variables that affect aircraft performance. A few
examples of configuration items are Bleeds On/Off, APR On/Off, Anti-Skid Inoperative, Runway
Contaminants, etc. These options are selectable when computing a new analysis.
• Runway Notes – This section provides information about the selected runways, including
intersection information, temporary runway details, etc.
• Temperature – The surface temperature upon which the performance data is based. The
maximum temperature shown on the chart corresponds to the maximum operational temperature for airport
elevation.
• Takeoff Power Setting – The takeoff thrust power setting, whether in torque, EPR, or N1, for
airport surface temperature and elevation.
• Runway/Obstacle Weight Limits – The zero wind, standard atmospheric pressure weight limit
which takes into account the following limitations: Accel-Go, Accel-Stop, Minimum Control Speeds, AllEngines Operating Go, Brake Energy, Tire Speed, Obstacle Clearance, and Flight Path/ Level-Off Altitude
Limitations. Corrections are given for wind and non-standard pressure.
• V1 – V1 will be listed for optimized calculations only. This speed is presented for use at the
zerowind, standard pressure limit weight. This speed is optimized for the corresponding takeoff weight limit
and may be used for lower weights provided that V1 does not exceed Vr for the actual takeoff weight. The
V1 displayed should not be used for non-standard conditions.
• Climb Limit – The climb limit is a weight that meets the minimum climb gradients required for each
takeoff flight path segment as defined in the certification regulations. The climb limit is based on
reported surface temperature and airport elevation only. The Climb Limit is INDEPENDENT of runway in
use or any obstruction/terrain clearance criteria.
Runway Identifiers
• Full-length runways are indicated by the basic identifier, i.e. 34L
• Intersection departures include the intersection identifier, i.e. 34L-A
• Temporary/construction runway lengths are designated by the letters “TMP” or “TP”, i.e.
34LTMP
• Special Departure Procedures include the text “DP”, i.e. 34LDP
• Runways designated with the letters “SHP” are for use when a ship is present on the
departure
End
• Non-standard runway identifiers, such as intersections, temporary runways, etc. will be
accompanied by a “Runway Note” on the report page. These notes help to further clarify what is being
taken into account for that particular runway.
o Intersections will list the intersection identifier and available runway length
▪ i.e. RWY 34L-K INTXN T/O FROM K - 9341 FT
o Temporary runways will include what temporary considerations are taken
▪ i.e. RWY 34LTMP FOR USE WHEN SOUTH 370 FT CLOSED
NOTE: Some runways/airports require a “Special Departure Procedure” in order to optimize takeoff weight
in terrain/obstacle sensitive areas. The specific description of the Special Departure Procedure is outlined
on a separate page attached to the takeoff airport analysis. These procedures describe the non-standard,
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one engine inoperative, departure flight path. The maximum allowable takeoff weights presented in the
subsequent analyses are based upon the specific procedure(s) outlined. If there is no “DP” attached to the
runway identifier, the takeoff weights are predicated upon a STRAIGHT OUT departure.
14.6.1 DEFINITIONS/ABBREVIATIONS
Obstacle Criteria – Obstacle clearance criteria including horizontal and vertical obstacle clearance
requirements. The available options are FAA_CIRC, ICAO, AUS, and HKG.
• FAA_CIRC – Obstacle clearance criteria as outlined in FAA AC 120-91 “Area Analysis
Method”
• ICAO - Obstacle clearance criteria as outlined in EASA-OPS 1.495
• AUS - Obstacle clearance criteria as outlined in CASA CAO Section 20.7.1B
• HKG - Obstacle clearance criteria as outlined in CAD Cap 448C Schedule 15.
TORA – Takeoff Run Available – the runway length declared available and suitable for the ground
run of an aircraft taking off
TODA – Takeoff Distance Available - the TORA plus the length of any remaining runway or
clearway beyond the far end of the TORA
ASDA – Accelerate Stop Distance Available – the runway plus stopway length declared available
and suitable for the acceleration and deceleration of an aircraft aborting a takeoff
LDA – Landing Distance Available – the runway length declared available and suitable for landing
an aircraft
LVL OFF – The level-off altitude/acceleration altitude in Height above Mean Sea Level (AMSL) to
be used with the Runway Analysis. This altitude must be used in accordance with the flight path profile in
the aircraft’s AFM. Leveling off above or below the APG provided level-off altitude may result in obstacle
clearance violations or exceed engine takeoff thrust time limits. Customers may have APG set a minimum
level-off height of at least 400 ft. Depending on aircraft type, this height may be increased to allow for an
extended second segment climb for obstacle clearance requirements.
Procedure for Determining Maximum Allowable Weight – Takeoff
1. Locate the row that corresponds with the desired temperature
2. Read the Power Setting to be used at this temperature
3. Determine the Uncorrected Runway/Obstacle Weight Limit for the desired runway
4. Make the appropriate corrections for wind, QNH, and/or Bleeds and other options. This is the
Corrected Runway/Obstacle Weight Limit
5. Determine the Uncorrected Level-Off Height
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6. Make the appropriate corrections for wind, QNH, and/or Bleeds and other options. This is the
Corrected Level Off Height
7. Determine the Uncorrected Climb Weight Limit for the given temperature
8. Make the appropriate corrections for QNH and/or Anti-Ice. This is the Corrected Climb Weight
Limit The Maximum Takeoff Weight is the lowest of the Corrected Runway/Obstacle Weight Limit, the
Corrected Climb Weight Limit, and the Structural Takeoff Weight Limit.
Procedure for Determining Maximum Allowable Weight – Takeoff (Continued)
EXAMPLE:
Runway 33DP
Temperature = 5 degrees
Wind = 4 kt headwind
QNH = 29.75 in Hg
Power Setting = 92.7
Uncorrected Runway/Obstacle Weight Limit = 43,792 lbs
Wind Correction = 76 lbs * 4 kts = 304 lbs
QNH Correction = 29.92 - 29.75 = 0.17 * -212 lbs per 0.1 = 1.7 * -212 lbs = -360.4 lbs
Corrected Runway/Obstacle Weight Limit = 43,792 + 304 -360.4 = 43,745 lbs
Uncorrected Level-Off Height = 9,338 ft MSL
No correction required for Wind or QNH in this scenario
Corrected Level Off Height = 9,338 ft MSL
Uncorrected Climb Limit = 48,200 lbs
QNH Correction = 29.92 – 29.75 = 0.17 * -177 lbs per 0.1 = 1.7 * -177 lbs = -300.9 lbs
Corrected Climb Weight Limit = 48,200 lbs – 300.9 lbs = 47,899 lbs
Structural Takeoff Weight Limit = 48,200 lbs
Maximum Takeoff Weight is the lowest of the Runway/Obstacle, Climb, and Structural Limit
Weights. Therefore, the Maximum Takeoff Weight for this example is 43,745 lbs
14.7 Landing Performance Chart Description
• Chart Heading – The chart heading specifies the performance criteria that were used in the
Runway Analysis. Items included are Aircraft Type, Engine Type, Airplane Flight Manual Revision Number,
Flap Setting, Airport IATA/ICAO identifier, Airport Name, Airport City/State/Territory, and Airport Elevation.
• Configuration – This section provides a list of variables that affect aircraft performance. A few
examples of configuration items are Bleeds On/Off, APR On/Off, Anti-Skid Inoperative, Runway
Contaminants, etc. These options are selectable when computing a new analysis.
• Runway Notes – This section provides information about the selected runways, including
intersection information, temporary runway details, etc.
• Approach Climb Limits – The approach climb weight limit meets the minimum climb gradients
required for the approach climb (go-around) phase of landing as defined in the certification regulations. The
approach climb weight limit is based on reported surface temperature and airport altitude only. The
approach climb weight limit is independent of runway in use, missed approach procedure to be used, and
any obstacle/terrain clearance criteria.
• Field Length Weight Limits/Distances – The zero wind runway weight limit corresponding to the
runway’s landing distance available (LDA). Landing weight limits and distances required are shown for:
o Dry runway and WET runway (note: The WET runway performance data is based upon
a factor of 115% as outlined within applicable regulations) Regulatory Destination
Airport factors of:
60% (1.67)
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o
o
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80% (1.43)
100% - UNFACTORED
Wind components of -10 Tailwind, 0 wind, 10 and 40 knots of Headwind.
Destination airport temperature.
Runway Identifiers
• Full-length runways are indicated by the basic identifier, i.e. 34L
• Temporary/construction runway lengths are designated by the letters “TMP” or “TP”, i.e.
34LTMP
• Non-standard runway identifiers, such as temporary runways, etc. will be accompanied by
a“Runway Note” on the report page. These notes help to further clarify what is being taken
into account for that particular runway.
o Temporary runways will include what temporary considerations are taken
 i.e. RWY 34LTMP FOR USE WHEN SOUTH 370 FT CLOSED
Procedure for Determining Maximum Allowable Weight – Landing
1. Locate the limit weight for the required Approach Climb Gradient and temperature. This becomes
your Approach Climb Weight Limit.
2. Locate the section under Field Length Weight Limits/Distances that corresponds with the desired
runway. LDA, Slope, and Runway Condition are provided for your information.
3. Locate the set of rows that correspond with the actual headwind, reported by ATIS or METAR
4. Locate the row that corresponds with the desired temperature
5. Locate the column that corresponds with the desired landing factor
6. Read the Field Length Weight Limit from the appropriate column/row
7. Read the corresponding Landing Distance Required for that limit weight
- This distance already takes into account the landing factor required, NOT the actual landing distance.
The Maximum Landing Weight is the lowest of the Approach Climb Weight Limit, the Field Length
Weight Limit, and the Structural Landing Weight Limit.
EXAMPLE:
Runway 10
Temperature = 32 degrees
Wind = 10 kt headwind
Required Approach Climb Gradient = 2.1%
Operational Landing Factor Required = 60%
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Approach Climb Weight Limit = 38,000 lbs
Field Length Weight Limit = 34,107 lbs
Landing Distance Required = 4,800 ft
Structural Landing Weight Limit = 38,000 lbs
Maximum Landing Weight is the lowest of the Approach, Field Length, and Structural Landing
Weight Limit. Therefore, the Maximum Landing Weight for this example is 34,107 lbs.
NOTE: Landing pages only display a limited number of temperatures due to the amount of data presented.
If a different landing temperature is desired, use the “Use Temp” feature just prior to clicking
“Compute” when running a new analysis. Be sure to specify the desired temperature and ensure the “Use
Temp” box is checked before clicking compute. Alternatively, temperature step size can be adjusted for
each aircraft by request. Please contact APG for further information.