Flight Operations Manual (PART-A)

Flight Operations Manual (Part-A) DocumentChapter
# FOD/FOM/01
0
Edition 1 Page 1 Edition 1
Rev # 03
Pakistan International INTRDUCTIONS Revision 08
27th Jan , 2009
Issue Date 22nd November 2010
PAKISTAN FLIGHT OPERATIONS

INTERNATIONAL MANUAL
(PART-A)
Standards Inspection Division

FLIGHT OPERATIONS
Controlled Document- Do not copy without prior permission of SVP Flight Operations
Flight Operations Manual (Part-A)
Page 1
Edition 1
SUMMARY OF REVISIONS Rev # 08
Pakistan International 22nd Nov, 2010
SUMMARY OF REVISIONS
Number Date Entered By
Number Date Entered By 26.
1. 06.08.08 GM SI 27.
2. 12.01.09 GM SI 28.
3. 27.01.09 GM SI 29.
4. 12.02.09 GM SI 30.
5. 25.03.08 GM SI 31.
6. 26.03.10 GM SI 32.
7. 11.06.10 GM SI 33.
8. 22.11.10 GM SI 34.
9. 35.
10. 36.
11. 37.
12. 38.
13. 39.
14. 40.
15. 41.
16. 42.
17. 43.
18. 44.
19. 45.
20. 46.
21. 47.
22. 48.
23. 49.
24. 50.
25.
Flight Operations Manual (Part-A) LEP
Edition 1 Page 1
List of Effective Pages Rev # 08

List of Effective Pages
Ch Effective
No. Description Pages Revision Rev Date
1 03 27th Jan, 09
2 08 22nd Nov, 10
3 00 25th Mar, 08
4 08 22nd Nov, 10
5-6 00 25th Mar, 08
7 08 22nd Nov, 10
8 03 27th Jan, 09
9-10 08 22nd Nov,10
Table of Contents 11-14 00 25th Mar, 08
15 07 11th June, 10
16-18 08 22nd Nov,10
19-27 00 25th Mar, 08
28-29 08 22nd Nov,10
30 00 25th Mar, 08
31 05 18th Mar, 09
32 08 22nd Nov,10
1 03 27th Jan 09
2-3 06 26th Mar 10
4 07 11th June 10
0 Introduction
5 00 25th Mar 10
6 00 11th June 10
7-9 08 22nd Nov 10
1 08 22nd Nov 10
2-3 07 11th June 10
4-5 08 22nd Nov 10
6 07 11th June 10
7 08 22nd Nov 10
8-9 00 25th Mar 08
10 08 22nd Nov 10
11 00 25th Mar 08
12-14 08 22nd Nov 10
15 00 25th Mar 08
16-19 08 22nd Nov 10
1 Organization & Responsibilities
20-21 00 25th Mar 08
22-23 08 22nd Nov 10
24 00 25th Mar 08
25-26 08 22nd Nov 10
27-34 00 25th Mar 08
35 08 22nd Nov 10
36 00 25th Mar 08
37 08 22nd Nov 10
38 00 25th Mar 08
39 08 22nd Nov 10
40-41 00 25th Mar 08
Edition 1 Page 2

1 00 25th Mar 08
2-3 08 22nd Nov 10
4 00 25th Mar 08
5 06 26th Mar 10
2 Company Regulations
6 08 22nd Nov 10
7-9 00 25th Mar 08
10 08 22nd Nov 10
11 00 25th Mar 08
1-2 05 18th Mar 09
3-6 00 25th Mar 08
Training, Checking Qualification &
3 7 08 22nd Nov 10
Recency
8-9 00 25th Mar 08
10 08 22nd Nov 10
11-15 05 18th Mar 09
1-2 00 25th Mar 08
4 Flight Crew Rostering 3-4 08 22nd Nov 10
5-6 00 25th Mar 08
1 00 25th Mar 08
2 08 22nd Nov 10
5 Administrative Instructions & Forms 3 00 25th Mar 08
4-5 08 22nd Nov 10
6 00 25th Mar 08
1 08 22nd Nov 10
2 00 25th Mar 08
3 08 22nd Nov 10
6 General Flight Rules 4 07 11th June 10
5-6 00 25th Mar 08
7 08 22nd Nov 10
8-9 00 25th Mar 08
1 03 27th Jan 09
2 00 25th Mar 08
3 08 22nd Nov 10
4-5 00 25th Mar 08
7 Fuel Policy 6 08 22nd Nov 10
7 03 27th Jan 09
8-10 00 25th Mar 08
11 08 22nd Nov 10
12 00 25th Mar 08
Edition 1 Page 3

1 08 22nd Nov 10
2-3 00 25th Mar 08
4 08 22nd Nov 10
5 00 25th Mar 08
8 Flight Preparation & Planning
6 08 22nd Nov 10
7-8 00 25th Mar 08
9-11 08 22nd Nov 10
12 00 25th Mar 08
1-2 08 22nd Nov 10
3-6 00 25th Mar 08
7 08 22nd Nov 10
9 Communication
8 00 25th Mar 08
9 07 11th June 10
10-14 00 25th Mar 08
1-2 00 25th Mar 08
10 Safety and Security 3 08 22nd Nov 10
4-20 00 25th Mar 08
1-2 00 25th Mar 08
3 08 22nd Nov 10
4-7 00 25th Mar 08
8-9 07 11th June 10
11 Passenger Handling 10-11 00 25th Mar 08
12 08 22nd Nov 10
13-14 00 25th Mar 08
15 08 22nd Nov 10
16 00 25th Mar 08
12 Cargo Handling 1-9 00 25th Mar 08
1-4 07 11th June 10
13 Ground Handling 5 08 22nd Nov 10
6-11 00 25th Mar 08
1-5 08 18th Mar 09
6-7 00 25th Mar 08
14 General Flight Deck Procedures 8 05 18th Mar 09
9-10 00 25th Mar 08
Edition 1 Page 4

1-2 00 25th Mar 08

3 00 25th Mar 08
4-5 08 22nd Nov 10
6 00 25th Mar 08
7 08 22nd Nov 10
15 Use of Equipment
8-9 00 25th Mar 08
10-12 08 22nd Nov 10
13 00 25th Mar 08
14 08 22nd Nov 10
15 00 25th Mar 10
1-3 00 25th Mar 08
4-5 08 22nd Nov 10
6-16 00 25th Mar 08
16 Normal Procedures 17-18 08 22nd Nov 10
19 00 25th Mar 08
20-21 08 22nd Nov 10
22-30 00 25th Mar 08
17 1-12 00 25th Mar 08
Approaches
13 05 18th Mar 09
14-20 00 25th Mar 08
18 1-2 00 25th Mar 08
All Weather Operations
3 08 22nd Nov 10
4-15 00 25th Mar 08
1-5 00 25th Mar 08
6-8 05 18th Mar 09
19 Adverse Weather
9-16 00 25th Mar 08
17-23 07 11th June 10
20 ETOPS/Remote Destination 1-5 00 25th Mar 08
1-3 08 22nd Nov 10
4 00 25th Mar 08
5 08 22nd Nov 10
21 6 00 25th Mar 08
Abnormals
7-8 08 22nd Nov 10
9-14 00 25th Mar 08
15-19 08 22nd Nov 10
20-27 00 25th Mar 08
28 08 22nd Nov 10
Edition 1 Page 5

1-11 00 25th Mar 08

22 Special Flights
12 07 11th June 10
1 04 12th Feb 09
2 06 26th Mar 10
3 00 25th Mar 08
4 07 11th June 10
23 Flight Duty Time Limitations
5 00 25th Mar 08
6-7 07 11th June 10
8 01 6th Aug 08
9-10 07 11th June 10
11-13 00 25th Mar 08
14 08 22nd Nov 10
Safety Performance Monitoring &
24 1-3 08
Management 22nd Nov 10
Flight Operations Manual (Part-A) Table of Contents
Edition 1 Page 1
Rev # 03
Pakistan International TABLE OF CONTENTS 27th Jan, 2009
CHAPTER 0: INTRODUCTIONS
0.1 Introduction......... 2
0.1.1 Authority...... 2
0.1.2 Purpose..... 2
0.1.3 Aim....... 2
0.1.4 Contents........ 2
0.1.5 Distribution List of the Flight Operations Manual........... 2-3
0.2 Organization of Flight Operations Manual
0.2.1General.. 4
0.3 Revisions
0.3.1 General.... 5
0.3.2 Record of Revisions.... 5
0.3.3 Summary of revisions...... 5
0.3.4 How to find changes/revision.. 5
0.4 List of effective pages. 6
0.5 List of abbreviation 7-9
Edition 1 Page 2
Rev #08
Pakistan International TABLE OF CONTENTS 22nd Nov, 10
CHAPTER 1: ORGANIZATION & RESPONSIBILITIES

1.0 PIAC Corporate Organization Chart 2
Flight Operations Department Organization Chart.. 3
1.1 Overview. 4
1.1.1 Conduct of Flight Operations.. 4
1.1.2 Delegation of Responsibilities.... 4
1.2 Duties and Responsibilities of Flight Operations Senior
Executives
1.2.1 Director Flight Operations...... 5-6
1.2.2 General Manager Training...... 7-9
1.2.3 General Manager Standards Inspections..... 10-11
1.2.4 General Manager Technical. 12-13
1.2.5 General Manager Planning and Scheduling.... 14-15
1.2.6 Sr. General Manager (Coordination) Operations........ 16-17
1.2.7 General Manager North.. 18
1.2.8 Equipment General Managers..... 19-20
1.2.9 Chief Flight Surgeon... 21
1.2.10 DGM Quality Assurance... 22
1.3 Flight Crew
1.3.1Subordination of Air Crew... 23
1.3.2 Personnel undergoing Flight Crew Training... 23
1.3.3 Authority of Pilot-in-Command.. 23
1.3.4 Duties of the Pilot-in-Command. 23-25
1.3.5 General Responsibilities of Pilot-in-Command.. 25-26
1.3.6 Captain supervision and co-ordination of flight duties... 26-27
1.3.7 Additional Duties of captain in aircrafts without Flight Engineer. 27
1.3.8 Duties of First Officer. 27
1.3.9 Special duties of First Officer. 28-30
1.3.10 Duties of Flight Engineer. 30-32
1.4 Cabin Crew
1.4 Cabin Crew 33
1.4.1Duties of Cabin Crew.. 33
1.5 Line Stations.. 34
1.6 Duties and Responsibilities of Flight Operations Administration
1.6.1Manager Operations Engineering- I. 35-36
1.6.2Manager Operations Engineering II... 37-38
1.6.3Manager Routes and Navigation.. 39
1.7 Company Regulations and Policies.. 40
1.7.1 Applicability... 40
1.7.2 Aircraft Knowledge and Preparation.. 40
1.7.3 General Cooperation.. 40
1.8 Compliance with Rules/ Regulations and Orders.. 41
Edition 1 Page 3
Rev # 00
Pakistan International TABLE OF CONTENTS 25th Mar, 08
CHAPTER 2: COMPANY REGULATIONS

2.0 Company Publications
2.0.1 General....... 2
2.0.2 Scope...... 2
2.0.3 Description..... 2-3
2.0.4 Flight Crew Issues..... 3
2.0.5 Flight Operations Manual- FOM(Part-A).. 3
2.0.6 FCOM (Flight Crew Operating Manual)... 3-4
2.0.7 Flight Crew Training Manual..... 4
2.0.8 Amendment Procedure... 4
2.0.9 Jeppesen Airway Manual... 4
2.0.10 Jeppesen Airway Manual Amendments... 4
2.0.11 Flight Crew Instruction (FCIs) or Temporary Revision 4-5
(TRs).... 5
2.0.12 Flight Operations Department Library...... 5
2.0.13 Aircraft library .. 5
2.1 Crew Conduct..................... 6
2.1.1 Uniform .. 6
2.1.2 Conversation.... 6
2.1.3 General Health and Physical Fitness................... 6
2.2 Medical Regulations
2.2.1Substance Abuse, Psychoactive and Pharmaceutical
Prescription .. 7
2.2.2 Sleeping Tablets.................. 7
2.2.3 Alcohol 7
2.2.4 Quarantine... 7
2.2.5 Diving Before Flight ................... 7-8
2.2.6 Blood Donation... 8
2.2.7 Immunization....... 8
2.2.8 Rehabilitation of Persons Involved in use of .. 8
2.3 Flight Crew Licenses
2.3.1 General............................ 9
2.3.2 Renewal... 9
2.3.3Authority to Operate.... 9-10
2.3.4 Retirement Age............................ 10
2.4 Crew Baggage: Lost, Mishandled or Damaged
2.4.1 Reporting Procedure.... 11
2.4.2 Applicability of Procedures. 11
Edition 1 Page 4
Rev # 08
Pakistan International TABLE OF CONTENTS 22nd Nov , 10
CHAPTER 3: TRAINING, CHECKING, QUALIFICATION

AND RECENCY
3.0 FLIGHT CREW TRAINING
3.0.1 General........................... 2
3.0.2 Training Objectives.... 2
3.0.3 Out Sourced Flight Simulator Devices 2
3.1 Performance Standards- Flight Crew Members.. 3
3.1.1 Captain.................... 3
3.1.2 First Officer..... 3-4
3.2 Checking and Evaluation
3.2.1 General..................................................... 5
3.3 Renewals.. 6
3.4 Flight Crew
3.4.1 Qualification and Requirements.................. 7
3.4.2 Responsibilities.... 7
3.4.3 Flight Crew Minimum Requirements.................. 7
3.4.3.1 Captain......................... 7
3.4.3.2 First Officer.. 7
3.4.3.3 Initial Hires (Including Cadet Pilots) 7
3.4.3.4 Upgrading..... 8
3.5 AWO/LVP Training and Authorizations
3.5.1 Training ... 9
3.6 ETOPS, MNPS & Special Airfield Authorizations
3.6.1 ETOPS Authorization..... 10
3.6.2 MNPS.. 10
3.6.3 Special Airfield Authorization.................... 10
3.7 Recency Requirements... 11
3.8 Crew Resource Management
3.8.1 Philosophy... 11
3.8.2 Policy... 11
3.8.3 Four Words of CRM 11
3.8.4 Authority. 11-12
3.8.5 Participation. 12
3.8.6 Assertiveness... 12
3.8.7 Respect. 12
3.8.8 Crew Performance Indicators.. 12
3.8.8.1 Communication. 12-13
3.8.8.2 Team Building.. 13-14
3.8.8.3 Workload Management 14
3.8.8.4 Technical Proficiency... 14-15
3.8.9 Conclusion... 15
Edition 1 Page 5
Rev # 00
Pakistan International TABLE OF CONTENTS 25th Mar , 08
CHAPTER 4: FLIGHT CREW ROSTERING

4.0 Cooperation with Crew Scheduling
4.0.1 General....... 2
4.0.2 Contact with the company........ 2
4.0.3 Reporting of Unforeseeable Factor and Irregularities...... 2
4.0.4 Complaints....... 2
4.1 Crew Scheduling Division
4.1.1 General...................................................... 3
4.1.2 Duties of the Scheduling Department... 3-4
4.1.3 Roster Maintenance........... 4
4.1.4 Pairing of Inexperienced Pilots.. 4
4.1.5 Access to the Scheduling Department... 4
4.1.6 Roster Change Request...... 5
4.1.7 Roster swaps.. 5
4.1.8 Open Flights.. 5
4.1.9 Standby Duty Period...... 5
4.1.10 Standby Duty- Policy.. 5-6
4.1.11 Stand by Duty- Scheduling...... 6
4.1.12 Leave Entitlement Policy........ 6
Edition 1 Page 6
Rev # 00
Pakistan International TABLE OF CONTENTS 25th Mar , 08
CHAPTER 5: ADMIN INSTRUCTIONS AND FORMS

5.0 Administrative Records
5.0.1 Responsibility........ 2
5.0.2 Types of Record.... 2-3
5.1 Reports and Forms
5.1.1 General..
4
5.1.2 Debrief Report... 4
5.1.3 Air Safety Report... 4-5
5.1.4 Confidential Report...
5
5.1.5 Autoland Report.... 5
5.1.6 Missing Passenger Report. 5
5.2 Completion & Filing of Reports and Forms
5.2.1 Responsibility 6
5.2.1.1 Completion.... 6
5.2.2 Filing of Reports..
6
5.2.2.1 Air Safety Reports. 6
5.2.2.2 Other Reports 6
Edition 1 Page 7
Rev # 08
CHAPTER 6: GENERAL FLIGHT RULES

6.0 General
6.0.1 Principles... 2
6.0.2 Aircraft operation -legal Requirements. 2
6.0.3 Application of IFR and VFR. 2
6.0.3.1 Choices of Airspace
2
6.0.3.2 Change from IFR flight to VFR Flight.. 2
6.1 Composition of Flight Personnel
6.1.1Flight Crew .... 3
6.1.1.1 Captain 3
6.1.1.2 First Officer 3
6.1.1.3 Flight Engineer.. 3
6.1.2 Cabin Crew .. 3
6.2 Routings Maps & Charts
6.2.1 Routings......... 4
6.2.1.1 Definition 4
6.2.1.2 Policy.. 4
6.2.1.3 Deviation from Company Routing. 4
6.2.2 Maps and Charts ... 4-5
6.2.3 Noise Abatement Procedures. 5
6.3 Minimum Altitude/Flight Levels
6.3.1 General . 6
6.3.2 Policy..... 6
6.3.3 Minimum Safe Altitude (MSA).... 6
6.3.4 Minimum Off-Route Altitude (MORA)... 6
6.3.5 Minimum Obstacle Clearance Altitude 6
6.3.6 Minimum Enroute IFR Altitude............... 6
6.3.7 Minimum Victoring Altitude... 7
6.3.8 Other Altitude Restrictions.. 7
6.4 Collision Avoidance and ATC Separation
6.4.1 Avoidance of Aircraft Collision ..... 8
6.4.2 Maintenance of ATC Separation... 8
6.4.3 Reduced Vertical Separation Minimum (RNSM). 8
6.4.4 Required Navigation Performance (RNP). 8
6.5 Aircraft Attitude
6.5.1 Level Off.... 9
6.5.2 Angles of Bank.. 9
Edition 1 Page 8
Rev # 03
Pakistan International TABLE OF CONTENTS 27th Jan, 09
CHAPTER 7: FUEL POLICY

7.0 Fuel Policy for Turbo Jet Aircraft (NON ETOPS)
7.0.1 Fuel Planning and Management.... 2
7.0.1.1 Basic Principals.. 2
7.0.1.2 General Factors... 2
7.0.1.3 Planning Factors.. 2
7.1 In-Flight Fuel Monitoring and Low Fuel
7.1.1 Procedure ... 3
7.2 Aircraft Performance Deterioration (APD) Factor. 4
7.3 Selection of Alternate Airfield.... 5
7.4 Dispatch Requirements
7.4.1 Taxi Fuel.... 6
7.4.2 Trip Fuel. 6
7.4.3 Contigency Fuel. 6
7.4.4 Alternate Fuel. 6
7.4.5 Holding Fuel.. 6
7.4.6 Stored Fuel. 6
7.4.7 Discretion... 6-7
7.4.8 Block Fuel.. 7
7.4.9 Minimum Block Fuel. 7
7.4.10 Reserve Fuel. 7
7.4.11 Extra Fuel. 7
7.5 Alternate Policy for Turbo Jet Aircraft
7.5.1 General.. 8
7.5.2 Takeoff Alternate... 8
7.6 Fuel Policy for Turbo Prop Aircraft (ATR 42-500)
7.6.1 Taxi Fuel.... 9
7.6.2 Fuel for Operations of Hotel Mode on ATR 42-500 Aircraft.. 9
7.6.3 Trip Fuel 9
7.6.4 Contingency Fuel... 9
7.6.8 Fuel Tankering (for the next sector)... 9
7.7 Fueling Procedures
7.7.1 General... 10
7.7.2 Supervision of Refueling and Fuel Check 10
7.7.3 Fuel Tankering... 10
7.7.4 Fueling with Passengers on Board. 10-11
7.8 Inflight Fuel Management
7.8.1 General .... 12
7.8.2 Company Minimum Reserve... 12
7.8.3 Insufficient Fuel Remaining 12
7.8.4 Approaching Destination. 12
7.8.4.1 General.. 12
7.8.4.2 Prior to Top of Descent. 12
Edition 1 Page 9
Rev # 08
APTER 8: FLIGHT PREPARATIONS & PLANNING

8.0 General 2
8.0.1 Flight Preparation. . 2
8.0.2 Definitions. .... 2
8.0.2.1 Adequate Airport. 2
8.0.2.2 Suitable Airport 2
8.0.2.3 ETOPS (Extended Twin Operations).. 2
8.0.3 Route Planning Principals.. 2-3
8.0.4 Trip Folder. 3
8.0.5 Pre-Flight Planning. 3
8.0.6 Computer Flight Plan. 3
8.0.7 Weather.. 3
8.0.8 NOTAMs .. 3
8.0.9 Aircraft Technical Status and Performance 4
8.0.10 Fuel... 4
8.0.11 Flying Crew Instructions.. 4
8.0.12 Security (Personal Documentation....... 4
8.1 Briefings
8.1.1 General.. 5
8.1.1.1 Company Briefing.. 5
8.1.1.2 Meteorological Briefing..... 5
8.1.1.3 Route Briefing.... 5
8.1.1.4 Technical Briefing.. 6
8.1.1.5 Cabin Crew Pre-Flight Briefing............. 6
8.1.1.6 Sterile Cockpit Rule.. 6
8.2 Flight Plans
8.2.1 Requirement ..................... 7
8.2.2 Submission ... 7
8.2.3 Selection of Cruising Levels . 7-8
8.3 Selection of Airfields
8.3.1 General ...... 9
8.3.2 Minima for Pre-Flight Planning...... 9
8.3.3 Destination Selection .... 9
8.3.4 Destination Weather Minima.. 9
8.3.4.1 Destination forecast below Minima..... 9
8.3.5 Destination Forecast and Alternate Selection.... 9-10
8.3.6 Destination Alternate.. 10
8.3.7 Takeoff Alternate. 10
8.3.8 Alternate Weather Minima. 10
8.3.9 En-route Alternate/Emergency Airport (Non- ETOPS). 10-11
8.3.10 In Flight Considerations 11
8.3.11 Published One Engine Out Minima. 11
8.3.12 Aircraft Approach Category 11
8.3.13 In Flight Diversion to Alternate Aerodrome 11
8.3.14 Runway Requirements 11
8.3.15 Pavement Strength.. 12
8.3.16 Rescue And Fire Fighting (RFF) Categories.. 12
Edition 1 Page 10
Rev # 08
CHAPTER 9: COMMUNICATION
9.0 Flight Crew Members
9.0.1General..
2
9.0.2 Standard Calls.. 2
9.0.3 FCU/MCP,AP Selection. 2
9.0.4 Transfer of Controls & Radio Monitoring.. 2-3
9.0.5 Climb and Descent.. 3
9.0.6 Deviation During Approach 3
9.0.7 Non Standard. 4
9.1 Flight Crew to Cabin Crew
9.1.1General .. 5
9.1.2 Pre-flight Briefing..... 5
9.1.3 Use of the Interphone ... 5
9.1.3.1 Flight Deck to Cabin..... 5
9.1.3.2 Cabin to Flight Deck 5
9.1.4 Adverse Weather.. 5-6
9.2 Flight Crew to ATC
9.2.1 Monitoring 7
9.2.2 Standard Procedures.. 7
9.2.3 Altitude Awareness/Altimetry 7
9.2.4 VHF Selections.. 7-8
9.2.5 Wearing of Headsets. 8
9.3 Flight Crew to Company
9.3.1 General Policy ..
9
9.3.2 Use of Communication Equipment .. 9
9.3.2.1 ACARS.. 9
9.3.2.2 HF Radio 10
9.3.2.3 SATCOM 10
9.3.3 Required reports.. 10
9.3.3.1 Push Back and Punctuality.. 10
9.3.3.2 Departure Reports.. 10-11
11
9.3.3.3 En-route Delay reports... 11
9.3.3.4 Abnormal Situation Reports...... 11
9.3.3.5 Arrival Reports...... 11
9.3.4 Outstations.....
9.4 Flight Crew to Passengers
9.4.1General
9.4.2 Responsibility for Information.... 12
12
9.4.3 Co-ordination. 12
9.4.4 Presentation of Information. 12-13
9.4.5 Procedures for normal operations... 13
9.4.6 Procedures for Off-Schedule Operations.... 13-14
9.4.7 Briefing of Passengers in an Emergency 14
Edition 1 Page 11
Rev # 00
CHAPTER 10: SAFETY AND SECURITY

10.0 General Crime On Board
10.0.1 Purpose...... 3
10.0.2 Definitions.... 3
10.0.2.1 Security.. 3
10.0.2.2 Crime on Board .. 3
10.0.2.3 Sabotage. 3
10.0.2.4 Bomb Threat or Hoax 3
10.0.3 Crime on Board.. 3
10.0.3.1 Policy.. 3
10.0.3.2 Reporting... 3-4
10.1 Aircraft & Crew Security
10.1.1 Reporting of Damage 5
10.1.2 Safeguarding of Aircraft and Load.. 5
10.1.3 Attempted breaches of Security and local authorities. 5
10.1.4 Regulatory Authority Inspector Random Inspections.. 5
10.1.5 Crew Security on Layovers.. 5
10.1.5.1 Crew Baggage. 5-6
10.1.6 Assault by Passengers on Crew Members 6
10.2 Prevention of Sabotage and Hijacking
10.2.1 Measure. 7
10.3 Sabotage / Bomb Threats General . 8
Introduction Threat Assessment... 8
10.4 Sabotage / Bomb Threats On Ground
10.4.1 Red Warning Basic Procedure On Ground, Parked at Gate 9
10.4.2 Red Warning Basic Procedures On Ground 9
Taxiing..
10.5 Sabotage / Bomb Threats In Flights
10.5.1 Red Warning Basic Procedure In Flight 10
10.5.2 Suspicious Article Discovered in-Flight Cabin Crew Actions 10-11
10.5.3 Suspicious Article Discovered in-Flight Flight Crew Actions 11-12
10.5.4 Suspicious Activity or Security Breach in the Cabin.. 12
10.6 Hijacking
10.6.1 Policy 13
10.6.2 General Guidelines 13-14
10.6.3 Communication Procedures. 15
10.6.4 Flight Crew Actions. 15
10.6.5 Cabin Crew Actions.. 15
10.7 Notification of Aircraft Accident and Incidents
10.7.1 Definitions 16
10.7.1.1 Aircraft Accident 16
10.7.1.2 Aircraft Incident. 16
10.7.1.3 Fatal Injury. 16
10.7.1.4 Serious Injury. 16
10.7.1.5 Substantial Damage.. 16
Edition 1 Page 12
Rev # 00
10.7.2 Immediate Notification. 16-17

10.7.3 Preservation of Aircraft Wreckage, Mail, Baggage, Cargo and
records. 17
10.8 Required Reports
10.8.1 Penalty free Reporting of Occurrences or Incident.. 18
10.8.2 Reporting.. 18-19
10.9 Withdrawal From Flying Duties... 20
Edition 1 Page 13
Rev # 00
CHAPTER 11: PASSENGER HANDLING

11.0 Responsibility
11.0.1 General 3
11.1 Passenger Exclusion
11.1.1General.... 4
11.1.2 Medical /Serious Sickness Cases....... 4
11.1.3 Liability . 4
11.2 Boarding, Offloading, Upgrading
11.2.1 General... ... 5
11.2.2 Ramp Transfer.... 5
11.2.3 Unaccompanied Minors .... 5
11.2.4 Wheelchair for use in Wide bodied Aircraft. 5
11.2.5 Transit Passengers.............................................. 5
11.2.6 Passenger Baggage......... 6
11.2.7 Offloading Missing Passenger Baggage. 6
Passenger Upgrading ............ 6
11.3 Safety of Passengers in Flight
11.3.1 Cabin Rate of Climb/Descent..... 7
11.3.2 Use of Seats and Seat Belts ... 7
11.3.3 Smoking in the Cabin..... 7
11.3.4 Oxygen Requirements....... 7
11.3.5 Use of Oxygen........ 7
11.3.6 Oxygen Mask Demonstration ... 7
11.3.7 Life Vest Demonstration/Briefing. .... 7-8
11.3.8 Consumption of Alcoholic Beverages.. 8
11.4 Carriage of Deportees/ Inadmissible Passengers
11.4.1 General.............. 9
11.4.2 Handling on Board.... 9
11.4.3 Notification .. 9
11.4.4Disembarkation.... 9-10
1.5 Disabled Passengers
11.5.1General...... 11
11.5.2 Handling and Boarding...... 11
11.5.3 Individual Disabled Passengers. 11
11.5.4 Group of Disabled Passengers... 11
11.5.5 Evacuation Procedures...... 12
11.5.5.1 Individual Disabled Passengers. 12
11.5.5.2 Group of Disabled Passengers 12
11.6 Carriage of Pregnant Passengers.. 13
11.7 Passenger Misconduct
11.7.1 General ..... 14-15
11.8 Illness, Birth and Suspected Death
11.8.1 Policy ..... 16
11.8.2 Illness/Injury. 16
11.8.3 Birth . 16-17
11.8.4 Suspected Death.. 17
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CHAPTER 12: CARGO HANDLING
12.0 Aircraft Loading

12.0.1 Carriage of Cargo-General ... 2
12.0.2Suspected Inaccurate Cargo & Baggage Weights . 2
12.1 Load Sheet ... 3
12.2 Live Animals, Mail, Valuable Cargo
12.2.1 Carriage of Live Animals....... 3
12.2.2 Carriage of Mail 3
12.2.3 Carriage of Valuable Cargo....... 3
12.3 Carriage of Dangerous Goods
12.3.1 General.. 4
12.3.2 Acceptance, Storage & Loading ... 4
12.3.3 Loading of Hazardous Cargo 4-5
12.3.4 Notification of Crew (NOTOC). 5
12.3.5 Incidents .... 5
12.3.5.1 During Flights. 5-6
12.3.5.2 On Ground.. 6
12.3.6 Damage to Dangerous Articles...... 6
12.3.6.1 Definitions.. 6
12.3.7 Reporting of Dangerous Goods -Accidents & Incidents.. 6
12.4 Carriage of Firearms and other Weapons
12.4.1 Policy. 7
12.4.2 Definitions. 7
Edition 1 Page 15
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Pakistan International TABLE OF CONTENTS 11th June, 10
CHAPTER 13: GROUND HANDLING

13.0 Responsibility
13.0.1 General.... 2
13.0.2 Policy... 2
13.0.3 Load & Trim Sheets.... 2
13.0.4 General 2-3
13.0.5 Standard Passenger Weights 3
13.0.6 Manual Load sheets. 3
13.0.7 Captains Acceptance.. 3-4
13.0.8 Last Minute Changes (LMCs). 4
13.1 Catering & Clearing
13.1.1 Catering... 4
13.1.2 Aircraft Cleaning 4
13.2 Technical Log & Cabin Log
13.2.1 Technical Log ... 5
13.2.1.1 Maintenance Release (MR) or Certificate to Release to
Service (CRS) 5
13.2.2 Minimum Equipment List (MEL).. 5
13.2.3 Technical Faults Recording .. 5
13.2.4 Cabin Defect Log .. 6
13.3 Aircraft Technical Support
13.3.1 Stations with Authorised PIAC Contact Engineer 7
13.3.2 Stations without an Authorised Engineer . 7
13.3.3 Unserviceable Aircraft.. 7-8
13.3.4 Requirement for an MR/CRS................. 8
13.4 Diversions to Airfield with Company Support. 9
13.5 Diversions to airfields without Company Support
13.5.1 General... 10
13.6 Charges & Administrative Procedures
13.6.1 Landing Fees . 11
13.6.2 Fuel Purchase 11
13.6.3 Administrative 11-12
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CHAPTER 14: GENERAL FLIGHT DECK PROCEDURES

14.0 Crew Positions & Duty
14.0.1 Flight Deck Teamwork............. 2
14.0.2 Successions of Command .... 2
14.0.3 Crew Positions . 2
14.0.3.1 General Rules. 2-3
14.0.3.2 F/O Take Off and Landing Restrictions 3
14.0.4 Allocation of Flight Crew Duties. 3
14.0.5 Allocation of Flight Crew Duties with Multiple / double Crew 3-4
14.0.6 Allocation of Duties in an Emergency 4
14.0.7 Transition Training.. 4
14.0.8 Special Airfield Authorization 4
14.1 Admissions to the Flight Deck
14.1.1 Policy. 5
14.1.2 Travel on the Flight Deck. 5
14.1.3Locking of the Flight Deck Door... 5
14.1.4 Unlocking and opening of the Flight Deck Door. 5
14.2 Enroute Inspections by C.A.A Inspectors
14.2.1 Background.. 6
14.2.2 Scope 6
14.2.3 procedures.. 6-7
14.2.4 Delegation 7
14.2.5 Identification 7
14.3 Use of Jumps Seats.. 8
14.3.1 General. 8
14.3.2 Flight Deck Jump Seats 8
14.3.3 Reasons for Emergency Travel 8
14.3.4 Flight Deck Jump Seats. 8
14.4 Nutrition and Health
14.4.1 Crew Meals... 9
14.4.1.1 Policy. 9
14.4.2 Meals on The Flight Deck. 9
14.4.3 Fluids on The Flight Deck 9
14.4.4 Smoking Rules.. 9
14.4.5 Eye Protection... 9
14.4.6 Ear Protection 10
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CHAPTER 15 : USE OF EQUIPMENT

15.0 General
15.0.1 Policy.... 2
15.0.2 Loose and Magnetic Objects on the Flight Deck.. 2
15.0.3 Portable Electric Devices...... 2
15.0.4 Personal Video Screens. 2
15.1 Flight Guidance Systems (FGS)
15.1.1 Flight Automation Policy.. 4
15.1.2 Autopilot... 4
15.1.3 Flight Director (FD)...... 4
15.14 Auto-throttle System (ATS)... 4
15.1.5 Flight Path Vector (FPV).. 4
15.2 Indicating and Recording Systems
15.2.1 Barometric Altimeter 5
15.2.2 Altimeter Settings. 5
15.2.3 Checking of Terrain Clearance. 5
15.2.4 Radio Altimeter.... 5-6
15.2.5 Enhanced Ground Proximity Warning Systems... 6
15.2.6 Altitude Pre-select/Alert System... 6
15.2.7 Airborne Weather Radar... 6
15.2.8 Recorders.. 6-7
15.3 Lights
15.3.1Navigation Lights... 8
15.3.2 Anti Collision Lights. 8
15.3.3 High Intensity/Strobe Lights. 8
15.3.4 Taxi Lights 8
15.3.5 Landing/Flood Lights 8
15.4 Navigation... 9
15.4.1 Navigation Aids- General. 9
15.4.2 Coverage of Navigation Aids.... 9-10
15.4.2.1 DME....... 10
15.4.2.2 ILS.. 9-10
15.4.2.2.1 System Limitations. 10
15.4.2.2.2 Ground Monitors. 10
15.4.2.2.3 ILS Front Beam.. 10
15.4.2.2.4 ILS Back Beam.. 10
15.4.3 Inertial Navigation, Area Navigation/ FMS/ GNSS
Monitoring..... 10-11
15.4.4 .VASIS and PAPI.... 11
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Rev #08
15.5 Traffic Alert and Collision Avoidance System (TCAS)

15.5.1 System General. 12
15.5.2 Modes of Operation.. 12
15.5.3 Operational Procedures. 12
15.5.4 Crew Action.. 12
15.5.4.1 Traffic Advisory (TA) 12-13
15.5.4.2 Resulation Advisory (RA) Action by PF... 13
15.5.5 ATC Procedures 13
15.6 Oxygen, Seat Belts
15.6.1 Use of Oxygen in Flight.... 14
15.6.1.1 Use of Seat Belts.... 14
15.6.1.2 System Requirements 14
15.6.1.3 Protective Breathing Equipment-PBE.. 14
15.7 Seat Belts
15.7.1 Use of Seat Belts. 15
15.7.1.1 Use of Seat Belts by Flight and Cabin Crew 15
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CHAPTER 16 : NORMAL PROCEDURES

16.0 General
16.0.1 Flight Deck Duties ...... 3
16.0.2 Checklist Procedures General... 3
16.0.3 Initiation and Reading. 3
16.0.4 Response. 3
16.05 Open Items 3-4
16.0.6 Completion of Checks.. 4
16.0.7 Standard Drills and Terminology.. 4
16.0.8 Flight Log. 4
16.0.9 Standard Drills and Procedures. 4
16.1 Documentation and Maintenance
16.1.1Document Requirements. 5
16.1.2 Aircraft Acceptance.... 5
16.1.2.1 General. 5
16.2 Pre-Flight Preparations
16.2.1 Allocation of Duties.. 6
16.2.2 Exterior Inspection of Aircraft.. 6
16.2.3 Emergency Briefing.. 6
16.2.4 Final Cockpit Preparation......... 6
16.2.5 Calculation of Takeoff Data. 6-7
16.2.6 Takeoff / Departure Briefing 7
16.3 Flight Dispatch
16.3.1 Changes to Departure Times .. 8
16.4 Pushback and Starting. 9
16.4.1 Closing of Doors...... 9
16.4.2 Pushback / Tow-out.... 9
16.4.3 Clocks .. 9
16.4.4 Departure from Parking Position .. 9-10
16.4.5 Engines Starting 10
16.4.6 Prior to Taxi. 10
16.5 Taxiing ... 11
16.5.1 Procedures .. 11-12
16.5.2 Runway Changes Prior to Takeoff . 12-13
16.6 Take off and Climb Procedures
16.6.1 Minima for Takeoff.. 14
16.6.2 Use of Auto-brake System.... 14
16.6.3 Take-off. 14
16.6.3.1 Choice of runway... 14-15
16.6.3.2 Positive Runway Identification.. 15
16.6.3.3 Setting Takeoff Thrust... 15
16.6.3.4 Takeoff Roll... 15
Climb Phase. 15
16.6.4.1 Policy. 15-16
16.6.4.2 Noise Abatement 16
16.6.4.3 Company Speed Restriction.. 16
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16.6.4.4 Procedures 16-17

16.6.4.5 Passing 10,000ft/FL 100.. 17
16.6.4.6 Passing Transition 17
16.6.4.7 Weather Radar Monitoring.. 17
16.7 Cruise, Descent and Approach
16.7.1 Cruise .. 18
16.7.2 Flight Log 18
16.7.3 Weather Monitoring. 18
16.7.4 Cruise Control..... 18-19
16.7.5 Fuel Management 19
16.7.6 Flight Plan Amendments......... 19
16.7.7 ATC Procedures.. 19-20
16.7.8 Descent Planning......... 20
16.7.9 Transition.. 20
16.7.10 Passing 10,000ft / FL 100... 20-21
16.8 Go-Arounds
16.8.1 General..
16.8.2 Initiation 22
16.8.3 Go-Around During Visual Circling ......... 22
16.9 Holding... 22
16.10 Diversions 23-25
16.10.1 Policy . 26
16.10.2 Alternate Weather Requirements ... 26-27
16.10.3 Contacting Ground Handling Agent... 27
16.10.4 Diversions to Another PIA Destinations 27
16.10.5 Diversions to an Airfield Where No Company Support May
Be Expected. 27
16.11 Landing
16.11.1 General... 28
16.11.1.1 Choice of Runway. 28
16.11.2 Use of Auto Brake System... 28
16.111.3 Landing Sequence.. 28
16.11.4 Procedures. 28
16.11.5 Height Over the Threshold 28-29
16.11.6 Touchdown 29
16.11.7 Landing Roll.. 29
16.12 After Landing, Parking and Leaving the Aircraft
16.12.1 Clearing the Runway After Landing .. 30
16.12.2 Parking 30
16.12.3 Automated Guide In System. 30
16.12.4 Leaving the Aircraft 30
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CHAPTER 17: APPROACHES

17.0 General and Definitions
17.0.1 Approach Maneuvering Procedures... 3
17.0.2 Arrival Routes 3
17.0.3 Circling Approach. 3
17.0.4 Clearance Limit. 3
17.0.5 Decision Altitude/Height (DA/DH).. 3
17.0.6 Downgrading. 3
17.0.7 Final Approach Fix (FAF). 3
17.0.8 Hold/Holding Procedure 3
17.0.9 IMC Approach.. 3
17.0.10 Intermediate Approach Segment 3
17.0.11 Initial Approach Segment.. 3
17.0.12 Minimum Descent Altitude/Height (MDA/H) 4
17.0.13 Missed Approach Point (MAP).. 4
17.0.14 Missed Approach Procedure.. 4
17.0.15 Precision Approach.. 4
17.0.16 Procedure Turn 4
17.0.17 Racetrack Procedures.. 4
17.0.18 Reversal Procedure. 4
17.0.19 Visual reference.. 4
17.1 Preparation for Approach
17.1.1 Principles....... 5
17.1.2 Meteorological Information . 5
17.1.3 Landing Data ............ 5
17.1.4 Approach Briefing ........ 5-6
17.1.5 Identification of Airfields and Runways 6
17.1.6 Setting Navigation Aids. 6
17.1.6.1 NDB Approach.. 6
17.1.6.2 VOR Approach.. 6
17.1.6.3 ILS Approach. 6-7
17.1.6.4 Radar Approach. 7
17.2 Approach Authorization & Terrain Clearance
17.2.1 General.. 8
17.2.2 Aerodrome Operating Minimum. 8
17.2.3 Commencement and Continuation of Approach (Approach Ban). 8
17.2.4 Met Visibility/RVR Conversion 8
17.3 Terrain Clearance
17.3.1 IMC-Descent/Approach 9
17.3.2 Descent Under Radar Control ... 9
17.4 Segments of the Instrument Approach
17.4.1 Initial Approach Fix.. 10
17.4.2 Intemediate Fix (IF).. 10
17.4.3 Final Approach Fix or Point (FAF/FAP).. 10
17.4.4 Missed Approach Point (MAP). 10
17.4.5 Initial and Intermediate Approach. 10
17.4.6 Noise Abatement... 10
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17.4.7 Aircraft Stabilization on Approach 11

17.4.8 Outer Marker Check . 11
17.4.9 Standard Callouts .. 11
17.5 Minima
17.5.1 Determination of Minima . 12
17.5.2 Takeoff Minima. 12
17.5.3 Circling Minima 12
17.5.4 Presentation of Minima 12
17.5.5 Takeoff Minima 12
17.5.6 Landing Minima 13
17.5.7 Conditions for Use of Minima... 13
17.5.8 ILS. 13
17.5.9 Secondary Power Supply... 13-14
17.5.10 Visual Aids.. 14
17.5.11 Approach Lights.. 14
17.5.12 DA/DH & MDA...... 14
17.5.13 Visual Segment of Instrument Final Approach .. 14
17.5.14 Optical Illusions . 15
17.6 Approaches General
17.6.1 Work Distribution: 16
17.6.1.1 Pilot Flying (PF). 16
17.6.1.2 Pilot Monitoring (PM) 16
17.7 Non-Precision & Circling Approaches
17.7.1 Non-Precision 17
17.7.2 DME ARC Procedure 17
17.7.3.1 Approaches with Visual Reference to the Ground. 17
17.7.3.2 Visual Contact Approach 17
17.7.3.3 Visual Circling 17-18
17.7.3.4 Cirling requirements... 18
17.7.4 Company Cirlcing Minimum Reported Weather.. 18
17.8 CAT -1 Approaches
17.8.1 CAT-1 Approach. Classification... 19
17.8.2 Policy .................... 19
17.8.3 Approach Path Deviations on Final Approach . 19
17.8.3.1 Localiser. 19
17.8.3.2 Glidepath. 19
17.8.3.3 Autoland/Coupled Approach.. 19-20
17.8.3.4 Manual Approach .............. 20
17.8.3.5 Malfunctions... 20
17.8.4 Deficiency Reporting of Ground Equipment .... 20
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CHAPTER 18: ALL WEATHER OPERATIONS

18.0 General & Definitions 3
18.0.1 General 3
18.0.1.1 All Weather Operations (AWO).. 3
18.0.1.2 Low Visibility Procedures (LVP). 3
18.0.1.3 CAT II Approaches (CAT II APP).. 3
18.0.1.4 Basic Requirements. 3
18.0.1.5 Flight Crew Qualifications... 3
18.0.1.6 Use of Auto Modes.. 3
18.0.2 Definitions... 3
18.0.2.1 Alert Height.. 3-4
18.0.2.2 ILS Critical Areas. 4
18.0.2.3 ILS Sensitive Area... 4
18.0.2.4 Minimum Approach Brake-off Height (MABH). 4
18.0.2.5 Runway Visual range (RVR).. 4
18.0.2.6 Specified Minima 4
18.0.2.7 Automatic Landing System. 4
18.0.2.8 Fail Operational Automatic Landing System... 4
18.0.2.9 Fail Passive Auto Landing System.. 5
18.1 Taxi & Takeoff. 5
18.1.1 Low Visibility Takeoff (LVTO).. 5
18.1.1.1 Limitation. 5
18.1.1.2 Flight Crew Qualification 6
18.2 Airfield Equipment and ATC Procedures. 6
18.2.1 Considerations. 6
18.2.2 Terrain Profile.. 6
18.2.3 Obstacle Limitation Surfaces... 6
18.2.4 Obstacle Free Zone (OFZ)... 8
18.2.6 ILS Critical Areas 8-9
18.2.7 ILS Sensitive Areas. 9
18.2.8 ILS Standby Power. 9
18.2.9 RVR and Weather 11
18.2.10 Air Traffic Control. 11
18.2.11 Low Visibility Procedures. 11
18.2.12 Airfield Ground Equipments.
18.3 AWO Procedures 13
18.3.1 PIA CAT II ILS .. 13
18.3.1.1 ILS Classification (CAT II Approach). 13
18.3.1.2 Philosophy and Policy.. 13
18.3.1.3 Approach Briefing.................... 13
18.3.1.4 Use of APU... 13
18.3.1.5 Task Sharing.. 13
18.3.1.6 Failures and Associated Actions... 13-14
18.3.1.7 The Decision Process................ 14
18.3.1.8 Visual Reference Requirements 14
18.3.1.9 Visual Reference for CAT II....
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18.3.1.10 Loss of Visual Reference.... 14

18.3.1.11 Incapacitation. 14
18.3.1.12 Approach Minima.. 14
18.3.1.13 Table of Approach Minima (CAT I/II).. 14-15
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CHAPTER 19: ADVERSE WEATHER

19.0 Adverse Runway Conditions
19.0.1 General.. 3
19.0.2 Definitions..... 3
19.0.3 Major Effects on Aircraft Performance and Operation .... 3
19.0.4 Nature and Forms of Aquaplaning 3-4
19.0.5 Viscount Aquaplaning... 4
19.0.6 Dynamic Aquaplaning... 4
19.0.7 Reverted Rubber Aquaplaning... 4
19.0.8 Reporting of Braking Conditions... 4-5
19.0.9 Reporting of Runway Contamination ... 5
19.0.10 Performance Corrections . 5
10.0.11 Operational Limitations... 5
19.0.12 Wind Component Limitations. 5
19.0.13 Captains Considerations 6
19.1 Operations in Icing Conditions
19.1.1 General .. 7
19.1.1.1 Operational Guidelines... 7
19.1.2 Definitions ..... 7
19.1.2.1 Clear or Glaze Ice... 7
19.1.2.2 Rime Ice.. 7
19.1.2.3 Hoar Frost... 7
19.1.3 Icing Regions..... 7
19.1.3.1 Warm fronts ... 7
19.1.3.2 Occluded Fronts. 7
19.1.4 Policy. 7
19.1.5 Ground De-Icing 7-8
19.1.6 Pre Flight 8
19.1.7 Starting... 8
19.1.8 Taxi 8-9
19.1.9 Engine Icing (Ground)... 9
19.1.10 Takeoff. 9-10
19.1.11 In Flight 10
19.1.12 Approach and Landing. 11
19.2 Operation in Turbulence and Wind Shear
19.2.1 Definitions ................................. 12
19.2.1.1 Turbulence ..................... 12
19.2.1.2 Wind Shear.. 12
19.2.2 Classification of Turbulence.. 12
19.2.2.1 Convective Turbulence... 12
19.2.2.2 Orographic Turbulence... 12
19.2.2.3 Clear Air Turbulence.. 12-13
19.2.2.4 Wake Turbulence 13
19.2.3 Classification of Wind shear ..... 13
19.2.3.1 Thunderstorms 13
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19.2.3.2 Downbursts. 13-14

19.2.3.3 Frontal Shear... 14
19.2.3.4 Lee Wave, Rotor Shear... 14
19.2.3.5 Temperature Inversions.. 14
19.2.3.6 Ground Effects 14
19.2.3.7 Policy...... 14
19.2.3.8 General Guidelines.. 14-15
19.2.3.9 Pilot Responsibility. 15
19.2.4 Takeoff and Climb-out ................................. 17
19.2.5 Cruise................................. 17
19.2.5.1 Avoidance... 17-18
19.2.6 Preparation. 18
19.2.7 Altitude.. 18
19.2.8 Stabilizer Trim... 18-19
19.2.9 Recovery ... 19
19.3 Operation in Areas Contaminated by Volcanic Ash 20
19.3.1 General...
19.3.2 Ground Operation.. 20
19.3.2.1 Parking.... 20
19.3.2.2 Taxi. 20
19.3.2.3 Takeoff.... 20
19.3.3 Flight Operations... 20-21
19.3.4 Ash Cloud.. 21-22
19.3.4.1 Reporting. 22
19.3.4.2 Approach and Landing 23
19.3.4.3 Taxi and Parking ... 23
19.3.4.4 Maintenance Action 23
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CHAPTER 20: ETOPS/REMOTE DESTINATIONS

20.0 Remote Destination Flight Preparation and Planning
20.0.1 General ... 2
20.0.2 Weather... 2
20.0.3 Holding Reserve.. 2
20.0.4 Airfields . 2
20.0.5 Equal Time Point ... 2
20.1 ETOPS Flight Preparation and Planning
20.1.1General .... 3
20.1.2 Aircraft Serviceability..... 3
20.1.3 Use of Departure or Destination Airports as ETOPS Alternates 3
20.1.4 ETOPS Initial & Recurrent Training Requirements .. 3
20.1.5 MEL/CDL Considerations.. 3
20.1.6 ETOPS Orientation Charts ..... 3
20.1.7 ETOPS Suitable Alternate Selection .. 3
20.2 Enroute
20.2.1 Systems Monitoring ... 4
20.2.2 Weather Monitoring ... 4
20.2.3 Alternate Airport Suitability... 4
20.3 Computerized Flight Plan (CFP)... 5
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CHAPTER 21: ABNORMALS

21.0 Technical Malfunctions and Emergencies
21.0.1 Definition... 3
21.0.1.1 Non-Routine Operation.. 3
21.0.1.3 Emergency.. 3
21.0.2 General.. 3
21.0.3 Safety Aspects... 3
21.0.4 Choice of Airspace.... 3
21.0.5 Throttle and Fuel Level. 4
21.1 Crew Management
21.1.1 Emergency In-flight Crew Management... 5
21.1.1.1 Command.... 5
21.1.1.2 Emergency Procedures.. 5
21.1.1.3 Emergency Authority of the Captain.. 5
21.1.1.4 Communication... 5
21.1.1.5 Recognizing the Emergency... 5
21.1.1.6 Crew Co-Ordination... 5-6
21.1.1.7 Identifying the Emergency.. 6
21.1.1.8 Evacuation Assignments. 6
21.1.1.9 Checklist Memory Items. 6
21.1.1.10 Use of Checklists.. 6
21.1.1.11 Execution of Abnormal/Emergency Procedure 6
21.1.1.12 Reviewing and Planning... 6-7
21.1.1.13 Reset of Circuit Breakers 7
21.1.1.14 Coordination with ground fire fighting agency 7
21.2 Evacuation
21.2.1 General... 8
21.2.2 Assessment of Need for Evacuation.. 8
21.2.3 Communication with Cabin.. 8
21.2.4 Evacuation Procedure 8-9
21.2.5 Conduct of Following Evacuation. 9
21.3 Starting & Taxi
21.3.1 Starting.. 10
21.4 Rejected Take-off
21.4.1 General.. 11
21.4.2 Policy. 11
21.4.2.1 Control of Aircraft.. 11
21.4.2.2 Decision Factors..... 11-12
21.4.2.3 Take-off Speed (VI) .. 12
21.4.2.4 Decision Management Below 80/100 Kts.. 12
21.4.2.5 Above 80/100 Kts & Below VI.. 13
21.4.2.6 Action in the Event of Fire on the Ground. 13
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21.5 Take-off & Climb

21.5.1 Engine Failure after V1.. 14
21.5.2 Engine Fire Warning.. 14
21.5.3 Overlimit 14
21.5.4 Tyre and Brake Problems. 14-15
21.5.5 Inability to Retract the Landing Gear .. 15
21.6.1 Engine/ Systems Failures. 16
21.6.2 Four Engine Aircraft 16
21.6.3 Explosive Decompression/Emergency Descent... 16
21.6.4 Interception of Aircraft.. 16-17
21.6.5 Political/Military Orders for Unscheduled Landing.. 17
21.7 Engine-out Approaches and Missed Approaches
21.7.1 Single Engine Approach.... 18
21.7.2 Single Engine Missed Approach... 18
21.7.3 Terrain Avoidance Maneuver... 18
21.8 Landing
21.8.1Emergency Landings.. 19
21.8.2 Announcements..... 19
21.8.3 Hard Landings... 19-20
21.8.4 Overweight .Landings.. 20
21.8.5 Landing Gear Problems. 20
21.8.5.1 Landing Gear Not Locked Down... 20
21.8.6 Foam Carpets. 21
21.8.7 Communication with Airport Fire Services... 21
21.9 Ditching
21.9.1 General... 22
21.9.2 Determining the Ditching Heading.... 22
21.9.3 Sea State.... 22
21.9.4 Technique.. 22-23
21.9.5 Evacuation Following Ditching. 23
21.10 Loss of Communication Procedure.... 24-25
21.11 Incapacitation of Flight Crew Members
21.11.1 Types of Incapacitation 26
21.11.2 Action in the Event of Pilot Incapacitation...... 26
21.11.3 Care of the Incapacitated Flight Crew Member... 27
21.11.4 Standards Commands.. 28
Edition 1 Page 30
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TABLE OF CONTENTS
Pakistan International 25th Mar, 08
CHAPTER 22: SPECIAL FLIGHTS

22.0 Training and Test Flights
22.0.1.1Training Flights... 2
22.0.1.2 Test Flights..... 2
22.0.2 Regulations 2
22.0.3 Weather Conditions for Training Flights... 2
22.0.4 Weather Conditions for Test Flights.. 2
22.0.5 Crew Qualifications... 2
22.0.5.1 Training Flights.. 2
22.0.5.2 Test Flights. 2-3
22.0.6 Co-Ordination with ATC and Authorities. 3
22.0.7 Load Sheet. 3
22.0.8 Passengers Policy... 3
22.0.9 Responsibility of the Captain. 3
22.1 Other Special Flights
22.1.1 Sightseeing Flights..... 4
22.1.2 Non Commercial Technical Ferry Flights. 4
22.2 Special Airports
22.2.1 Route Qualifications... 5
22.2.1.1 General 5
22.2.1.2 Requirement 5
22.2.2 Aerodrome Category. 5-6
22.2.3 Aerodrome Specific Requirements 6
22.2.4 Alternate Destinations... 6
22.3 Requirements for Special Airport Clearances (TURBO PROP)
22.3.1 GILGIT, SKARDU 7
22.3.2 CHITRAL.. 7
22.3.3 Recency. 7
22.3.4 Additional Requirements for Captain and First Officer for
Chitral, Gilgit and Skardu. 7
22.3.5 MUZZAFARABAD, RAWALAKOT. 7-8
22.3.6 Recency 8
22.4 Requirements for Special Airport Clearances (TURBO JET)
22.4.1 KATHMANDU, SKARDU, ALMATY 9
22.5 Requiremetns for North American Aerodromes
22.5.1 Initial Qualification. 10
22.5.2 Recency 10
22.5.3 Charter Operations.. 10
22.6 Route Qualification Supplement
22.6.1.1 Category A Aerodromes.. 11
22.6.1.2 Category B Aerodromes.. 11
22.6.1.3 Category C Aerodromes (Far East)..... 11
22.6.1.4 Category C Aerodromes (Western Europe). 12
22.6.1.5 North American Aerodromes..... 12
22.6.1.6 Category- X Aerodromes 12
Edition 1 Page 1
Rev # 05
CHAPTER 23: FLIGHT DUTY TIME LIMITATIONS

23.0 General... 2
23.0.1.1 Flight Crew. 2
23.0.1.2 Cabin Crew. 2
23.0.1.3 Deadheading Crew.. 2
23.0.1.4 Duty Period. 2
23.0.1.5 Flying Duty Period. 2
23.0.1.6 Flight Time. 2
23.0.1.7 Local Night. 2
23.0.1.8 Positioning.. 2
23.0.1.9 Rest Period.. 2
23.0.1.10 Standby Duty 2
23.1 Commencement/Completion of Duty
23.1.1 Commencement.. 3
23.1.2 Completion 3
23.1.3 Flight Activity outside PIAC.. 3
23.2 Maximum Flight Time /Flight Duty Time Limitations
23.2.1 Flight Crew ..
4
23.2.2 Cabin Crew
5
23.3 Rules and Limitation 6
23.3.1 Flight and Flight Duty Time Limitations.. 6-7
23.3.2 Maximum weekly /Monthly/ Yearly Flights. 7
23.3.3 Distribution of C.S.S/ Simulator/ Flight Training Hours. 7
23.3.4 Delayed Departure. 7
23.3.5 Wake-up Calls... 7
23.3.6 Extension of FDTL and Excess Duty....... 7-8
23.4 Crew Transportation, Rest Period Days-Off, Standby Duty
23.4.1 Transportation.... 9
23.4.2 Rest Period. 9
23.4.2.1 At Base Station... 9
23.4.2.2 Minimum Rest Period En-route at Layover/Crew Change
Station...
9
23.4.2.3 Rest Period En-route (Un-Scheduled Layover)..
10
23.4.2.4 Minimum Rest at Out Stations (Domestic)
10
23.4.2.5 Minimum Rest at Outstations (International).
10
23.4.2.6 Controlled rest on the Flight Deck During Flight..
10
23.4.2.7 Rest period for Dead Heading
11
23.4.2.8 Rostering /Scheduling
11-13
23.4.2.9 Productivity/ Regularity Record.
13
23.4.2.10 Flight crews Whereabouts...
13
23.5 Maximum Flight Time /Flight Duty Time Limitations For Long
Range Operation....................................................................................
14
23.5.1 Extension to FDTL for LR Operations.
14
Edition 1 Page 2
Rev #08
CHAPTER 24: SAFETY PERFORMANCE

MONITORING & MANAGEMENT
24.0 General ...................................................................................... 2
24.0.1 Reactive Means to Report Safety Data................................. 2
24.0.2 Proactive Means to Report Safety Data................................ 2
24.0.3 Safety Risk Assessment & Mitigation Program.................... 2
24.0.4 Safety Performance Monitoring & Management................... 2-3
Flight Operations Manual (Part-A) Chapter 0
Edition 1 Page 3
Rev # 03
Pakistan International INTRODUCTIONS 27th Jan , 2009
CHAPTER 0: INTRODUCTIONS
TABLE OF CONTENTS
0.1 Introduction......... 2
0.1.1 Authority...... 2
0.1.2 Purpose..... 2
0.1.3 Aim....... 2
0.1.4 Contents........ 2
0.1.5 Distribution List of the Flight Operations Manual........... 2-3
0.6 Organization of Flight Operations Manual
0.2.1General.. 4
0.7 Revisions
0.3.1 General.... 5
0.3.2 Record of Revisions.... 5
0.3.3 Summary of revisions...... 5
0.3.4 How to find changes/revision.. 5
0.8 List of effective pages. 6
0.9 List of abbreviation 7-9
Edition 1 Page 4
Rev # 07
Pakistan International INTRODUCTION 11th June, 2010
0.1 INTRODUCTION Ensuring easy access to all

The Flight Operations Manual complies concerned.
with all applicable regulations and with the Being responsive to the end
terms and condition of the applicable Air users by providing feedback to
Operator Certificate. the Flight Operations
This manual contains operational Management.
instructions those are to be complied with,
by the relevant personal 0.1.4 Contents
The Flight Operations Manual (FOM)
0.1.1 Authority contains policies and procedures that are
The PIAC Flight Operations Manual generic to our Fleet operations which also
(FOM) is a controlled document and includes Non aircraft type related and/or
is published under the authority of the standard operating procedures for each
SVP Flight Operations and is phase of flight, policies, procedures,
distributed according to the checklists, descriptions, guidelines,
Distribution List. This manual is emergency procedures and other relevant
approved by Pakistan Civil Aviation information
Authority. Authorities, duties and responsibilities
The Chief Pilot Standards Inspection associated with the operational control of
is responsible for the issuance and flights.
dissemination of amendments and 0.1.5 Distribution List of the Flight
revisions to this manual. Operations Manual
A copy of the FOM (soft or hard)
0.1.2 Purpose shall be placed in the Flight Dispatch
The purpose of this Flight Operations Sections at all PIAC domestic and
Manual (FOM) is to provide an, up-to-date outstations. It is also available on the
document that allows Flight Crew and PIA web site.
others concerned, easy location of the The following people shall also
general company policies and procedures, receive a copy of the FOM:
for implementation as part of the All Flight Crew
operational system, monitored and Director Flight Standards
evaluated, as necessary, for continued Director Flight Operations
effectiveness. Director Engineering & Maint
Director Marketing
0.1.3 Aim All General Managers Flt-Ops
The aim of the FOM is: Chief Medical Officer
To create a high degree of user friendliness Principal PIA Training Centre
by: General Manager Corporate
Being clearly laid out. Safety & QA
Providing a comprehensive Chief Engineer Q/A
Table of Contents.
Discouraging the repetition of
information.
Providing cross-references.
Providing a comprehensive
Index.
Edition 1 Page 5
Rev # 07
Chief Engineer Line

Maintenance
General Manager PHS
Dy. Chief Engineer Simulator
Situation Room
This distribution list will be
maintained and updated under the
authority of the Chief Pilot
(Technical) according to operational
needs and requirements.
Intentionally Left Blank
Edition 1 Page 6
Rev # 07
This section covers Operational Policies

0.2 Organization of Flight and Procedures that concern the Flight
Operations Manual Crew from the commencement of their
Duty till the completion of Duty.
0.2.1 General
The structure and contents of the The sequence of Chapters in section B
approximates the progression of flight from
operations manual are in accordance
with PCAA ANO 91.0003 issue 3 reporting of Crew at Flight Briefing to the
successful completion of the Flight
dated December 2006, however the
including contingencies.
sequence of presentation may vary
from the above mentioned ANO.
The FOM consists of four parts.
Part A: General / Basic
This part comprises all none type related
policies, instructions and procedures needed
for a safe operation.
Part B: Aircraft Operating Information
This part comprises all type related
instructions and procedures needed for a
safe operation (FCOM, SOP, QRH etc.)
Part C: Areas routes and Aerodromes
This part comprises all instructions and
information needed for the area of operation
(JEPPESEN)
Part D: Training
This part comprises all training instructions
for personnel required for a safe operation
(Training policy)
The FOM part A is divided into two
Sections, Section A (Administrative)
Chapter 1-5 Section B (Operational)
Chapter 6-23.
Each Section is further divided into Intentionally Left Blank
Chapters.
Each Chapter is then divided into sub
sections. The chapters and Sub
sections are numbered.
The Table of Contents provides an
overview of each Chapter.
Section- A (Administration)
This section covers Administrative Policies
and Procedures that do not directly affect
the Flight Crew conducting a flight.
Section- B (Operations)
Edition 1 Page 7
Rev # 00
Pakistan International INTRODUCTION 25th Mar, 2008
0.3 REVISIONS
0.3.4 How to Find
0.3.1 General Changes/Revisions
Amendments to Flight Operation Changes to any page(s) will be shown
Manual shall be issued from time to by using one or both of the following
time with a list of effective pages to methods:-
ensure information contained therein Below the last horizontal line on
is kept up-to-date. the page, a list of effective
Amendments shall be done when changes will be shown. An
required by law, to keep abreast of all example of this can be seen at
regulatory requirements and in case of the bottom of this page.
change of airline policies and A vertical line will be displayed
procedures. beside the changed text. This is
Amendments are covered by a Letter shown to the left of this
of Revision, handwritten amendments paragraph.
and revisions are not permitted.
Out Station amendments for the Flight
Operations Manual located in the
Flight Dispatch will be mailed.
All amendments to the FOM will
become effective from the dates of
revisions, unless a different date has
been specified in the respective Letter
of Revision.
0.3.2 Record of Revisions

A revision record for the FOM is
shown on the following page. This is
numbered and dated. All FOM copies
shall be kept current with latest
revisions.
When an amendment is received the
number and date shall be entered to
reflect the currency of the individual
copy.
0.3.3 Summary of Revisions
Each revision shall include a summary of
the revision which shall list any pages that
are to be removed (without being replaced)
and in general terms the changes that the
revision contains. This revision summary
shall be placed in FOM, immediately after
the Record of Revisions.
Edition 1 Page 8
Rev # 00
Pakistan International INTRODUCTION 25th Mar, 2008
0.4 List of Effective Pages

These are shown chapter by chapter
wise in the Table of Contents. Each
chapter is listed in serial order with
the total number of effective pages in
it clearly indicated.
The Chapters wise list of effective
pages is given immediately after the
Table of Contents. Any changes
thereto will be reflected in the
summary of revisions accordingly.
Flight Operations Manual Chapter 0
Edition 1 Page 9
Rev #08
INTRODUCTION
0.5 List of Abbreviations

A/C Aircraft
ACARS Aircraft Communication Addressing and Reporting System
ADF Automatic Direction Finder
AGL Above Ground Levels
AIMS Airlines Information Management System
ANO Air Navigation Order
AOC Air operator Certificate
APD Performance Deterioration Factor
APU Auxiliary Power Unit
ASF Airport Security Force
ATC Air Traffic Control
ATIS Aerodrome Terminal Information Service
ATS Auto Throttle System
AWO All Weather operation
AWO All Weather operation
B.D Bomb Disposal
C.G. Centre of Gravity
CAA Civil Aviation Authority, Pakistan
CARs Civil Aviation Rules
CDL Component Deovation List
CFPs Computerized Flight Plans
CPP&S Chief Pilot Planning & Scheduling
CPSI Chief Pilot Standards Inspection
CRS Certificate to Release to Service
CVR Cockpit Voice Recorder
DBR De-Brief Report
DDPG Dispatch Deviation Procedure Guide
SVPFO SVP Flight Operations
DCP Designated Check Pilot
DDG Dispatch Deviation Guide
DGCAA Director General CAA
DH/A Decision Height or Altitude
DME Distant Measuring Equipment
DQC Departmental Quality Control Section
EICAS Engine Indication & Crew Alerting System
ETA Estimated Time of Arrival
ETOPS Extended Twin Engine Operations
E.O.D Explosine Ordinance
F/O First Officer
FAF Final Approach Fix
Edition 1 Page 10
Rev #08
INTRODUCTION
FAR Federal Aviation Regulations

FCI Flight Crew Instructions
FCOM Flight Crew Operations Manual
FCTP Flight Crew Training Policy
FCU Flight Control Unit
FD Flight Director
FDR Flight Data Recorder
FDTL Flight Duty Time limitation
FGS Flight Guidance System
FIF Flight Information File
FMS Flight Management System
FOM Flight Operations Manual
FOO Flight Operations Officer
FPV Flight Path Vector
FRM Fault Reporting Manual
GM(QA) General Manager (Quality Assurance)
HF High Frequency
HQCAA Head Quarter CAA
IAF Initial Approach Fix
IATA International Air Transport Association
ICAO International Civil Aviation Authority
IFR Instrument Flight Rules
IMC Instrument metrological Information
INAD Inadmissible
JAR Joint Aviation Regulations
JRM Jeppesen Route Manual
LMC Last Minute Correction
LOFT Line Oriented Flight Training
LVP Low Visibility Procedure
MABH Minimum Approach Break-Off Height
MAC Mean Aerodynamic Cord
MAP Missed Approach Point
MCS Manager Crew Scheduling
MCP Mode Control Panel
MDA Minimum Descent Altitude
MEL/ DDG Minimum Equipment List
MEDIF Medical Information Form
MMELS Master Minimum Equipment List
MNPS Minimum Navigation Performance Specifications
MOCA Minimum Operating Clearance Altitude
MORA Minimum Off Route Altitude
MOE Maintenance Organization Exposition
Edition 1 Page 11
Rev #08
INTRODUCTION
MR Maintenance Release
MSL Mean Sea Level
NAV Navigation
NDB Non-Directional Beacon
NOTAM Notice to Airmen
NOTOC Notice to Crew
OFP Operational Flight Plan
OFZ Obstacle Free Zone
P.A. Passenger Announcement
PAPI Precision Approach Path Indicators
PF Pilot Flying
PIAC Pakistan International Airlines Corporation
CAPT./PIC Pilot -in-Command
PIREPS Pilot Reports
PM Pilot Monitoring
PNF Pilot Not Flying
PPC Pilot Proficiency Check
PTC PIA Training Centre
PVS Personal Video System
QRH Quick Reference Handbook
R/T Radio Telephony
RA Resolution Advisory
RVR Runway Visibility Range
RNAV Area Navigation
RNP Required Navigation Performance
RTOGW Runway Regulated Takeoff Gross Weight
RVR Runway Visual Range
RVSM Reduced Virtical Seperation Minimum
SEP Safety Equipment Procedures
SOP Standard Operating Procedure
STD Standard
TA Traffic Advisory
TCAS Traffic Collision and Avoidance System
TOD Top of Descent
TOGW Takeoff Gross Weight
TR Temporary Revisions
TSN Time Since New
TSO Time Since Overhaul
VASIS Visual Approach Slope Indicators
VFR Visual Flight Rules
VHF Very High Frequency
VMC Visual Metrological Conditions
VOR Very High Omni Frequency Range
ZFW Zero Fuel Weight
Edition 1 Page 1
Pakistan International ORGANIZATION & Rev : 08

RESPONSIBILITIES 22nd Nov, 2010
CHAPTER 1: ORGANIZATION & RESPONSIBILITIES

TABLE OF CONTENTS
1.0 PIAC Corporate Organization Chart 2
Flight Operations Department Organization Chart.. 3
1.1 Overview. 4
1.1.1 Conduct of Flight Operations.. 4
1.1.2 Delegation of Responsibilities.... 4
1.3 Duties and Responsibilities of Flight Operations Senior
Executives
1.2.1 Director Flight Operations...... 5-6
1.2.2 General Manager Training...... 7-9
1.2.3 General Manager Standards Inspections..... 10-11
1.2.4 General Manager Technical. 12-13
1.2.5 General Manager Planning and Scheduling.... 14-15
1.2.6 Sr. General Manager (Coordination) Operations........ 16-17
1.2.7 General Manager North.. 18
1.2.8 Equipment General Managers..... 19-20
1.2.9 Chief Flight Surgeon... 21
1.2.10 DGM Quality Assurance... 22
1.4 Flight Crew
1.3.1Subordination of Air Crew... 23
1.3.2 Personnel undergoing Flight Crew Training... 23
1.3.3 Authority of Pilot-in-Command.. 23
1.3.4 Duties of the Pilot-in-Command. 23-25
1.3.5 General Responsibilities of Pilot-in-Command.. 25-26
1.3.6 Captain supervision and co-ordination of flight duties... 26-27
1.3.7 Additional Duties of captain in aircrafts without Flight Engineer. 27
1.3.8 Duties of First Officer. 27
1.3.9 Special duties of First Officer. 28-30
1.3.10 Duties of Flight Engineer. 30-32
1.7 Cabin Crew
1.4 Cabin Crew 33
1.4.1Duties of Cabin Crew.. 33
1.8 Line Stations.. 34
1.9 Duties and Responsibilities of Flight Operations Administration
1.6.1Manager Operations Engineering- I. 35-36
1.6.2Manager Operations Engineering II... 37-38
1.6.3Manager Routes and Navigation.. 39
1.7 Company Regulations and Policies.. 40
1.7.1 Applicability... 40
1.7.2 Aircraft Knowledge and Preparation.. 40
1.7.3 General Cooperation.. 40
1.8 Compliance with Rules/ Regulations and Orders.. 41
___________________________________________________________________________
Controlled Document- Do not copy without prior permission of DIRECTOR Flight Operations
Edition 1 Page 2
Pakistan International ORGANIZATION & RESPONSIBILITIES Rev : 08

22nd Nov, 2010
Corporate Organogram
____________________________________________________________________________
Edition 1 Page 3
Pakistan International ORGANIZATION & RESPONSIBILITIES Rev : 08

22nd Nov, 2010
ORGANIZATION
OF
FLIGHT OPERATIONS DEPATEMENT
DIRECTOR DGM Quality

Finance
Manager (Flt-ops) FLIGHT OPERATIONS Assurance
GM Crew GM GM Tech GM Crew GM Chief Flight

Training Standards (Ops) Planning & North (Ops) Surgeon
Inspection Scheduling
DGM DGM Crew Manager GM CC

GM (E/O) DGM DGM Ops Planning Bases Lhe, Isb
B747/777 Monitoring
TRG Engg Line-I Flt-Ops & Pew FS
& Standards
FLT-OPS
Flt-Services
DGM Crew DGM Flight DGM
GM (E/O) DGM DGM Ops Scheduling
Flt-Ops Dispatch Central
A310 TRG Engg Line-
Assistant Control
FLT-SER II
Manager DGM Crew
Manager Manager
Grooming Scheduling
GM (E/O) CFE Flt-Services Flight Passport &
DGM
B737 B747 Control Visa
Routes &
Navigation DGM Crew
Asst. MGR
Planning
DGM QA Flight
GM (E/O) Flt-Services
Simulator Services
ATR 42
____________________________________________________________________________
Edition 1 Page 4

1.1 OVERVIEW The Key position holders of the flight

1.1.1 Conduct of Flight Operations operations department are responsible
PIAC has it main base at Karachi for the outcome of safety, quality
located at Pakistan International audits, accident; incident investigation
Airline, PIA Head Office, reports recommendations etc. in their
Karachi Airport, Karachi 75200. respective areas of responsibilities.
Sub basis are located at Lahore and The key position holders are also
Islamabad. responsible for ensuring
The PIAC corporate function is to implementation of proper corrective/
provide an air transport service which preventive actions as a result thereof
is safe, efficient, reliable and in a timely manner.
profitable within the required 1.1.2 Delegation of Responsibilities
conditions and limitations of the state Succession plan for delegation of
approved air transport operations. responsibilities within the Management
1. Regular Public Transport (RPT) system of Flight Operations, for significant
2. Chartered positions, to assure managerial continuity
3. Aerial Work when nominated post holders are absent
PIA shall have a management system from work place.
for the flight operations that ensures Position Succession Order
supervision and control of flight Sr. GM Coord Ops
operations, functions and other DFO GM CP&S
associated activities in accordance GM SI
with standard of the operator and GM SI
requirement of the state. GM Crew Training Equipment GMs (In
The Flight Operations Department will Order of Seniority)
achieve these objectives by efficiently DGM Ops Engg I
managing the personal, equipment and DGM Ops Engg-II
GM Technical Ops
facilities allocated to it by the DGM Routes &
Nav
company.
GM SI GM Crew Training
All flights shall be conducted in
GM Crew Plng & DGM Crew Plng
accordance with the PIAC operating Schd DGM Crew Schd
policy as follows:- DGM Central
Safety has always the first Sr. GM Coord. Ops
Control
priority. Available GM
Depending on the actual GM Equipment
Equipment
situation and with due regard to GM North GM Ops (EO)
the seriousness of possible Chief Flight Surgeon SMO/SFS
consequences, economy, DGM QA Manager DQC
schedule and passenger comfort
should be weighed carefully
against each other.
____________________________________________________________________________
Edition 1 Page 5

1.2 DUTIES RESPONSIBILITIES To liaise with appropriate authorities

OF FLIGHT OPERATION- of other states.
EXECUTIVES Coordinate with the higher
1.2.1 Director Flight Operations management to ensure the existence of
General a physical infrastructure and work
The Director Flight Operations reports to environment that satisfies flight
the Managing Director of the Company for operations management system and
the following:- operational requirements.
Effective supervision & control of Shall hold regular review meeting to
Flight Operations functions (& other ensure significant issues arising from
associated activities) and management audits of flight operations functions
of Safety & Security of Flight are reviewed.
Operations. Specific Responsibilities
Compliance with company policies & (Flight Operations)
procedures, regulatory requirements, Approve aircraft performance criteria
conditions & restrictions of AOC and of current and any new inductions
other statutory requirements. prepared by the General Manager
Effective SMS implementation Technical.
through Safety Action Groups (SAG) To ensure data or products
in accordance with procedures as purchased/acquired from external
defined in the Safety Management sources meet the technical
System (SMS) Manual. requirements prior to being used in the
Ensuring that all Flight Operations operations.
safety and security requirements are Direct and support General Managers
satisfied through provision of in dealing with flight crew welfare,
necessary facilities, workplace disciplinary, personnel and admin
equipment, supporting services as well problems/issues.
as work environment Supervise the write-ups, updating and
Such other duties as assigned to him continuous improvement of all flight
by the Managing Director. operations and related technical/
Development and implementation of admin documents
the Flight Operations/Safety policies Supervise aircrew training activities
and procedures. while ensuring highest professional
Ensuring safe and efficient, Line and standards in accordance with
Fleet operation so that they are in applicable regulatory, safety and
compliance with all relevant proficiency standards. Ensure that
regulations both in Pakistan and into training facilities are matching or
or over the territories of other states. comparable to accepted industry
To liaise with the Civil Aviation standards.
Authority on matters concerning the Directing and providing guidance into
flight operations of all company investigations involving aircraft
aircraft, including any variations to the accidents, incidents and mishaps.
Air Operator's Certificate. Approve flight proficiency standards
____________________________________________________________________________
Edition 1 Page 6

RESPONSIBILITIES 25th Mar, 2008
for each equipment type and for all shaping of corporate policies in Flight
levels of aircrew. Services.
As required, deal with any disciplinary Set major objectives and allocate
cases amongst cockpit/ flight crew. appropriate responsibilities and
Compare PIAs standards of resources to his General Managers and
operational performance with the best monitor their performances.
practices and standards of other Meet representative of other airlines
Airlines and strive for continual operating in Pakistan in order to
improvement. improve services to exiting client
Approve manpower plans for airlines and endeavor to gain fresh
recruitment, training and upgrades to business in the area.
ensure their availability (with Keep continuous liaison with fellow
commensurate qualifications) in Directors :
accordance with the Companys o Of Marketing to keep himself
short/long term objectives. appraised of requirements.
Establish annual expense and capital o Of Finance & CFO, in
budgets for the Department and connection with proposals,
exercise control over the actual budgets and financial reviews.
expenditures. o Of HRA&C in connection with
Specific Responsibilities human resource handling and
(Flight Services) development.
The Flight Service is one of the core service Establish and maintain good working
area of PIA headed by Director Flight relationships with the Civil Aviation
Operations. The major responsibilities are: Authority in order to particularly get
facilities at Airport for improvements.
Take part in shaping corporate Ensure that the most efficient systems
policies. Define the major objectives and procedures are developed and
of his department to enable it to meet implemented for the control on all
corporate requirements. activities of his divisions.
Advising the Managing Director on all Liaise with Government agencies such
matters connected with Flight as immigration, Security, health etc. in
Services. order to achieve corporate objectives.
Develop Polices and objectives to Ensure that appropriate arrangements
govern all flight services functions, are made handling services
especially pertaining to service and requirements in all foreign stations.
safety aspects, throughout the PIA Control the work of the department by
network. ensuring establishment and operation
Ensure the build up of an efficient, of suitable management information
economic and flexible function for systems. Ensure proper budgetary
Flight Services in Pakistan and abroad. control is maintained and that
Meet as required with his fellow management information required
Directors in order to contribute to the outside the department is accurately
and timely prepared.
____________________________________________________________________________
Edition 1 Page 7

1.2.2 General Manager Training (Equipment) in their administrative

General role of representing cockpit crew
The General Manager Training is interests. Resolving their legitimate
responsible to the Director Flight concerns and grievance vis--vis other
Operations for the following:-
sections in Flight Operations
Supervision and control of relevant
flight operation functions (& other Department or other Company
associated activities) and management Departments.
of Safety & Security of Flight Develop a set of standards for PIA
Operations. Training Centre Aircrew Simulator,
Compliance with company policies & Instructors, Flight Instructors and
procedures, regulatory requirements, General Managers (Equipment) and
conditions & restrictions of AOC and
ensure adherence to these standards.
other statutory requirements.
Approve specific curricula/syllabi for Approve the selection of new
all cockpit crew on all equipment, Instructors.
covering qualification training, Establish minimum flight standards
continued training, currency and requirements for initial issue, type
evaluation requirements. rating endorsements and renewal of
Approve PIA Training Centre flight flight crew licenses, before flight crew
training material, flight crew training is assigned for duty.
manuals and flight crew Instructor's Prepare periodic report on cockpit
manuals, for all equipment. crew proficiency and propose specific
To ensure that instructors, evaluators, or unusual training, as the need arises
line check airmen and crew use only to improve proficiency or safety.
approved documents for the conduct Resolve any conflict between training
of training. and inspection functions so as to
Liaise with Flight Technical, to ensure preserve the independence and
that Operation Manuals are up-to-date objectivity of proficiency inspection.
and consistent with training materials. Establish procedures to ensure that all
Ensure that cockpit crews understand relevant information is communicated
and comply with approved Aircraft to Planning and Scheduling, regarding
Operating Manuals. the timing of each crew member's
Remain abreast of industry non-productive requirements for
developments, by studying other license renewal, up-grading, license
carrier's and manufacturer's training lapses, Instructor's duties and
and standards practices and adopting Inspection duties etc.
them as appropriate to PIA's needs. To ensure discimination of policies,
Maintain high morale of cockpit crew rules, instructions and procedures to
by facilitating the General Managers equipment GMs, Chief instructor
____________________________________________________________________________
Edition 1 Page 8

PTC, GMSI , GM Tech Ops and all Development division regarding

supervisory pilots. requirements for management
Ensure that a complete, coherent and development training.
Coordinate with all departments to
easily accessible records system
ascertain short and long term training
exists, which contain all licensing and needs throughout the Corporation.
medical information for each crew Develop specific curriculum for the
member. user departments so as to achieve the
Undertake, or direct other desired training objectives as and
subordinates in undertaking any when required.
special studies that may be assigned Ensure that standards of instructions
conform with the procedures and
from time to time.
standards as laid down by
Exercise effective human resource Corporation, Director General Civil
management, in terms of selecting, Aviation Authority and other
training, motivating, evaluating and International Regulatory Agencies
disciplining staff subordinates. wherever applicable and maintain
Supervision and control of relevant close liaison with all concerned.
flight operation functions (& other Ensure continuous evaluation of all
associated activities) and management training programs by most effective
of Safety & Security of Flight methods and carry improvements in
Operations. the light of results achieved.
Compliance with company policies & Develop the standards of performance
procedures, regulatory requirements, by analyzing the results of training and
adopt suitable performance measuring
conditions & restrictions of AOC and systems so as to ensure overall
other statutory requirements improvements and effectiveness of
training.
PIA Training Centre functions Develop and maintain suitably
Assess current and future training qualified and trained instructional
requirements of the Airline and make faculty and support facilities required
proposals and plans to meet them to impart training in their diversified
economically and effectively. environments.
Implement, direct and execute the Maintain an awareness of
programs / plans approved by the development in the training field and
Management and monitor the direct incorporation of new techniques
achievements of the Training in the Training Centre.
objectives. Evaluate the local and foreign
Coordinate and exercise overall educational and training institutes for
supervision on all activities and the purpose of availing their facilities
administer the overall functioning of in the areas of training where so
the PIA Training Centre. necessitated due economic
Liaise with Organizational considerations or other constraint.
____________________________________________________________________________
Edition 1 Page 9

Negotiate terms / conditions for

training PIA personnel by outside
Agencies / Airlines.
Seek to provide PIA training facilities
to outside Agencies / Airlines with a
view to earning revenues for the
Airline and develop cordial
relationship.
Negotiate terms for training staff from
other Airlines / Agencies subject to
management, approval and capacity
being available.
Negotiate with aircraft manufacturers
so as to ensure availability of trained
manpower at the time of induction of a
new aircraft.
Submit plans and budget proposals for
meeting training needs for in-house,
on-the-job and external programs and
obtain management authorization.
Provide necessary assistance to all
departments / sections regarding Intentionally Left Blank
specified training needs.
Keep abreast of the latest techniques
of Scientific Management and new
developments in the sphere of his
activities. Ensure proper application of
new techniques and procedures for
improving the efficiency and
productivity level of employees
reporting to him.
Ensure effective, efficient and smooth

functioning of the PIA Training
Centre.
____________________________________________________________________________
Edition 1 Page 10

1.2.3 General Manager Standards & Liaise with Planning and Scheduling
Inspection to ensure that no conflicts develop in
General rostering of Standard Check Pilots
The General Manager (Standard Inspection) between their normal duties, as line
is responsible to the DIRECTOR Flight Pilots and their duties as Standard
Operations for the following: Check Pilots.
Supervision and control of relevant Plan for medium and long term
flight operation functions (& other requirements of Standard Check Pilots
associated activities) and management based on projected flight schedules,
of Safety & Security of Flight fleet plans and planned Pilot strength.
Operations. Liaise with the Training section to
Compliance with company policies & establish schedules of flight checks
procedures, regulatory requirements, and route checks.
conditions & restrictions of AOC and Shall be responsible within the flight
other statutory requirements. management for maintaining
Study standards and practices of other compliance with standards established
carriers and manufacturers to by the Operator
recommend revisions to PIA's Coordinate with DIRECTOR Flight
standards, as necessary to ensure that Safety and Health Safety Environment
the Corporation's Flight Operations for flight risk analysis.
and Flight Training compare favorably Monitoring & Standards (Flight Services)
with industry standards. Coordinate with ground support
Monitor activities of the Flight agencies such as catering services,
Training Section to ensure that passenger services, marketing and
effective training courses are being maintenance for efficient support
developed. service.
Ensure a high level of performance of Establish standards of performance
the instructors and check pilots in the and its monitoring and delegate areas
standards section, through periodic of responsibilities and define jobs.
cross testing and cross checking. To ensure development of standards,
Contribute to selection decisions of policies and procedures for achieving
individual Pilot to next equipment or optimum level of in-flight service
assignment, as Instructor or Route efficiency within with in the terms of
Check Pilot and make corporate regulations.
recommendation for selection of Ensures observance and monitor
cockpit personnel for special flights of the standards, policies and
assignments, as the need arises. procedures by the cabin crew and
Undertake special assignments, as propose appropriate action for
directed. improvement of weak areas.
Supervise Standard Check Pilots, in
their function of flight crew
inspection, license endorsements and
renewals.
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Edition 1 Page 11

Monitor at base and on line stations

for better In-flight service and
working of sister agencies.
Ensure proper functioning of Movie
system on board PIA Aircraft, by
maintaining a constant coordination
with representatives of M/s in-flight as
well as Principal Engineer (Radio
Maintenance) and Manager IFE.
Undertake special assignments, as
directed.
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Edition 1 Page 12

Operations for each type of aircraft

1.2.4 General Manager Technical flown by PIA.
The General Manager Technical is Manage the performance of the Flight
responsible to DIRECTOR Flight Operations Technical through the
Operations for the following: development and implementation of
Supervision and control of relevant effective communication, planning
flight operation functions (& other and monitoring systems so that Pilots
associated activities) and management and Flight Engineers have the
of Safety & Security of Flight information and support they need to
Operations. deliver to the performance standards
Compliance with company policies & required of them by PIAs business
procedures, regulatory requirements, and operating objectives.
conditions & restrictions of AOC and Direct design of new routes and
other statutory requirements. review of the present route structure to
achieve the safest and most economic
Provide leadership and expertise in the
operation for the Carrier.
technical aspects of flight operations
and contribute to continuous Direct and review the Airline Fuel
improvement of quality, economy and Policy and advise other departments
safety throughout the Flight for implementation.
Operations Department. Coordinate, with respect to safety
issues, proposed purchase or
Ensure that policies, processes and
systems are in place, based on acquisition of used or new aircraft and
effective liaison with government acquisition of wet/dry lease aero
regulatory agencies, aircraft planes by PIA with:
manufacturers and those servicing the a) Other Flight Operations areas of
aircraft, so that aircraft are flown and concern;
other flight equipment is used b) Cabin crew;
according to the standards and c) Engineering and maintenance;
regulatory requirements to meet PIAs d) Manufacturers;
business and operational objectives. e) Regulatory agencies.
Develop policies, processes, systems The coordination shall include:
and plans for the development of a) Regulatory requirements;
Pilots and Flight Engineers to meet the b) Line operations policies, rules,
operational objectives of PIA. instructions and procedures;
Approve content and direct c) Flight crew training;
publication of current Flight Crew d) MEL/CDL;
Operating Manuals, Aircraft Mass and e) Fleet and variants standardization
Balance Manuals, Airport Analysis, concerns;
Minimum Equipment Lists, f) Cockpit layout.
Configuration Deviation Lists and all Coordinate with aircraft manufacturers
other publications and associated and the Engineering and Maintenance
hand-outs relevant to Flight Department to achieve standardization
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Edition 1 Page 13

of operating techniques and cockpit Shall be responsible for ensuring

layout. dissemination of safety critical
Stipulate criteria and formats for flight operational information to appropriate
tests after major modifications and personnel within (and external to) the
changes for PIA aircraft to meet flight operations organization, to
airline / CAA (Pak) requirements. include:
Coordinate with ICAO, IATA, other Airworthiness Directives (ADs);
regulatory agencies and CAA (Pak) Manufacturer Bulletins;
for the implementation of latest Flight Crew Bulletins or
regulations / recommendations. directives;
Direct and supervise Mass and NOTAMs and
Balance and Extended Twin Any other safety and security
Operations (ETOPs) and Aircraft related information
Performance Training / Refresher By using appropriate means and with
training on PIA network. due acknowledgements.
Maintain liaison with other operators
in the industry on operational
technical matters to remain abreast of
industry best practice.
Extend technical assistance to other
airlines, as and when appropriate.
Maintain liaison with Engineering and
Maintenance Department on an
Ongoing basis for operational
technical matters.
Initiate and receive amendments to Intentionally Left Blank
Operations Specifications and
recommended changes to Air
Navigation Orders (ANOs) before
issue by CAA (Pak).
Liaise with various departments of
PIA and CAA (Pak) for renewal of Air
Operators Certificate (AOC) and
associated inspections of PIA
operational facilities by CAA (Pak)
team/s.
Maintain document control system of
Operation Manuals within flight
operations department.
Shall be responsible for the operation
manuals (OM) including amendments
and/or revisions, is submitted to the
Authority for acceptance or approval.
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Edition 1 Page 14

1.2.5 General Manager Planning & required to train flight personnel for
Scheduling PIA's fleet.
General Develop scheduling policies and
Supervision and control of relevant procedures to provide guidance for
flight operation functions (& other schedule monitoring officers regarding
associated activities) and management rotation of crews on desirable slip
of Safety & Security of Flight substitution, casual leave etc. off days.
Operations. Direct development of utilization and
Compliance with company policies & manpower statistics for the Flight
procedures, regulatory requirements, Operations Department.
conditions & restrictions of AOC and Support the DIRECTOR Flight
other statutory requirements. Operations, General Managers
The General Manager (Planning & Respective Equipment in resolving
Scheduling) is responsible to the conflicts or disciplinary action related
DIRECTOR Flight Operations for the to rostering.
following: Exercise effective human resource
Analyze the effects of changes to management in terms of selecting
routes, changes to schedules and training, motivating, evaluating and
introduction of new equipment. disciplining subordinates.
Formulate flight crew manpower Execute corporate policy concerning
projections for both short and long increased productivity and demanding.
term needs. Shall ensure flight crew recencies,
Direct development of flight slip continued training and evaluation
patterns for the airline to meet requirements are fulfilled as directed
schedule requirements and to ensure by the General Manager training.
optimum crew utilization. Monitor the
Flight Services functions
day to day adjustment in the crew
Develop efficient, courteous, well
roster as the need arises ensuring that
disciplined and motivated cabin crew
this schedule is kept up-to-date as
for the various types of PIA aircraft.
changes occur due to substitutions,
cancellations and the like. Develop appropriate slip patterns and
the rostering of cabin crew to promote
Direct the development of a crew
maximum efficiency and economy
record system for Passport and Crew
within the terms of CAA, ICAO,
Cards and coordinate with Personnel
F.A.R. and Corporate regulations.
and Welfare and Training and Testing
to ensure that the crew record system Establish strength and mix of crew
is complete, coherent and effective. for a balanced compliment appropriate
for the different types of aircraft.
Develop manpower projections and
plans for flight crew requirements. Ensure welfare and administration of
Project needs to be met by personnel within existing policies.
recruitment, up-grade training and the Ensure that hotel accommodation is up
like, recognizing the long lead time to standard for crew at all stations.
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Edition 1 Page 15

Develop annual budget proposals and

monitor expenditure against agreed
budget items.
Execute corporate policy concerning
increased productivity and demand.
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1.2.6 Sr. General Manager Develop contracts for flight crew

(Coordination) Operations deputations from PIA to other airlines
Coordination Functions and ensure that their medical, training
The General Manager Coordination is and personnel record are kept up-to-
responsible to the DIRECTOR Flight date during deputation.
Operations for the following:- Ensure that clear, accurate and easily
Supervision and control of relevant accessible personnel records are kept
flight operation functions (& other for all employees of the Department.
associated activities) and management Liaise closely with the Administration
of Safety & Security of Flight Department to implement new
Operations. procedures coming into force or for
Compliance with company policies & decisions on unusual matters.
procedures, regulatory requirements, Present periodic statistical reports on
conditions & restrictions of AOC and quantities and qualities of department
other statutory requirements. personnel and prepare special studies
Provide a conduit to Flight Operations and reports as requested.
management for cockpit crew Exercise effective human resource
sentiment and opinion, as a means of management, in terms of selecting
modifying policy where warranted and training, motivating, evaluating and
dealing with potential morale disciplining subordinates.
problems. Ensure that subordinates prepare all
Direct disciplinary action, when necessary input documents to the
required, against a cockpit crew payroll system and that the payroll is
member in accordance with prescribed calculated and distributed in an
policies and procedures and propose accurate and timely manner.
modifications to those policies, as Establish PIA management's
necessary. involvement in such secondary
Approve payment of such charges as welfare schemes as loss of license
flight crew expense claims, hotel bills, insurance, additional life insurance for
landing charges, technical charges etc, air crew, supplemental pensions etc.
system-wide. Vis--vis collective bargaining units
Explain and interpret existing rules, and coordinated policy development
regulations and contract provisions to and implementation as required.
cockpit crew and staff. To coordinate with GM Security and
Assist in contract negotiations with Security department for security
collective bargaining agents, related policies and procedures.
particularly in the areas of allowances, To discuss, negotiate and execute
benefits rest, leave and out station contracts with hotel administration
allowance etc. domestic and international for cockpit
Process, through subordinates, newly crew slip requirements
recruited Cadet-Pilots, Cadet Flight To liase with CMO/Chief Flight
Engineers and expatriate flight crews Surgeon PIA and General Manager
as per administrative procedures. Aero Medical Centre Pakistan Civil
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Edition 1 Page 17

Aviation Authority on behalf of other Departments/Sections providing

DIRECTOR Flight Operations for all information for developing reports for
Cockpit Crew Medical requirements. management action.
Direct preparation of Daily
Central Control functions Performance Report, Daily Report,
Ensure that dispatch and flight watch Regularity Report and the like,
functions are carried out in conformity conduct Morning Briefing, covering
with procedural and regulatory operations of last 24 hours,
requirements. highlighting abnormalities,
Ensure that the Situation Room irregularities and exceptions to plan.
(Central Control) is aware of the Prepare periodic reports to identify
safety, security, handling and progress trends and deviations from plan.
of the flight in a timely manner Identify recurring problems in
Maintain the single point of contact maintaining schedule integrity, so that
with flights in progress from the time management action can be taken by
of dispatch until flight plan close out. the responsible departments.
Maintain contact with concerned Execute corporate policy concerning
departments/divisions to deal with increased productivity and demanding.
additional requirements such as VVIP,
Charter or Extra Section operation and
to restore schedule regularity after
some difficulty is encountered.
Work with GM (Technical)
Operations to maintain the dispatch
manual that spells out dispatch
policies and procedures and
limitations for all of PIA routes and
aircraft types. Ensure that this manual Intentionally Left Blank
is in agreement with PIA Flight
Operations Manual, Procedures
Manual and regulatory requirements.
Establish and maintain the Corporate
Emergency Notification Directory.
Work with designated representatives
of all departments to develop
procedures to be followed in meeting
adverse conditions such as accident,
incident, riots, hijacking, extremely
adverse weather and other major
abnormalities.
Develop procedures for debriefing of
Captains and compilation of
debriefing reports, coordinate with
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Edition 1 Page 18

1.2.7 General Manager North Keep abreast of flight equipment

The General Manager North reports to the procedures, experience and
DIRECTOR Flight Operations for the development in aviation, bringing
following: relevant items to the attention of the
General Functions DIRECTOR Flight Operations.
Supervision and control of relevant Execute corporate policy concerning
flight operation functions (& other increased productivity and demanding.
associated activities) and management Ensure implementation of all special
of Safety & Security of Flight directives and bulletins issued from
Operations. the Flight Operations Department
Compliance with company policies & which apply to the sector and
procedures, regulatory requirements, recommend modifications required to
conditions & restrictions of AOC and cater for peculiarities of the sector.
other statutory requirements. Maintain all technical manuals for the
Supervise administratively and functionally sector upto date in consultation with
Cockpit crew based in his sector, monitor General Manager Technical.
crew rosters for flights in his sector and Prepare annual expense and capital
coordinates with other Flight Operations budgets for his sector and, once
sections as required. approved, control expenditures against
the annual budget.
Specific Duties and Responsibilities Exercise effective human resource
Ensure that flight and safety standards management in terms of selecting,
are being met by all crew on all flights training, motivating, evaluating and
in the sector. disciplining subordinates.
Coordinate closely at each airport in Perform any other function as
the sector with the concerned Engineer assigned, from time to time, by the
and Station Manager. DIRECTOR Flight Operations.
Provide the initial contact point for Administratively supervise Manager
Government and other organizations Operations Lahore, Islamabad and
in the sector in respect of all matters Manager Passport and Visa Islamabad.
concerning flight operations; labor Ensures that all personnel under his
laws, administrative policies, etc. administrative control meet the PIA
Ensure that flight techniques, standards set for Uniform regulations
procedures and regulations issued by and punctuality
the Flight Operations Department are
followed by all Cockpit crew in the
sector.
Ensure that each Cockpit Crew in the
sector has adequate route
familiarization, ground and flight
training checks, etc., and arrange for
training with the General Manager
Training as required.
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Edition 1 Page 19

1.2.8 Equipment General Managers Set objectives to be achieved at each

The General Managers (Respective setup in the training of Pilots for
Equipment) are responsible to the General respective equipment, PIA Training
Manager Training for the following: Centre, cockpit procedures training,
Supervision and control of relevant flight simulator training and in-flight
flight operation functions (& other training.
associated activities) and management Develop specifications and standards
of Safety & Security of Flight for PIA Training Centre material,
Operations. flight crew training manuals and flight
Compliance with company policies & crew Instructor's manuals for the
procedures, regulatory requirements, respective equipments. Work with the
conditions & restrictions of AOC and General Manager Technical, to ensure
other statutory requirements. that these specifications and standards
Review continuously Aircraft are incorporated in the appropriate
Operating Manuals and technical publications as part of the PIA Flight
literature to ensure strict compliance Operations Manual.
by Pilot of his group and recommend Develop and maintain a system of
changes in Manuals as required to standards for PIA Training Centre
improve efficiency, economy and Instructors, Flight Instructors and
safety. Check Pilots and ensure adherence to
Maintain morale of Pilots of his group these standards.
by representing them, as warranted, in Maintain training and medical records
dealing with the Personnel and for all Pilots on the respective
Welfare Section or the Planning and equipment.
Scheduling Section and Identify requirement of training and
communicating legitimate grievances flight checks for each Pilot of the
to management. respective equipment and notify
Evaluate debriefing report and planning and scheduling, so that
passenger comments and recommend scheduling may be effected for each
corrective measures, as required. individual.
Participate in the selection of Training Plan for medium and long terms
& Check Pilots on his equipment. staffing requirements for Flight
Assist Planning and Scheduling by Instructors, Simulator Instructors and
providing input, for routes flown by Check Pilots for respected equipment
the respective equipment, for and direct the cross training and
decisions on slip patterns, days rest, 3 periodic proficiency cross testing of
Pilot crew and dead heading etc. Instructors and Check Pilots.
Ensure that all Pilots of the respective Other Responsibilities
equipment are obtaining fair and Coordinate with General Manager
timely inspections for license renewal. Standards Inspection and liaison with
Deal with any disciplinary case among Planning and Scheduling division for
Pilots of the respective equipment, as rostering the standardization checks of
required. instructors and Line pilot.
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Edition 1 Page 20

Coordinate with General Manager

Standards Inspection for evaluating/
updating of Equipment Standard
Operating Procedures.
Coordinate with DIRECTOR Flight
Operations for Fleet and Line
Operation requirements.
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Edition 1 Page 21

1.2.9 Chief Flight Surgeon

The Chief Flight Surgeon reports to the
DIRECTOR Flight Operations and has to
provide health care services and maintain
health of the employees reporting to
Aircrew Medical Centre(s) (Cockpit / Cabin
Crew /General Managers / DIRECTORs
and above). In order to assess the flying
fitness status of the Cockpit, Cabin Crew;
the Chief Flight Surgeon is responsible for
the following actions:
Initial medical examination of Crew at
the time of induction as per the
guidelines given by CAA Pakistan
for medical fitness which includes
testing for psychoactive and
problematic substances.
To keep liaison with the foreign
stations where crew stays during their
layover period.
To keep liaison with Civil Aviation Intentionally Left Blank
Authority and International Aviation
Agencies to promote crew health and
maintain physical fitness standards.
To conduct orientation lectures and
programs for crew members which
help in prevention of diseases and
their effect.
To arrange medical boards in cases of
serious and prolonged illnesses as per
PIAC policies.
To ensure availability of qualified
flight surgeons, to prescribe
medicines, and/or deal with all
medical problems of flight/cabin crew.
Chief Flight Surgeon shall adapt
procedures from time to time for
screening requirements of the
employees regarding the use of
psychoactive substances by the flight
crew.
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Edition 1 Page 22

1.2.10 Deputy General Manager Encourage, promote, create, and

Quality Assurance motivate Quality Improvement Team
Supervision and control of relevant functions in the Department.
flight operation functions (& other Ensure that departmental quality
associated activities) and management reviews are held regularly.
of Safety & Security of Flight Safeguard the integrity of Quality
Operations. Assurance activities and provide
Compliance with company policies & oversight to Centralized Document
procedures, regulatory requirements, Control functions in the department.
conditions & restrictions of AOC and Perform any other tasks/duties on
other statutory requirements. special projects as assigned to him by
DGM Quality Assurance functionally DIRECTOR Flight Operations or GM
reports to Corporate Quality (QA) from time to time.
Assurance Department whereas To help ensure that all regulatory
administrative Control and support is requirements are met in maintaining
retained by Flight Operations training devices /simulators through an
Department. This is to maintain internal quality audit programme.
objectivity and independence in all To ensure monitoring & regular
areas of work of Quality Assurance. auditing of flight operations
Support his/her departments outsourced functions. The following
DIRECTOR and General Managers on are outsourced services of Flight
Quality and performance matters of Operations:
the Department. Flight Simulators
Manage and control the Quality Nav. Databases & Manuals JEPPSEN
Assurance functions in his/her Crew Transportation
respective department. Crew Hotelling
Prepare and monitor his/her
departments Quality objectives, To ensure internal audits are conducted on
targets and implement a measurement regular intervals by CQA as per procedures
system in line with the PIAs Quality defined in CQM. The duration for each
Policy internal audit to cover FLT should be at
Prepare action plans for achievement least 5 days.
of the quality targets and related
activities schedules given by CQA
from time to time.
Measure performances, compile and
analyze the generated data on a regular
basis.
Identify the critical areas where
frequent problems are arising. Initiate
corrective actions and root cause
analysis.
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Edition 1 Page 23

1.3 FLIGHT CREW the aircraft and all persons or materials

1.3.1 Subordination of Air Crew on board during the period of his
Personnel on Duty command.
The Captain is under the authority of the Nothing in the operations Manual
DIRECTOR Flight Operations. All other shall be constructed as limiting or
Flight and Cabin Crew are under the detracting from this authority.
authority of the captain. All members of the Flight and Cabin
Crew are subject to the authority of
Personnel Off Duty the Pilot-in-Command. This authority
When not on flight duty, the official starts at check-in at base before the
channel for Air Crew is as follows: start of the service, until reporting
Flight Crew report to their back at base at the end of the service,
respective Chief Pilots including any layover period at an
Cabin Crew report to their outstation, scheduled or unscheduled,
nominated Cabin Crew for that service
Supervisors and Managers The Pilot-in-Command is accountable
Flight Crew may contact directly to for the safe, economic and efficient
DIRECTOR Flight Operations execution of his duties and
(DIRECTORFO), if important responsibilities.
personal or private matters are
involved. All other matters should be 1.3.4 Duties of the Pilot-in-
dealt with via concerned fleet General Command (PIC)
Manager. The Captain is the legal representative
of PIAC with non company personnel
1.3.2 Personnel undergoing Flight as far as his authority is specified in
Crew Training the various regulations. The captain is
When Flight Crew undergoes initial or the company designated Pilot In
recurrent training they report to General Command for each flight.
Manager Training for the entire duration of The Pilot-in-Command has full
training till he/she is cleared to fly online. authority over:
He/she then reports to General Manager All members of his crew on duty
Planning and Scheduling for his duties and off duty when away from
schedules. home base.
The captain designated for the
1.3.3 Authority of the Pilot-in- flight shall be the Pilot-in-
Command Command. He/she shall be
The authority of the Pilot-in- responsible for the safety of all
Command is delegated from crew members, passengers
DIRECTORFO and/or cargo onboard the aircraft
The Pilot-in-Command of each flight when the doors are closed, also
the operation and safety of the
has full authority to discharge all his
legal and Company responsibilities for aircraft from the moment when
the operation, disposition and safety of the aircraft is ready to move for
____________________________________________________________________________
Edition 1 Page 24

the purpose of taking off until Captains Special Report as soon

the moment it finally comes to as possible after landing.
rest at the end of the flight and The Pilot-in-Command shall at
the engines are shut down all times occupy the appropriate
ensuring check lists are complied seat for takeoff and landing and
with. shall execute (or delegate to the
He/she shall be responsible for other Pilot) the actual takeoff
maintaining discipline amongst and landing.
crew and passengers. He/she The Pilot-in-Command shall be
shall also supervise and direct responsible for bringing to the
the other crew members in attention of the ground engineers
carrying out their duties all known or suspected defects of
satisfactorily at all times. the aircraft.
Before taking over command of For departure and approach, the
the aircraft the Pilot-in- Pilot-in-Command will confirm
Command must be satisfied that all necessary navigation
all the crew rostered for that approach and departure aids are
service has reported for duty, are correctly selected and identified.
smartly dressed, meet uniform The Pilot-in-Command has the
regulations and hold valid authority and responsibility to
licenses for the duties required. declare an emergency situation
A report to this effect from the whenever deemed necessary. As
Purser/Senior Cabin Crew far as practically possible, he/she
member as appropriate, is a shall keep the appropriate air
satisfactory compliance with this traffic control centre fully
intent as far as the Cabin Crew informed of the progress of the
on the service are concerned. flight, his intentions, and any
Such a report from the action taken in such a situation.
purser/senior cabin crew member In the event of an emergency
should also confirm that Cabin which endangers the safety of
Crew members have been fully the aircraft or safety of persons
briefed on their duties. on board such that the Pilot-in-
The Pilot-in-Command shall Command is compelled to take
ensure that checklists and actions which involve a violation
Standard Operating Procedures of local regulation or procedures,
as laid down are properly used he/she shall notify the
by crew members at appropriate appropriate ATC facility without
stages of flight. Only in delay and shall submit a detailed
extraordinary circumstances, and report of such violation to the
then only after specifically CAA/ local authority as soon as
briefing the crew, will possible.
procedures other than SOPs be The Pilot-in-Command shall be
used. Any such deviations are to responsible for notifying and
be reported by means of a submitting , if required by the
____________________________________________________________________________
Edition 1 Page 25

state of occurrence, a report to 1.3.5 General Responsibilities of the

the appropriate local authority Pilot-in-Command
and also to the authority of state The Pilot-in-Command is responsible for:
of the operator without delay, in The safety, proper servicing and
the event of any emergency maintenance of airworthiness of
situation that necessitated action his/her aircraft, while executing
in violation of local regulation his/her flight within the instructions
and/or procedures. He/she shall and limitations of the relevant FCOM
also inform the Company chapters. Decisions with regard to
Operations Control by the maintenance of airworthiness shall be
quickest means of the details of made after due consideration of the
any accident or incident. advice of a technical specialist, i.e.
The Captain of an aircraft involved in Station Engineer where available.
an accident or incident resulting in A safe and efficient operation during
damage to the aircraft shall not flight duty in accordance with the
commence another flight until such Company operating policy and
time as he/she has received common practices of good airmanship.
authorization from the The safety of passengers and crew as
DIRECTORFO, or his designated well as the safety of the load on board.
deputy. Before granting approval, Discipline and order on board during
DIRECTORFO or his designated
flight.
deputy shall ensure that:
To maintain safety and good order, the
Procedures established for
Pilot-in-Command may temporarily
inspection and certification of
remove a crew member from his/her
the aircraft after damage has
duty or off the aircraft. If deemed
occurred have been followed.
necessary, the Pilot-in-Command may
The cause of the accident or
refuse passengers for onward
incident was not attributable to
transportation if, after several requests,
the state of competence, fatigue
they still behave in an objectionable
or health of the crew of that
and offensive manner or refuse to
flight.
follow orders given for their own or
Details of the accident or
other passengers good. Persons
incident have been properly
obviously intoxicated with alcohol,
reported to the appropriate local
drugs or narcotics shall be refused
authority.
boarding.
The Captain has completed all
The PIC shall report without delay to
documents such as aircraft
Technical Log, Voyage Report, the appropriate ATC facility any
Occurrence Report etc, required hazardous flight conditions
by legal or Company rules encountered and shall later submit the
before the end of duty. required detailed report to the
Company.
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Edition 1 Page 26

The PIC shall notify the nearest Be aware of Periodic checks due.
Authority by the quickest available Scrutinize carried forward snag/s
means of any accident or serious and their rectification/operational
incident that results in a personnel procedure/s.
injury, death or substantial damage to Study last flight snag/s.
the aircraft. Study pre flight snag/s.
1.3.6 CAPT.s Supervision and Co- Check all maintenance release and
ordination of Flight Duty understand their effect on aircraft
The Pilot-in-Command shall: performance.
Ensure that standard and emergency Prepare the cockpit, in accordance
procedures and regulations are with FCOM.
adhered to by all members of his/her On receipt of trim sheet announce
crew on the ground and in the air. TOGW, MAC and PERSONS ON
Co-ordinate and assign at his/her own BOARD (applicable to A-310, B-737,
discretion, duties to the various crew ATR42-500 and DHC-6 only).
members with due regard to the Check trim sheet for ZFW, BLOCK
composition of the actual crew and FUEL, TOGW and C.G. are within
their licenses. limits and signs it.
Delegate at his/her discretion, but in a Check take-off computation card.
clear manner, part of his/her In 3-Crew Cockpit:
responsibilities on the ground and in Prepare the Cockpit in accordance
the air to the authorized ground staff with FCOM.
and/or his/her crew members. Check trim sheet for ZFW, BLOCK
Instruct and correct all crew members, FUEL, TOGW and C.G. are
especially his/her First Officer, and Within limits and signs it.
give them the fullest possible benefit Cross Check Take off computation
of his/her experience. card.
Notify his/her superiors whenever the CAPT. Duties (During Flight)
behavior or performance of a crew The CAPT. shall:
member is outside acceptable limits. Fly the aircraft safely within the
Duties Prior to Flight operating envelope during all phases
The CAPT. shall: of flight, according to relevant
Report on board the aircraft at least 35 regulations and with due consideration
minutes (45 minutes for international to passengers comfort, punctuality and
flight) prior to departure and to start economy.
preflight checks at least 30 minutes Perform the Pilot Flying or Pilot
prior to the STD. Monitoring duty as required.
Know the application of all Closely follow the flight progress and
documentation required for preflight, be prepared to take over controls at all
in-flight and post flight. times, especially on take-off and
In a 2-Crew Cockpit: approach/landing, and whenever the
Review the technical status of aircraft. Copilot/First Officer hands over the
Study Note/s for attention of crew.
____________________________________________________________________________
Edition 1 Page 27

controls or shows signs of services and maintenance of the

incapacitation. aircraft.
Inform the Copilot/First Officer and Perform the technical debriefing with
Flight Engineer (where available) the maintenance and changeover crew.
immediately if something in the Carry out post flight inspection or
operation of the aircraft is considered depute Copilot/First Officer to do so.
to have become abnormal or if Duties (After Flight)
deviations from prescribed procedures, The CAPT. shall:
clearances or from the plan of Check and sign the Flight Log Book.
operation show up. Check and sign the Captain's Debrief
Apply all procedures and regulations Report.
according to the relevant documents Be responsible after flight to leave the
for normal, abnormal and emergency Route Manuals and cockpit in proper
operations. order.
Fulfill firmly the Pilot Monitoring 1.3.8 Duties of the First Officer
duties when the Co-pilot/First Officer Pre Fight.
is flying the aircraft.
Before every flight the First Officer
Make routine announcements in Urdu must be fully aware of the flight
and English. planned route, contents of the briefing
Check landing computation card. sheets and valid notices, and the
In a 2-Crew Cockpit: forecast meteorological conditions and
Monitor Engine Power settings runway states at departure, destination
through out climb and not get involved and alternate airfields.
in non-essential paper work e.g. filling Act as Second-in-Command. Should
of log books, etc. the Pilot-in-Command, through illness
Be fully conversant with the operation or any other reason, be unable to
of all aircraft system under all continue his/her duties during flight
conditions defined in the Flight Crew immediately assume command and
Operating Manual (FCOM) and will continue to operate in command
operational documents. till parking of the aircraft. For Cockpit
Know all the critical limits of aircraft Crew incapacitation refer General
and its systems. Cockpit Procedure chapter-21 Para
In a 3-Crew Cockpit: 21.12 of this FOM.
Know all the critical limits of the Have sufficient knowledge of all
aircraft. aircraft system in order to operate
Have sufficient knowledge of all them by means of checklists and other
aircraft systems under all conditions to documents in the case of a CAPT.
operate them as defined in the FCOM incapacitation.
and operational documents.
1.3.7 Additional duties of captain on
aircraft without Flight Engineers
Maintain close cooperation with the
Station Engineer regarding technical
____________________________________________________________________________
Edition 1 Page 28

1.3.9 Special Duties of First Officer other crew members when the
The First Officer shall: checklist is being read out.
Be responsible for collection, Bring any malfunction to the notice of
completion and dispatch of all CAPT. along with operating manual
paperwork, i.e. Flight Plan, technical procedures where applicable.
reports, etc., if this duty is not Be prepared to follow up immediately
expressly assigned to other crew any instructions given by the CAPT..
members or persons. Compute and provide the take off
Report on board the aircraft at least computation card to the CAPT..
35/45 minutes prior to departure and In 2-Crew Cockpit:
will carry out preflight checks at least On turbojet aircraft, after Senior
30 minutes prior to departure. Purser/substitute confirms that all
Be especially well familiar with all doors are closed, announce on P.A.
technical matters on Flight without "Cabin Crew prepare for departure,
Flight Engineer. arm the door slides and cross check".
Assist the CAPT. in instructing and On turbojet aircraft, after senior
monitoring of under training Copilots / purser/substitute confirms that all
First officers. doors slides are armed, lock the
Carry out preliminary cockpit Cockpit door.
inspection as per FCOM ensuring that On ATR42-500 aircraft, Senior Flight
all cockpit emergency equipment is Attendant will check ground locks,
on-board. and report to the Pilot-in-Command
"All doors closed, locks on board, and
Duties Prior to Flight passengers as per Trim sheet".
The First officer shall: On aircraft without Flight Engineer, the
Attend the preflight planning. First Officer shall additionally,
Compute the Company Flight Plan if
Check the technical library as given below:
Flight Despatch facilities are not
available. B-777
File the ATC Flight Plan (in the Flight Crew Operating Manual
absence of Flight Dispatcher) and also (FCOM) Vol I & Vol II.
check the availability of air defense MEL/ DDG
clearance where required. Weight and Balance Book.
Know the application of all Takeoff Gross Weight Book.
documentation required for preflight Flight Information File Book.
and in-flight. Flight Operations Manual (FOM).
Be responsible to check that all the Dangerous Goods Manual.
relevant Route Manuals up to the
B777 ETOPS Guide.
terminating station of the flight
inclusive of alternate stations are on A-310
board. Flight Crew Operating Manual
Remain vigilant that all check items (FCOM) Vol II.
are properly called and responded by Minimum Equipment List (MEL).
____________________________________________________________________________
Edition 1 Page 29

Weight and balance manual. Record fuel quantity gauges reading

Take off gross weight book. on fuel indent form and check for
Flight Information File Book. correct Block Fuel. Retain copy of
Flight Operations Manual (FOM). fuel receipt and cross check that fuel
Dangerous Goods Manual. uplift plus fuel remaining equals
A310 ETOPS Guide. Block Fuel.
Inform the maintenance of any
B-737 technical deficiencies.
FCOM Vol I & III. Carry out external preflight walk-
MEL. around checks.
Despatch Deviation Procedure Guide Accept the aircraft and its equipment
(DDPG). from the maintenance Personnel.
Weight and balance manual. Enter present position into the FMS,
Take off gross weight book. ensuring NAV selection
Flight Information File Book. approximately thirty minutes prior to
Dipstick manual. departure.
FOM.
Dangerous Goods Manual. DURING FLIGHT
The First Officer will:
ATR42-500 Act as the Pilot-in-Commands
deputy.
MEL.
Assist the Pilot-in-Command and act
Regulated Take-off Gross Weight as a monitoring crew member during
(RTOGW) table. all phases of flight.
Flight Information File Book. Act as Captain in case of the Pilot-in-
FOM. Commands incapacitation.
Note: FCOM will be carried by the First Be responsible for the collection,
Officer. completion and dispatch of all
paperwork i.e. CFPs, fuel slips,
Check availability of the following takeoff & landing data cards, weather
documents: reports, etc, unless such duties are
Certificate of Airworthiness. expressly assigned to another crew
Certificate of Registration. members.
Certificate of Maintenance. Perform or monitor the execution of
Certificate of Noise(if applicable) all normal, abnormal and emergency
Valid fuel carnet. checklists in such manner as specified
Wireless license. in the FCOM, and ensure that they are
Weight Schedule. all properly completed.
Aircraft technical log. Monitor all aspects of the flight,
Flight Pack list. checking that correct procedures and
Captain's debrief. techniques are used, cross-checking all
Aircraft Flight log. flight instrument indications, in
First Officer Shall particular attitude, altitude and height.
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Edition 1 Page 30

The First Officer shall alert other prepare for arrival, disarm the door
Flight Crew members whenever: slides and cross check".
The aircraft departs significantly from On turboprop aircraft, after propellers
its intended flight path, or have stopped rotating, advise Cabin
he/she considers a hazardous situation Attendants "clear to open doors".
is developing, or Complete the flight log book.
Any abnormal instrument indication, Enter deficiencies/snags in the aircraft
warning light or flag is displayed. technical log book after discussing
Inform the Pilot-in-Command of all with the Pilot-in-Command.
communications and navigation aid Report all delays due to technical or
frequency changes, ensuring that all any other reason in sequence of
aids are correctly tuned, selected, and developments through debriefing
identified and indication on the report and present it to the Pilot-in-
respective instrument. Record flight Command.
progress and ATC clearances, Carry out post flight inspection.
altimeter settings, met reports and
forecasts on the flight log as 1.3.10 Duties of Flight Engineer
applicable, informing the Pilot-in- Flight engineer is the Technical
Command of their contents. assistant to the CAPT. he/she is
Conduct radio communications as responsible to the CAPT. that the
instructed by the Pilot-in-Command. aircraft, its systems and equipment are
Maintain an adequate look-out at all operated and maintained technically in
times. a safe and efficient manner as laid
Check fuel score every 45 minutes down in the various manuals,
approximately checklists and instructions issued from
Carry out any other duties required by time to time.
the Pilot-in-Command. He/she is directly responsible to the
When the First Officer duties are CAPT. or to the Co-Pilot/ First
performed by a Pilot under training, Officer, in the absence of the CAPT.
then both in departure and arrival
terminal areas he/she must be Duties Prior to Flight
continuously supervised by a fully Flight Engineer shall check:
qualified Captain or First Officer Necessary data entered in the
occupying an observers seat until take off data card.
released to fly without a Safety Pilot Take off weight allowed at the
by the General Manager Training. existing environment.
Burn off in relation to flight time
Post Flight and estimated TOGW.
The First Officer will ensure that the flight Alternate/s and fuel.
deck is left in good order, with papers Block fuel.
collected and items properly stowed. Flight Engineer is to report on board
On turbojet aircraft, after engine shut the aircraft at least 60 minutes prior to
down announce on P.A. "Cabin Crew,
____________________________________________________________________________
Edition 1 Page 31

departure and carry out preflight Inform the maintenance of any

checks in accordance with FCOM. technical deficiencies.
In case of diversion to alternate Help the maintenance engineer in
aerodrome where Maintenance/ locating the flight pack file,
Technical handling personnel are not maintenance procedure/s in MEL, etc.
available carry out Transit Checks (the at out station to minimize the delay.
FCOM crew preflight check will Brief and/or initiate corrective action
suffice as transit Check) of any observed technical malfunction
Flight Engineer is responsible to check in accordance with the FCOM.
the aircraft technical library and Carry out Final Cockpit Preparation in
availability of the following flight accordance with the FCOM.
documents:- Enter present position into the INS,
FCOMs ensuring NAV selection
Weights & Balance Manual approximately 30 minutes prior to
TOGW departure.
MEL Remain vigilant that all check items
DDPG are properly called and responded by
FIF other crew members when checklist is
Certificate of Airworthiness being read out.
C of Registration Bring any malfunction to the notice of
C of Maintenance CAPT. along with operating manual
Valid fuel carnet procedures if applicable.
Wireless / Radio license Be prepared to follow up immediately
Weight Schedule any instructions given by the CAPT..
A/C Technical Log On receipt of trim sheet announce
Flight Pack List of spares
TOGW, MAC and PERSONS ON
A/C Flight Log
BOARD (POB).
Captain's Debrief Reports.
Check trim sheet for ZFW, BLOCK
FUEL, TOGW and C.G. are within
Flight Engineer must ensure the
limits and signs it.
following;
Compute and provide the take off
Maintenance releases and their effect
computation card to the CAPT..
on aircraft performance.
After Senior Purser/substitute
Record fuel quantity gauges reading
confirms that all doors are closed,
on fuel indent form and check for
announce on P.A. "Cabin Attendants
correct Block Fuel. Retain copy of
prepare for departure arm door slides
fuel receipt and cross check that fuel
to automatic and cross check", and on
uplift plus fuel remaining equals
B-747 Combi also announce, "Close
Block Fuel.
the latch retainer".
Accept the aircraft and its equipment
Flight Engineer sets engine power on
from the maintenance on behalf of the
CAPT.s command.
CAPT..
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Edition 1 Page 32

After senior purser/substitute confirms A flight engineer trainee is responsible

that all door slides are armed, lock the to the flight engineer instructor for
Cockpit door. proper execution of all duties.
Duties during Flight Duties after Flight

Flight Engineer shall: Flight Engineer shall:
Monitor Engine Power setting through On engine shut down announce on
out climb and not to get involved in P.A. "Cabin Attendants, prepare for
non-essential paper work e.g. filling of arrival, disarm the door slides to
log books, etc. manual and cross check", and on B-
Prepare cruise data card with fuel flow 747 combi also announce "Open the
corrected for temperature. latch retainer".
Up date cruise data card every 10,000 Announce arrival fuel by adding
kgs of aircraft weight reduction. individual fuel quantity gauges.
Man the flight engineer's panel in Complete the flight log.
accordance with the FCOM. Enter deficiencies/snags in the aircraft
Check fuel score every 45 minutes technical log book after discussing
approximately together with the pilots with the Pilot-in-Command.
by subtracting the fuel consumed from Report all delays due to technical or
the block fuel. Also check totalizer any other reason in sequence of
and individual fuel gauges that they developments through debriefing
agree with the remaining fuel within reports.
acceptable limits. Hand over his/her flight documents to
Obtain weather of destination on the Copilot/First Officer for inclusion
ATIS, to be cross checked by the in the post flight document envelope.
pilots. Leave the cockpit in good order and
Contact flight dispatch and pass on manual, etc. properly stowed.
ETA, A/C status, arrival fuel, Maintain close cooperation with the
company messages; obtain weather Station Engineer regarding technical
and gate/stand number. services and maintenance of the
Compute and provide the computation aircraft.
card for landing. Perform the technical debriefing with
maintenance and changeover crew.
Flight Engineer Instructor: Carry out post flight inspection of the
May delegate the execution of duties aircraft.
to the flight engineer trainee
depending on the trainee training
status, i.e. when cleared by CAA to
fly under-supervision and with the
consent of CAPT..
Will closely supervise the
performance of the trainee and make
the necessary cross checks.
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Edition 1 Page 33

1.4 Cabin Crew Ensure the orderly handover of the

Duties of the Purser/Senior Flight aircraft to the new Cabin Crew taking
Steward (ess). over at transit situations.
All Cabin Crew members on duty and Ensure that the necessary documents
also off duty when away from home are maintained and processed as laid
base are subordinated to the Pilot-in- down in the respective regulations.
Command or his/her delegate. Report any important incidents or
The Purser/SFS takes orders directly irregularities occurring during flight to
from the Pilot-in-Command or his/her the appropriate office.
delegate. he/she acts as chief of the
Cabin Crew members on duty 1.4.1 Duties of the Cabin Crew
regardless of seniority. The duties and responsibilities of the
In the absence of both the Captain and Cabin Crew members are detailed in
his/her delegate at outstations (i.e. due the Cabin Crew Safety Equipment and
to different rotations of Flight and Procedures (SEP) Manual and the
Cabin Crew) the Cabin Crew members Flight Services Manual.
are subordinated to the Senior
Purser/SFS.
The Senior Purser/SFS is responsible
for the comfort and safety of the
passengers as well as the cabin service
on board. In particular, he/she shall:
Check that the cabin crew is complete
before commencing flight duty.
Assign particular duties and
responsibilities to all Cabin Crew
members.
Brief the Cabin Crew before each
flight.
Be responsible for maintaining good
discipline among all Cabin Crew
members whilst on duty.
Be responsible for observance of the
safety regulations in the cabin.
Be responsible for emergency
preparations as instructed by the Pilot-
in-Command.
Report all technical irregularities in
the cabin to the CAPT.
Handle all operational cabin
irregularities in co-ordination with
Pilot-in-Command
____________________________________________________________________________
Edition 1 Page 34

1.5 Line Stations In the event of the diversion of a flight

Main responsibilities of Line Stations are:- to their stations they shall assist the
PIAC staff at line stations shall crew in any way that is required of
maintain liaison with Operations them to expedite the turnaround of the
Control (Situation Room) in Karachi aircraft, or to obtain accommodation
regarding the progress of any flight for the crew if conditions or flight
through their stations. time limitations prevent the
They shall notify Operations Control continuation of that flight, and shall
(Situation Room) of any change in the arrange transportation of the crew to
security situation at their station that and from that accommodation.
might affect the operation of any In the event of a delay in departure
PIAC flight. from, or a diversion to their station,
They shall supply the crew of any they shall supply Operations Control
PIA flight transiting their station with (Situation Room) in Karachi with an
up-to-date Aeronautical information estimated time of departure of the
Service and meteorological flight from their station and shall
information and shall file an ATC modify that estimated time of
flight plan and provide the crew with departure according to changing
a copy of the ATC flight plan and two situation.
copies of the operational flight plan
when applicable.
They shall co-ordinate with the PIAC
handling agent and shall arrange the
supply of all necessary ground
services. They shall ensure that the
manuals issued to the handling agent
are kept current and that PIA
procedures and policies are closely
adhered to. They shall monitor quality
of services and the proficiency of
handling personnel and take the
required steps to remedy any
deficiencies.
In the event of an overnight stop or a
major delay in departure they shall
provide the crew with an updated
CFP.
They shall notify Flight Operations of
any change to local regulations which
may effect the operation of the
aircraft. or affect disembarking crews
at their station.
____________________________________________________________________________
Edition 1 Page 35

1.6 DUTIES AND Provide all required documents

RESPONSIBILITIES OF to Aircraft Library Cells.
TECHNICAL OPERATIONS Maintain sufficient stock of up-
to-date manuals in the manuals
ADMINISTRATION
cell.
1.6.1 DGM Operations Engineering-I
Evaluate airplanes being
Supervision and control of relevant considered for induction into
flight operation functions (& other
PIA fleet on short term/ long
associated activities) and management term dry/wet lease, charter or
of Safety & Security of Flight
purchase.
Operations.
Evaluate all modifications that
Compliance with company policies & affect operation /performance of
procedures, regulatory requirements, the aircraft.
conditions & restrictions of AOC and Evaluate performance
other statutory requirements. capabilities of aircraft on various
The DGM Operations Engineering I routes.
reports to the General Manager Determine payload capability on
Technical and have administrative various routes and advise
control of: Marketing and Planning
All Operations Engineers and Departments.
other staff assigned to airplanes Conduct production Test flights,
in Line I (as in Line Acceptance Test Flights, C of A
Maintenance I in Engineering Test Flights and all other test
and Maintenance Department). flights specified from time to
The Manuals Cell at the PIA time.
Head Office. Conduct Aircraft Weighment
DGM Operations Engineering is and Maintain Weight Schedules
responsible for: and Weighment Checklists.
Preparation and Maintenance of Coordinate with CAA Pak. for
Flight Manuals, FCOMs, approval of MEL, Weighment
Checklists, MMELs, MELs, Checklists, Test Flight
Mass & Balance Manuals, Proformas, Special Procedures,
Weighment Checklists, Test Checklist and Mass & Balance
Flight Procedures/proformas, training /control, release of
Special operation aircraft below MEL, Ferry
booklets/proformas, Bulletins, flights and Runway
Circulars and all other technical requirements.
documents related to Flight Coordinate with Engineering and
Operations. Maintenance on Technical
Arrange printing and distribution delays, Investigation of
of required manuals to Pilots, incidents/accidents, follow up of
Flight Engineers and Flight Ops. DBRs and Modification status of
Officers. airplanes.
____________________________________________________________________________
Edition 1 Page 36

Design and print load sheets and Conduct performance classes for
load advice forms. cockpit crew / FOO.
Issue policy on Mass and Conduct ETOPS training for
Balance and ensure its flight operations officers.
implementation. Advise DIRECTORFO on
Conduct basic and type mass and release of aircraft with multiple
balance training as per CAA defects, release below MEL,
approved syllabus and policy. Ferry flight etc.
Conduct examinations for Provide RTOGW analysis.
issuance of Mass & Balance Advise Central Control / Flight
Competency Certificates and Dispatch on performance
periodic refreshers examinations restriction with C/F item.
for renewal of Mass & Balance Maintain liaison with Routes
Competency Certificates of all section and give advice on route
personnel preparing PK load constraints.
sheets.
Maintain AHM050 data and
check/verify and ensure integrity
of computerized weight and
balance software and database.
Conduct investigation of all
Mass and Balance discrepancies
and delays due load sheet
problems.
Maintain liaison with Aircraft
Manufacturers International
Regulatory Agencies and CAA
Pakistan for two-way
communication on all Intentionally Left Blank
operational and safety matters.
Advise General Manager
Technical on preparation of fuel
policy, selection of alternates
and selection of routes.
Suggest ways and means for
economy and improvement of in
Flight Safety.
Conduct performance Checks to
establish APD factor for use in
flight planning and suggest
action for improvement in
airplane performance and fuel
base line.
____________________________________________________________________________
Edition 1 Page 37

1.6.2 DGM Operations term dry/ wet lease, charter or

Engineering-II. purchase.
Supervision and control of relevant Evaluate all modifications that
flight operation functions (& other affect operation/ performance of
associated activities) and management the aircraft.
of Safety & Security of Flight Evaluate performance
Operations. capabilities of aircraft on various
Compliance with company policies & routes.
procedures, regulatory requirements, Determine payload capability on
conditions & restrictions of AOC and various routes and advise
other statutory requirements. Marketing and Planning
Departments.
The DGM Operations Engineering II
reports to General Manager Technical Conduct production Test flights,
Acceptance Test Flights, C of A
and has administrative control of:
All Operations Engineers and Test Flights and all other test
other staff assigned to airplanes flights specified from time to
time.
in Line II (as in Line
Maintenance II in Engineering Conduct Aircraft Weighment
and Maintenance Department). and Maintain Weight Schedules
and Weighment Checklists.
The aircraft library cells at
Airports. Coordinate with CAA Pak. for
approval of MEL, Weighment
Manager Operations Engineering is
Checklists, Test Flight
responsible for:
Proformas, Special Procedures,
Preparation and Maintenance of
Checklist and Mass & Balance
Flight Manuals, FCOMs,
training /control release of
Checklists, MMELs, MELs,
aircraft below MEL, Ferry
Mass & Balance Manuals,
flights and Runway
Weighment Checklists, Test
requirements.
Flight Procedures/Proformas,
Coordinate with Engineering and
Special Operation
Maintenance on Technical
booklets/proformas, Bulletins,
delays, Investigation of
Circulars and all other technical
incidents/accidents, follow up of
documents related to Flight
DBRs and Modification status of
Operations.
airplanes.
Arrange provisioning of up-to-
Design and print load sheets and
date manuals on board the
load advice forms.
airplanes.
Issue policy on Mass and
Maintain crew mail boxes at the
Balance and ensure its
airports and deliver all revisions
implementation.
and circulars thru mail boxes.
Coordinate safety issues on line
Evaluate airplanes being
operation policies, rules,
considered for induction into
procedures and flight crew
PIA fleet on short term/ long
training. In this regard he/she
____________________________________________________________________________
Edition 1 Page 38

will also support all activities Conduct ETOPS training for

relating to introduction of new cockpit crew and flight
aircraft types, systems, fleet operations officers.
modifications and upgrades. Advise DIRECTORFO on
Conduct basic and type mass and release of aircraft with multiple
balance training as per CAA defects, release below MEL,
approved syllabus and policy. Ferry flight etc.
Conduct examinations for Provide RTOGW analysis.
issuance of Mass & Balance Advise Central Control / Flight
Competency Certificates and Dispatch on performance
periodic refreshers examinations restriction with C/F item.
for renewal of Mass & Balance Maintain liaison with Routes
Competency Certificates of all section and advise any route
personnel preparing PK load constraints.
sheets.
Maintain AHM050 data and
check/verify and ensure integrity
of computerized weight and
balance software and database.
Conduct investigation of all
Mass and Balance discrepancies
and delays due load sheet
problems.
Maintain liaison with Aircraft
Manufacturers, International
Regulatory Agencies and CAA
Pakistan for two-way
communication on all
operational and safety matters.
Advise General Manager
Technical on preparation of fuel
policy, selection of alternates
and selection of routes.
Suggest ways and means for
economy and improvement in
Flight Safety.
Conduct performance Checks to
establish APD factor for use in
flight planning and suggest
action for improvement in
airplane performance and fuel
base line.
Conduct performance classes for
cockpit crew/FOO.
____________________________________________________________________________
Edition 1 Page 39

1.6.3 DGM Routes and Navigation Maintain upto-date ICAO, US FAR

The DGM Routes and Navigation reports to and JAR documents.
General Manager Technical and is Keeping and providing upto-date
responsible for: Jeppesen Routes Manuals to the pilots.
Supervision and control of relevant Maintaining upto-date Aircraft Library
flight operation functions (& other for all routes.
associated activities) and management Supplying current Route data for our
of Safety & Security of Flight A-310, B-747, B-777, and B737
Operations. navigation system.
Compliance with company policies & Issuance of Route & Navigation
procedures, regulatory requirements, Bulletin information, T-Charts etc. for
conditions & restrictions of AOC and our Manuals and for the information
other statutory requirements. of crew.
Coordinate with CAA - Pakistan and Handling routing and other relevant
all PIA Departments regarding AOC data for charter/VVIP flights.
renewal and AOC Audit and other Participating in various
relevant matters. domestic/international meetings of
Inspections reports of CAA - Pakistan CAA, IATA, ICAO when required.
officials. Liaison with CAA - Pakistan
Maintain up-dated Operations regarding pilots DBRs.
Specifications issued by CAA - Development and recommending
Pakistan and Aviation Authorities of various instrument let down procedure
various countries. Coordination with in coordination with Chief Flight
aviation authorities for approval of Standards, CAA.
revisions in Operations Specifications Interpretations of CAR Pakistan
issued by them. ICAO, FAR and JAR regulations.
Carry out Block Time Analyses Any other operational work as
Perform Route Analyses assigned by the DIRECTOR Flight
Obtaining permissions for over-flying Operations through General Manager
PIAs Scheduled/ Special flights from Technical.
various countries. Coordinate with respect to safety
Finding ways and means to increase issues on line operation policies, rules,
payload availability on various instructions and procedures including
sectors. flight crew training.
Selection of nearest suitable alternates.
Keeping upto-date data of all airfields
and associated facilities.
Liaison with HQCAA for all factors
effecting our domestic operations and
domestic airfields, notifying various
discrepancies and pursuing them with
DGCAA, for necessary remedial
action.
____________________________________________________________________________
Edition 1 Page 40
Pakistan International ORGANIZATION & Rev #00

1.7 COMPANY REGULATIONS issued in the operations manuals,

AND POLICIES bulletins, FCIs etc.
Company regulations are based on In addition they all shall:
compulsory international, national and local Be familiar with the duties to be
regulations and must be used for the performed on the respective type
planning and execution of all Company of aircraft.
flights. Should it be observed that company Be familiar with the handling of
regulations inadvertently violate official the aircraft system for normal
rules and regulations, the latter shall be and emergency operation,
followed. Any such discrepancy must be especially with regard to the
reported via the Voyage Report or Captains differences between aircraft of
Special Report. the same type.
Be familiar with emergency
1.7.1 Applicability equipment and procedures.
Under routine conditions strict Carry all material necessary for
compliance is required with all flight duty.
policies, rules, regulations and
procedures laid down in the company 1.7.3 General Cooperation
manuals. However: All Air Crew shall:
No rules or regulations can be Co-operate closely with other crew
the substitute for awareness. members at all times to ensure the
Nothing in this manual, however highest possible standard of safety and
carefully out lined and precisely efficiency in the preparation and
adhered to can replace the conduct of a fight.
exercise of good judgment and Co-operate with all other personnel
the application of conservative involved with the actual fight. Such as
operating practices if conditions the ground staff in order to comply
so dictate. with the company operating policy.
For emergency situations all In case of crew shift or relief will give
instructions are guiding principles. full information to the next crew for
The Pilot-in-Command has the all aspects of the flight progress so far.
authority to deviate from them when
and if the situation so dictates.
However such deviations may be
made only in the interests of flight
safety.
1.7.2 Air Crew Knowledge and

Preparation
All Air Crew shall remain thoroughly
familiarized with the governmental
regulations and instructions which are
____________________________________________________________________________
Edition 1 Page 41
Pakistan International ORGANIZATION & Rev #00

1.8 Compliance with Rules/ Situations may arise where a crew

Regulations and Orders member considers it necessary to
All Air Crew serving with PIA shall report an incident or deviation from
comply with company orders, normal procedure etc., but wants to
regulations and procedures, and may remain anonymous. Under these
be subject to disciplinary action in circumstances he/she should contact
case of violations omissions and the DIRECTOR Quality Assurance /
irregularities. DIRECTOR Corporate Safety & HSE
In order to make PIAC flights safe either personally or in writing. After
efficient and economical it is expected analysis and discussions, they will
that all company personnel will advise the crew member concerned of
closely comply with all regulations potential further developments. If the
instructions and orders issued which crew member wishes to maintain
are relevant to their duties. anonymity, this will be guaranteed.
Air Crew observing any deviation or
departure form prescribed normal or
emergency procedures will
immediately bring such deviations to
the attention of the Pilot-in-Command
and their respective superiors.
Report any details (in general or in
particular) which are considered to be
unsafe impractical or inconsistent with
Company standards or procedures
which could be improved. Such
reporting offers the double benefit of
company sharing of experience and
the chance to adopt corrective
measures. Therefore information
about such incidents should be as
complete as possible It shall normally
be forwarded via established company
channels .Non reporting may be
detrimental to safety.
The Pilot-in-Command is responsible
for ensuring that significant events
relating to safety will be reported
without delay to Operations Control in
Karachi, to enable the safeguarding of
essential data, and the adoption of
immediate measures for potential
corrective actions.
____________________________________________________________________________
Flight Operations Manual (Part A) Chapter 2
Edition 1 Page 1
Rev : 00
Pakistan International COMPANY REGULATIONS 25th Mar, 2008
CHAPTER 2: COMPANY REGULATIONS

TABLE OF CONTENTS
2.0 Company Publications
2.0.1 General..... 2
2.0.2 Scope.... 2
2.0.3 Description... 2-3
2.0.4 Flight Crew Issues... 3
2.0.5 Flight Operations Manual- FOM(Part-A) 3
2.0.6 FCOM (Flight Crew Operating Manual). 3-4
2.0.7 Flight Crew Training Manual... 4
2.0.8 Amendment Procedure. 4
2.0.9 Jeppesen Airway Manual. 4
2.0.10 Jeppesen Airway Manual Amendments. 4
2.0.11 Flight Crew Instruction (FCIs) or Temporary Revision
(TRs).... 4-5
2.0.12 Flight Operations Department Library..... 5
2.0.13 Aircraft library . 5
2.1 Crew Conduct.................... 6
2.1.1 Uniform .. 6
2.1.2 Conversation... 6
2.1.3 General Health and Physical Fitness................. 6
2.2 Medical Regulations
2.2.1Substance Abuse, Psychoactive and
Pharmaceutical Prescription 7
2.2.2 Sleeping Tablets.................. 7
2.2.3 Alcohol 7
2.2.4 Quarantine.. 7
2.2.5 Diving Before Flight .................. 7-8
2.2.6 Blood Donation... 8
2.2.7 Immunization..... 8
2.2.8 Rehabilitation of Persons Involved in use of 8
2.3 Flight Crew Licenses
2.3.1 General............................ 9
2.3.2 Renewal.. 9
2.3.3Authority to Operate... 9-10
2.3.4 Retirement Age.......................... 10
2.4 Crew Baggage: Lost, Mishandled or Damaged
2.4.1 Reporting Procedure... 11
2.4.2 Applicability of Procedures 11
Edition 1 Page 2
Rev : 08
Pakistan International COMPANY REGULATIONS 22nd Nov,2010
2.0 COMPANY PUBLICATIONS as possible with reason for such

2.0.1 General deviation.
All PIA Flight Crew shall handle all Should any individual consider that
material belonging to the Company all or any part of a procedure or
with due care. They shall ensure that instruction needs amendment,
their personal manuals and other he/she should notify his respective
company documents are kept Chief Pilot in writing, detailing any
current. Any loss, damage or neglect proposed changes and reasons.
of company material caused by These shall cover any amendments,
careless handling must be paid for amplifications or extension of
or made good by the person procedures published in the specific
responsible. aircraft FCOM, or the introduction
To ensure effective communication of new SOPs to cover specific
of operationally relevant operations.
information throughout the flight Information of a more general
operations management systems and nature may be disseminated in the
operational personnel, the respective form of :
designated officials shall be Flight Crew Instructions
responsible to communicate all (FCIs)
relevant information by appropriate Memoranda
means such as Airline Information Safety / Alert Bulletins
Management System (AIMS), Admin Orders and Office
emails, circulars bulletins, intranet Orders
etc. and also ensure Note: The type specific operating manual
acknowledgements accordingly for PIA aircraft is the Flight Crew
Publications are controlled Operating Manual (FCOM).
documents and are distributed in 2.0.3 Description
accordance with the guidelines The general conditions under which
given below. PIA operates its aircraft are
Each Publication shall have an contained in the PIA operational
authorized Distribution List. manuals which include:
2.0.2 Scope Flight Operations Manual (FOM)
Flight Crew Operating Manual
The PIA Flight Operations Manual
(FCOM)
(FOM) contains instruction covering Flight Dispatch Manual.
that part of the Companys Quick Reference Handbooks
Operations which relate to the Flight (QRH)
Operations Department. The Jeppesen Airway Manual
operational procedures are based on Weight & Balance Manual or
the latest technical data and Station Loading Guides
Safety Management System
operational experience available at
Manual
the time of publication. Security Manual
Air Crew and Flight Operations Flight Crew Training Manual and
personnel are required to abide by Training Policy
laid down instructions and Cabin Crew Safety Equipment and
procedures and any deviation should Procedures Manual
be reported to the Company as soon
Edition 1 Page 3
Rev : 08
Minimum Equipment List (MEL), Serviceable flash light/torch

Dispatch Deviation Guides (DDG) (with D size batteries)
Runway Analysis Manual or QRH (if applicable)
TOGW (takeoff gross weight)
charts.
Any other document required
As part of the FCOM, each fleet by the respective equipment
SOP
may publish supplementary
operational information relevant to Note: Each crew member is
its own aircraft type. This shall be in responsible to ensure that only
updated & valid documents and
the form of :
Operations Engineering manuals are carried.
Technical/Information 2.0.5 Flight Operations Manual FOM
Bulletins All general PIAC policies and
Flight Crew Bulletins procedures for flight operations
Training Bulletins which are of permanent nature are
Standards Bulletins contained in the FOM.
Routes & Navigation Bulletins It must be clearly understood that
Standards Operating Procedure the policies in this FOM (e.g. fuel
(SOPs) planning) reflect minimum
These shall cover any amendments, requirements in the interest of safe
amplifications or extension of operations. The Captain may at all
procedures published in the specific times apply a policy in a more
aircraft FCOM, or the introduction restrictive sense if the prevailing
of new SOPs to cover specific circumstances require, or he/she
operations. deems a higher safety standard is
justified in any specific situation.
Information of a more general
nature may be disseminated in the Whenever a conflict exists
form of: between the FOM and any other
Flight Crew Instructions company Publication, the FOM
(FCIs) shall take precedence, except any
Memoranda SOPs on the subject. Flight Crew
Safety / Alert Bulletins shall advise their Chief pilot of this
Admin Orders and Office conflict as soon as possible.
Orders Wherever an amendment is issued to
2.0.4 Flight Crew Issues the FOM, Flight Crew shall receive
Each crew member shall carry: a copy of the amendment.
Crew licenses 2.0.6 FCOM (Flight Crew Operating
Competency Certificate with Manual)
appropriate ratings The Standard Operating Procedures
Valid medical (SOPs) are considered part of
Additional pair of glasses (if FCOM.
applicable) Instructions and detailed procedures
Valid Passport with required for the technical operation of each
visas (if applicable) aircraft type are contained in the
Company ID relevant Flight Crew Operating
Certificates of Vaccination (if Manual (FCOM)
applicable)
Edition 1 Page 4
Rev : 00
Amendments to the applicable Performance information

aircraft operating manual (FCOM) Company Communication numbers
normally originating from the and the FCIs shall remain valid as
aircraft manufacturer and distributed long as the information contained
to manual holders after receipt by within is valid or until the
PIAC. information has been incorporated
Wherever an amendment is issued to into the applicable publication.
the FCOM, Flight Crew shall Incorporation shall normally take
receive a copy of the amendment. place within 6 month frequencies
2.0.7 Flight Crew Training Manual 2.0.10 Airway Manual Amendments
Instructions and detailed procedures Active copies shall receive a
pertaining to training matters are included monthly amendment. Flight Crew
in the Flight Crew Training Manual and copies of the Route Manual shall
Training Policy. have a limited amendment services
2.0.8 Amendments Procedure and are not considered active copies.
Revisions will be issued as required, Normally they will only be amended
with CAA approval. on a six monthly basis.
Hand-written amendments are not Amendments requiring immediate
approved inclusion will be placed in the
Any revision will be covered by a Company Notams. Amendments of
Letter of Revision. The letter of a non urgent nature will be
revision shall include: incorporated in a monthly
Where the changes are amendment. Company Notams that
extensive, a summary of are of a permanent nature will be
changes included in the following monthly
List of Effective pages amendment cycle.
Revised text will be annotated by The FCIs and Temporary Revisions
either a vertical line on the outside shall remain valid as long as the
of the text. Alternatively, the information contained within is
changes may be indicated on the valid or until the information has
bottom of the applicable page. been incorporated into the
2.0.9 Jeppesen Airway Manuals applicable Manual / Publication.
The Airway Manual contains Incorporation shall normally take
specific information pertaining to place within 6 months.
PIAC specific area of operation. As Operational FCIs and Temporary
well as general briefing information, Revisions are also available on each
active Airway Manuals contain the aircraft.
latest:- 2.0.11 FCIs (Flight Crew Instructions)
Alternative priority listing OR Temporary Revisions (TRs)
Navigation Report Information of an urgent nature not
Detailed changes or anomalies in the covered by Company Notams shall
navigation data either in the FOMs be communicated to Flight Crew by
data base or the computer flight FCI/TR.
plan. Copies of all current FCIs / TRs are
Company Notams allocated in aircraft specific folders
Airfield Categorization and in Pilot Briefing rooms.
Edition 1 Page 5
Rev : 06
Additionally current Operational The library shall maintain available

FCIs are carried on each aircraft. for reference by crews the following
These folders are updated monthly documents:
by removal of cancelled FCIs and Flight Operation Manual-
the inclusion of a new index. FOM
Current FCIs that amend a FCOM and QRH
publication shall be incorporated Approved Airplane Flight
into the applicable manual within a Manual
period of 6 months. Jeppesen Airway and Route
There are three types of FCIs or Manual
Temporary Revisions: 2.0.13 Aircraft Library
(a) Administrative Fully amended copies of those
Changes of a permanent or manuals appropriate to the specific
temporary nature to: aircraft type will also be maintained
- Part A of the FOM in each aircraft library.
- Layover information Each aircraft library shall contain a
The FCIs shall remain valid as long copy of the following:
as the information contained within Flight Operation Manual- FOM
is valid or until the information has FCOM/Operations Manual
been incorporated into the Weight and Balance Manual
applicable publication. Minimum Equipment List
Incorporation shall normally take DDPG/DDG/Operational and
place within 6 months. Maintenance Procedures (in case of
A310 aircraft).
(b) Operational
Emergency Response Manual
These are changes of a permanent or Maximum Takeoff Gross Weight
temporary nature to: Charts (Airport Analysis)
- Part- B of the FOM Jeppesen Route Manual (one set
- FCOM for each pilot station)
(c) Informational Flight Information File
Background information to already ETOPS Guide
established policy that does not MNPS
change policy or is not intended to De-Icing/Anti-icing hold over time
be included in any Manual or table.
Publication.
These FCIs or Temporary Revisions
shall remain valid only for three
months. This is considered sufficient
time for the information to be
circulated to all Flight Crew.
2.0.12 Flight Operations Departmental
Library
Fully amended copies of the
complete set of PIAC operations
manuals will be maintained in Flight
Operations Department library.
Edition 1 Page 6
Rev : 08
2.1 General Crew Conduct 2.1.3 General Health and Physical

The publics confidence in an Fitness
Airline is highly dependent on its Air Crew must commence flight
impressions of the crews duty in good physical and mental
appearance and conduct. Therefore condition, so that the tiredness
crew members should present a which will accumulate during the
clean and smart appearance and act assigned duty period will not affect
in a disciplined and correct manner the safety of the flight. The
most likely to reflect credit on the stipulated minimum rest time prior
Company. When wearing the PIA to starting flight duty must,
uniform in public while on duty, therefore, be spent appropriately.
crews must not only make sure it is Flight duty is prohibited when a
clean and pressed but also meets the crew members capacity for work is
company uniform regulations. reduced because of illness or general
When on duty and a uniform is physical condition. Decrease of
worn, the Captain is responsible for fitness includes the effects of
ensuring the correct appearance of disease, injury, alcohol, drugs,
all his crew members. fatigue, etc.
Decrease of fitness under the
2.1.1 Uniform influence of mental stress may also
White full/half sleeves occur. It is the responsibility of the
uniform shirt crew member to decide whether or
Authorized epaulettes not he/she is fit for flight duty in
Authorized wing such circumstances.
Authorized Uniform Cap The flight crew shall be subject to
Black uniform neck tie medical assessment at periods as
Black uniform trousers specified in CAAs document
Black belt Manual of Flight Crew Medical
Black Socks Requirements. All flight crew
Black shoes members must be in possession of a
Note 1: For winters and international valid medical certificate prior to any
flights black uniform blazer is flight duty.
compulsory
Note 2: Black Jackets shall be only worn
by crew when operating to northern areas
and quetta airfields.
2.1.2 Conversations
When talking with passengers, authorities,
superiors, colleagues and any outside
agencies, crew members should always
remember to be tactful and polite. On
duty as well as off duty, flight personnel
should be discreet while discussing
Company matters, especially
irregularities.
Edition 1 Page 7
Rev : 00
2.2 Medical Regulations Tablets to prevent tiredness or sleep

2.2.1 Substance Abuse, Psychoactive will never be prescribed or used.
and Pharmaceutical Prescriptions
Crew members shall not consume 2.2.3 Alcohol
drugs and psychoactive substances Alcohol abuse by airline crew
in any form. members poses a potential danger to
Taking pharmaceutical products in the safety and welfare of the flying
any form is generally not compatible public. In case a crew member is
with flight duty and therefore not found involved in problematic use
authorized for at least 6 hours of alcohol, he/she shall be removed
before the commencement and from all safety sensitive functions
during the entire flight duty period. pending rehabilitation/ medical
Except when permitted under fitness.
medical direction or supervision of Crew members must not consume
the PIAC approved flight surgeon. alcohol of any nature within 12
Readily available cold or allergies hours of the commencement of
remedies are prohibited as they can flight duty or while on active duty.
produce harmful side effect such as Crew member must not consume
vertigo, dizziness, blurring of vision, alcohol of any nature in excess of
drowsiness etc. published limits and must not
In case of uncertainty, the advice of consume alcohol while in uniform.
an approved aviation medical
examiner or the company appointed 2.2.4 Quarantine
doctor at outstations shall be If any crew member or passenger shows
consulted. any symptoms which might indicate the
Substance abuse refers to the use of presence of an infectious/major disease,
substance that causes detriment to the PIC must inform the destination, Port
individual health, legal, social, Medical/ Health Authorities, i.e. before
financial or problems like landing, or allowing passengers or crew to
endangering their lives or lives of disembark. Their instructions must be
others. It relates to fully complied with. Fine and possible
problematic/psychoactive substance imprisonment may be imposed, for not
use/dependency/addiction of legal or providing the necessary notification.
illegal drug abuse, alcohol use,
getting drunk or high. In case 2.2.5 Diving before Flight
symptoms confirm such abuse the It has been found that scuba diving
violators shall be removed from before a flight can produce adverse
safety sensitive position. blood disorders (bends) if a
sufficient rest period is not taken.
2.2.2 Sleeping Tablets Crew members have become
Tablets or any medicines to induce incapacitated in flight due to
or encourage relaxation or sleep are compression sickness after such
not to be used when their use could activities and all Flight and Cabin
affect the performance of Flight Crew are warned of the dangers of
Crew while on duty mixing diving and flying. Scuba
diving to depths of less than 60 ft is
Edition 1 Page 8
Rev : 00
considered to be Recreational subject to a fitness report taking into

Diving and the following rest consideration other regulatory
periods should be applied before requirements.
operating a flight.
Diving to depths of greater than 60
ft is considered to be outside the
sphere of recreational diving and
professional advice should be
obtained to determine the rest period
required for the depth of dive
performed. But this rest period
should not be less than 48 hours.
2.2.6 Blood Donations

Crew members shall not commence flight
duty less than 48 hours after donating
blood and may only give one unit of
blood at a time. A period of three months
must pass between donations.
2.2.7 Immunization
The Chief Flight Surgeon PIAC has
recommended that Flight and Cabin
Crew, as well as other staff
members that travel abroad on
Company business, be immunized
against the following: Intentionally Left Blank
Meningitis A & C, Typhoid,
Hepatitis A.
They should also have
received full vaccination
against:
BCG/Tuberculosis, Polio,
Diphtheria Tetanus
2.2.8 Rehabilitation of Persons Involved

in Use of Psychoactive Substances
Crew members found involved in
use of psychoactive substances will
be referred to Chief Flight Surgeon
at the flight crew medical center.
Then Chief Flight Surgeon after
examination will determine a course
of treatment and rehabilitation.
The member of the flight crew may
be reinstated after rehabilitation
Edition 1 Page 9
Rev : 00
2.3 Flight Crew Licenses the period he/she is removed from

2.3.1 General flying duties, apart from a
Any person who acts as a flight disciplinary action and recovery of
crew member of an aircraft penalty by the concern crew, if
registered in Pakistan must be the imposed.
holder of an appropriate valid
license granted or rendered valid by 2.3.2 Renewals
the CAA Pakistan entitling him to Renewal of Flight Crew licenses is
perform his duties. the responsibility of the individual
A person who is not the holder of crew member, but is coordinated
such a license, but holds the through the Manager Crew
appropriate temporary authority may Licensing, who will advise DGM
act as Pilot of an aircraft registered Crew Sheduling the requirements 60
in Pakistan for the purpose of days prior to the expiry date. Crews
undergoing training, provided that are to complete the application by
the Captain of the flight is a holder obtaining the necessary forms and
of an appropriate license. signatures, which should then be
The term an appropriate license returned not less than 21days prior
when used within this section means to expiry.
a license and rating which entitles The Airline Transport Pilot License,
the holder thereof to perform the Commercial Pilot License, Flight
function which he/she is required to Engineers License and instrument
undertake in relation to the aircraft rating is valid for One year.
concerned and the flight on which it Renewal is initiated by the Manager
is engaged. Crew Licensing with a procedure
The CAA Pakistan may refuse to approved by CAA Pakistan for
issue, renew, or extended the renewal of such licenses.
validity of any license, and has the Proficiency checks shall be
power to revoke or suspend any performed twice within any period
license if it is found that the of one year, any two such checks
applicant or the holder does not which are similar and which
meet the required standard or occurred within a period of four
violates any of the provisions of the consecutive months shall not alone
Civil Aviation Regulations. satisfy this requirement.
It is the responsibility of the license If crews have not received renewal
holder to ensure, prior to each flight, forms within four weeks of the
that his license, medical, renewal date, or the renewed license
competency checks and other within one week of renewal date,
continued training requirements are they should contact Manager Crew
fully current, and that none of them Licensing.
shall expire during the projected
period of that flight. 2.3.3 Authority to Operate
Incase the license formalities are not Dual type ratings are strictly
completed due to crew negligence, prohibited by CAA Pakistan. All the
he/she shall not be entitled for appropriate elements or components
guaranteed flying allowance during of different equipments, equipment
Edition 1 Page 10
Rev : 08
location, or safety procedures on type ratings endorsed before the

currently operated aircraft types or expiry of the three month temporary
variants shall be included in authority for flight and line training,
differences and familiarization at which time the license replaces it
training program. and becomes the Authority to
Existing CAA Pakistan license operate the flight for line training
holders whose licenses are due for and line operation purposes.
renewals must not operate any PIA Flight crews are to advise Manager
flight after expiry date. Crew Licensing and Crew
Newly joining crew must not Scheduling in event that they reach
operate a PIA aircraft for flight or on stages listed above without
line training purposes until they are having received the prescribed
in possession of a validation from authority.
CAA Pakistan for flight and line
training purposes only. This 2.3.4 Retirement Ages- Flight Crew
validation is normally valid for three The normal retirement age for PIA
months. It is not necessary to hold flight crew is 60 years.
any validation from CAA Pakistan A crew member after retirement
for the purpose of supernumerary may be hired depending on the
familiarization flights prior to flight company policy and requirements,
and line training. up to the age limit as specified by
Newly joining crew should not CAA/ Gazette notification/company
operate a PIA aircraft for operation admin order, subject to medical
purposes (i.e. after release to the line fitness and other recency
following final line check) until they requirements.
are in possession of a CAA Pakistan
license with valid type rating.
Note: In most cases it is expected that
a CAA Pakistan license has been
issued before the expiry of the
Permit for flight and line training, at
which point the license replaces it and
becomes the Authority to operate for
flight/line training, and line operation
purposes.
Crew transferring to another type
must not operate the new type for
flight or even line training purposes
until they are in possession of a
temporary authority from CAA
Pakistan to operate for those
purposes only. This authority is
normally valid for three months.
Note: In most cases it is expected
that crews will have had their
license returned to them with the
Edition 1 Page 11
Rev #00
COMPANY REGULATIONS
2.4 Crew Baggage: Lost,

Mishandled or Damaged
2.4.1 Reporting Procedure
A crew member whose baggage is damaged
or mishandled when he/she is traveling on
company duty either as a member of the
operating crew or as a ticketed passenger
shall immediately report the damage or
mishandling to the station staff.
2.4.2 Applicability Of Procedures

The above procedures and claims
settlement do not apply to crew
traveling for purposes other than duty
travel, when procedures applicable to
passengers will apply.
All claims for compensation for
damaged or mishandled baggage
when traveling on duty on other
carriers shall be lodged with the
carrier. The assistance of PIA Station
Managers may be sought in such
instances.
Refer to Admin Order No. 17/2001
Chapter 2, Para 2 for further details.
Edition 1 Page 1
Pakistan International TRAINING, CHECKING, Rev :08

QUALIFICATION AND RECENCY 22nd Nov, 2010
CHAPTER: 3 TRAINING, CHECKING, QUALIFICATION

AND RECENCY
TABLE OF CONTENTS
3.0 FLIGHT CREW TRAINING
3.0.1 General.......................... 2
3.0.2 Training Objectives.... 2
3.0.3 Out Sourced Flight Simulator Devices 2
3.1 Performance Standards- Flight Crew Members.. 3
3.1.1 Captain................... 3
3.1.2 First Officer..... 3-4
3.2.1 General................................................ 5
3.3 Renewals 6
3.4 Flight Crew
3.4.1 Qualification and Requirements............... 7
3.4.2 Responsibilities.... 7
3.4.3 Flight Crew Minimum Requirements................ 7
3.4.3.1 Captain......................... 7
3.4.3.2 First Officer.. 7
3.4.3.3 Initial Hires (Including Cadet Pilots) 7
3.4.3.4 Upgrading..... 8
3.5 AWO/LVP Training and Authorizations
3.5.1 Training ... 9
3.6 ETOPS, MNPS & Special Airfield Authorizations
3.6.1 ETOPS Authorization..... 10
3.6.2 MNPS.. 10
3.6.3 Special Airfield Authorization.................. 10
3.7 Recency Requirements.. 11
3.8 Crew Resource Management
3.8.1 Philosophy.. 11
3.8.2 Policy.. 11
3.8.3 Four Words of CRM.. 11
3.8.4 Authority 11-12
3.8.5 Participation 12
3.8.6 Assertiveness.. 12
3.8.7 Respect 12
3.8.8 Crew Performance Indicators 12
3.8.8.1 Communication.. 12-13
3.8.8.2 Team Building.. 13-14
3.8.8.3 Workload Management. 14
3.8.8.4 Technical Proficiency. 14-15
3.8.9 Conclusion. 15
Edition 1 Page 2

QUALIFICATION AND RECENCY 18th Mar, 2009
3.0 Flight Crew Training 3.0.3 Out Sourced Flight Simulator

3.0.1 GENERAL Devices
The Purpose of this Chapter is to give a External Simulator Selection
brief outline of the PIAC flight operations criteria, Service Level Agreement,
checks and training system. Detailed Monitoring, Surveillance,
instructions, procedures and guidelines Evaluation and Auditing of an
are laid in the Flight Crew Training outsourced Flight Simulator(s) used
Policy- FCTP, respective aircraft training for crew training and checking will
manuals and CAA ANOs. be carried out in accordance with
3.0.2 Training Objectives the current addition of SOP #
FLT/SOP/GMCT/01/09, Edition 01,
All phases of transition and Revision 1.0 dated February 12,
recurrent training, as well as 2009 (as revised from time-to-time).
competency checks are conducted
An updated list of qualified
with the emphasis on training rather Simulator evaluators shall be
then checking. maintained by G.M. (Standards
Once selected for aircraft type Inspection) as approved by Director
training, all Flight Crew members Flight Operations.
will undergo the following
sequences of training and evaluation
phases:
Company approved
regulations and procedures
training.
Aircraft technical course and
simulator training and
evaluation.
Safety Equipment and
Procedure course
Dangerous Goods/Security
course
Transition flight training and
evaluation
Under supervision line training
and evaluation
For additional requirement
refer to Training Policy
At various stages throughout the
course, as approved in training
policy, flight crew members will be
evaluated regarding aircraft
knowledge and handling.
Edition 1 Page 3

3.1 Performance Standards- Flight Know and apply all procedures and
Crew Members regulations expediently and
The following standards of performance economically according to the
define the professional competencies relevant documents for normal and
required by Flight Crew members. abnormal operations as well as in
3.1.1 Captain the event of an emergency.
The Captain must be trained and able to: Be fully conversant with the
Supervise and direct the duties of all operation of all aircraft systems
crew members subordinated to him. under all conditions defined in the
Make and enforce all necessary technical manuals
decisions. Know the critical limits of the
Be conversant with the relevant aircraft and its systems.
regulations and able to interpret
them correctly. 3.1.2 First Officer
Represent the Company The First Officer must be trained and able
satisfactorily in all dealings with to:
passengers and authorities Plan a flight according to
Plan and execute a flight in Company regulations.
accordance with the respective Know the application of all
regulations documents required for pre-
Check a submitted flight plan for flight and in-flight.
correctness. Perform the administrative
Fly the aircraft safely during all duties assigned to him reliably
phases of normal and abnormal and independently.
situations according to the relevant Fly the aircraft within the operating
regulations and with due envelop during all phases of normal
consideration to passenger comfort. operations.
Supervise and judge the F/Os Fly and land the aircraft safely with
performance technical malfunction and/or
Be proficient in PM duties and right execute a one-engine out precision
hand seat qualification or non-precision approach and
Recognize and correct possible missed approach.
mistakes in due time while the F/Os Fulfill reliably the duties of PM.
flying the aircraft. Monitor Captains activities and
Understand the duties of the Cabin draw his attention to any possible
Crew sufficiently to enable him to deviations.
make any appropriate decisions. Complete the flight safely should
Complete a flight safely with the the Captain becomes incapacitated.
assistance of the crew and under the Apply all procedures and regulation
condition stipulated in the FOM and according to the relevant documents
FCOM. for normal and abnormal operations.
Complete a flight on his own in case Co-operate with all crew members
of F/O incapacitation. Deputize for the Captain whenever
necessary
Edition 1 Page 4

Be fully conversant with the

operation of all aircraft systems
under all conditions as defined in
the FCOM.
Know the critical limits of the
aircraft and its operating systems.
Edition 1 Page 5


3.2.1 General
Checks serve the following purpose:
To highlight the Flight Crews
proficiency level in relation to
the required standards with
special emphasis on points that
need to be improved.
To record the performance of flight
crew member during:-
A particular course.
A particular period.
A check/evaluation.
A flight crew member receiving an
Unsatisfactory grading must be
given a detailed debrief. If desired
by the candidate such an explanation
can be discussed further in the
presence of the Chief Pilot Training.
Since Flight crew members must be Intentionally Left Blank
in good physical and mental
condition for flight/simulator
training and evaluations, no
subsequent claim of indisposition as
an excuse for an unsatisfactory
grading can be accepted.
Results of flight crew
checks/evaluations shall be treated
as confidential.
Initial proficiency and line checks
for transition training, upgrading,
route and proficiency checks shall
be documented on prescribed forms
by the DCP/ Airline check captain
duly assigned by Chief Pilot
Training.
Edition 1 Page 6

3.3 Renewals
All pilots are required to satisfactorily
complete the recency and continued
training requirements as per the training
policy and CARs.
Edition 1 Page 7

3.4 Flight Crew Any other screening

3.4.1 Qualifications Requirement requirements in accordance
Company regulations require that flight with the needs of the airline or
crew members will not be allowed to requirements of CAA-Pakistan
operate an aircraft unless they hold valid 3.4.3.2 First Officer
licenses, and have successfully qualified The requirements to qualify as First
the required initial and recurrent trainings Officer are:
and proficiency checks as outlined in the Possession of at least a valid
Flight Operations Training Manual and Pakistan Commercial Pilots
requirements of the state. License.
For details on retention of records for Type and instrument rated.
flight crew qualification referred to Flight Checked out for operational
Crew Training Policy. First Officer duties.
In accordance with the regulations, it is 3.4.3.3 Initial Hires (Including Cadet
the responsibility of the company to Pilots)
appoint only flight crew members that Prior to being employed as flight
hold valid licenses and have successfully crew members (at any level), the
qualified the required initial, following shall be minimum
recurrent/continued training and screening requisites to ensure that
proficiency checks as outlined in the the Initial Hires possess the
Flight Crew Training Policy FCTP. needed certifications, skills,
3.4.2 Responsibilities competencies and other attributes
The objective and extent of all in addition to any specific
training will be determined by Chief requirement of the State/Regulator:
Pilot Training in accordance with Technical Competencies &
national, international and Company Skills
regulations. Aviation Experience
The syllabi / programs shall be Possession of a valid Pakistan
established under the authority of Commercial Pilot License with
the Chief Pilot Training with Instrument Rating ; License
approval of CAA- Pakistan. shall be verified for
authenticity through CAA.
3.4.3 Flight Crew Minimum Educational qualifications
Requirements commensurate for what is
3.4.3.1 Captain required by the respective
The screening process for upgrading level.
to PIC shall include: Written test for technical
Training Records Review competencies and skills.
Training Divisions Interview to assess
Recommendation including interpersonal skills and
verification of experience English language fluency.
acceptable to CAA-Pakistan. Medical Fitness
Clearance by command Board Security Background check
Edition 1 Page 8

3.4.3.4 Upgrading
It is Company policy to offer employment
only to those Pilots considered having the
personal and professional qualities
necessary for successful upgrading.
Therefore, having undergone the required
developmental training and contingent
upon a vacancy, each individual may
expect to be offered command
responsibility in the course of time. The
format of this development minimal
upgrade training will be required for the
transition from First Officer to Captain. It
is known as (Captain Under Supervision)
CAPT.US System as described in the
Training Policy section 5.1
Edition 1 Page 9

3.5 All Weather Operation

(AWO) / Low Visibility
Procedure (LVP) Training
and Authorization
3.5.1 Training
For details refer to Training Policy and
Flight Crew Training Manual and chapter
18 of this manual.
Edition 1 Page 10

3.6 ETOPS / MNPS & Special seasonal weather, and associated

Airfield Authorizations factors etc.
3.6.1 ETOPS Authorizations Further details of special airfield
Prior to the commencement of authorizations are provided in
ETOPS operations each Flight Crew Chapter 22 of FOM.
member will undergo ETOPS
training and evaluation, consisting
of ground training, simulator LOFT
scenarios and line training. The line
training consists of two sectors for
each crew member, during which
the ETOPS planning and procedures
will be highlighted.
One route familiarization/route
training followed by a route check
Satisfactory completion of both
sectors provides coverage for any
other ETOPS sector unless
otherwise specified.
Training and evaluation shall be
completed during initial training.
For recency refer to Training Policy
3.6.2 MNPS
Prior to the commencement of
MNPS operations each Flight Crew
member will undergo for north
Atlantic aerodromes training and
evaluation, consisting of ground
training and line training. The line
training consists of one route
familiarization / route training
followed by a route check TO and
FROM a North Atlantic aerodrome.
For details on operating limitations,
procedures and the required ground
and airborne equipment refer to
MNPS manual
3.6.3 Special Airfield Authorizations

There are some airfields on the PIA
network that are considered to have
more difficult approaches or
departures, terrain, local procedures,
Edition 1 Page 11

3.7 Recency Requirements 3.8.2 Policy

PIAC flight crew Recency The design and application of CRM
requirements require that a pilot training used by crews during
must have carried out not less than operations is the responsibility of
three take-offs and landings in the Flight Training.
preceding 90 days period or one Application of CRM principals
take-off and landing in 45 days. during line operations is the
The Training Policy Chapter 10 responsibility of every individual
specifies in details, the training crew member.
requirements for Flight Crew
members whose currencies have Crew Resource Management (CRM)
lapsed. is the effective use of all resources,
including hardware, software, and
For continued training requirements personnel, to achieve the highest
please refer to Training Policy. level of safety possible. In addition
to pilots, the Personnel in the
3.8 Crew Resource Management above definition includes flight
Training attendants, air traffic controllers,
3.8.1 Philosophy maintenance personnel, dispatchers,
and any other groups that may
It is PIA philosophy that the interact with the Cockpit Crew.
application of the principles and This more encompassing definition
concepts of Crew Resource is reflected in the shift in terms from
Management (CRM) enhances Cockpit Resource Management to
safety through better operating Crew Resource Management.
efficiency and higher crew morale.
CRM is a dynamic and critical part 3.8.3 Four Words of CRM
of the safety culture of the airline. The cornerstone of CRM training at
As such, it lies at the interface Pakistan International Airlines is
between the systems of Flight contained in the Four Words.
Training, Flight Operations, and The Four Words are Authority with
Flight Safety. Participation, Assertiveness with
Successful CRM training requires Respect.
commitment to the principles of The concept behind the four words is
CRM both from PIA Flight designed to increase the efficiency with
Operations management and from which crew members interact by focusing
each and every pilot. Ongoing and on communication skills, teamwork, task
continual reinforcement of the allocation and decision making.
principles and concepts of CRM will
result in a safer and more efficient 3.8.4 Authority
operation. Authority starts with the Captain, but is
vested in every crew members as well:
Secure Authority Not only invites but

demands participation, gives
Edition 1 Page 12

empowerment, invites feedback from 3.8.8 Crew Performance Indicators

subordinates and allows others to take The set of behaviors which should be
leadership roles. employed in all operations at Pakistan
International Airlines is described in this
Insecure Authority Jealously guards section. These behaviors are called
authority, very autocratic, tries to do Crew Performance Indicators since they
everything alone, never allows indicate the performance of pilots as crew
subordinates to be successful, blames members and, more importantly, of the
mistakes on others, refuses to allow others crew as a whole. Each Crew Performance
to take leadership roles and discourages as indicator represents a clearly defined,
well as resists input from others. desired behavior which should be
observed during simulator training and
3.8.5 Participation practiced on the line.
Participation is the sharing of ideas and
knowledge, respecting experience, taking As shown below, the Crew Performance
leadership roles when necessary, and Indicators are divided into four broad
performing with team goals, not personal categories or clusters Communication,
goals, in mind. Team Building, Workload Management,
and Technical Proficiency. These
3.8.6 Assertiveness categories provide a way to group
Assertiveness is ensuring your input is associated Crew Performance Indicators.
heard and understood rather than hinting
or silently watching as perceived mistakes 3.8.8.1 Communication
are about to be made. The five steps to an Briefs crew thoroughly.
assertive statement are: The preflight briefing includes the entire
1. Opening statement Amir, Sohail, crewthe cabin crew as well as the flight
Captain, etc. crew.
2. State your concern Take ownership,
Im uncomfortable with. Briefings should be given throughout the
3. State the problem The problem as flight to address pertinent safety and
you see it. operational issues, and identify potential
4. Offer a suggestion Suggested problems, such as weather, fuel
solution to the problem management and distribution, and
5. Reach agreement Crew members, abnormal system operations. Briefings
reaching a mutually agreeable solution, also provide guidelines for crew actions,
may take more than one assertive including standard operating procedures,
statement from one or more of the distribution of crew workload, and any
crew anticipated deviations from SOP.
The captain establishes a team
3.8.7 Respect environment by emphasizing the
You know when you give it. You know importance of interactive decision making
when you get it. Respect others ideas, and participation by the entire crew. The
opinions, positions and feelings. Respect Captain encourages the crew to voice any
them as a Pilot, Crew Member and a concerns they may have.
person.
Edition 1 Page 13

Clearly communicates decisions about operation on the flight deck. Feedback

operation of the flight Crewmembers may be of a positive or negative nature. It
clearly state operational decisions. The is specific, based on observation, and
Captain shares the parameters of provided for the purpose of maximizing
operation with the entire crew throughout crew effectiveness.
the flight and the crew contributes their
perspectives. Minimum acceptable 3.8.8.2 Team Building
standards of safe operation (or bottom Exercise secure authority. The captain
lines) are established and communicated. exercises authority in a confident and
competent manner, without being
Explicitly encourages participation. The autocratic. The captain acts decisively
captain encourages participation by the when the situation dictates.
entire crew and emphasizes the
importance of crew interaction in Other crewmembers exercise the authority
maintaining a safe operation. vested in their respective positions, as
Crewmembers are encouraged to ask required, to discharge their duties.
questions about crew actions and
decisions. Involves entire crew in decision-making
process. Decisions are made in a timely
Seeks information and direction from and competent manner, and conveyed to
others when necessary. Crewmembers the entire crew. The crew is included in
ask questions and seek information from the decision-making process, whenever
each other about operational issues and possible, to increase the likelihood of
decision made. Crewmembers minimize making an optimal decision.
confusion on the flight deck by using
sufficient inquiry to remain informed. Use appropriate techniques to manage
Crewmembers recognize personal interpersonal and operational conflict.
limitations, such as limited experience in Crewmembers assess underlying
a particular seat or aircraft, and actively problems, identify crew goals, and
seek direction or advice on operational suggest solutions to alleviate interpersonal
issues from each other when necessary. or operational conflict.
Asserts with appropriate level of Crewmembers employ a style of

persistence to maintain a safe operation. resolution appropriate to the nature and
Crewmembers state their own ideas, criticality of the problem, and look for
opinions, and recommendations. collaborative (or win-win) solutions
Crewmembers assert themselves and whenever possible.
advocate their point of view.
Crewmembers use increasing levels of Adapts to crew interpersonal differences.
assertiveness, as required, to maintain Crewmembers demonstrate an ability to
safety of flight. adapt to different personalities and
characteristics. Crewmembers identify
Critiques self and other crewmembers and establish commonalities as a basis for
when appropriate. Crew continually building an effective team environment.
assesses performance to improve the
Edition 1 Page 14

Crewmembers cope effectively with tasks, such as continuing to fly the

operational stress. Crewmembers aircraft, are allocated sufficient resources
demonstrate understanding of the before secondary duties, such as external
debilitating effect of stress on communications, are addressed.
performance in an aviation environment, Low priority or non-essential activities
and identify the symptoms of stress in self such as social interaction do not interfere
and other crewmembers; Crewmembers with more important tasks.
communicate observations to others when
operational necessity dictates. Manages time for accomplishing tasks.
Crewmembers cope effectively with The crew allows sufficient time to
operational stress, remaining calm in accomplish flight duties,. They recognize
critical situations. The crew handles the need for and request additional time
emergencies effectively and when operational considerations dictate.
professionally. Crewmembers are not rushed in the
discharge of their duties.
Crewmembers cope with, or remove Monitors and analyses all relevant
themselves from, situations in which operational factors to remain situationally
stress from anon-operational origin may aware. The crew monitors climatic
negatively affect job performance. conditions, traffic, internal and external
communications, aircraft instruments and
3.8.8.3 Workload Management performance, automated systems and all
Distributes tasks to maximize efficiency. other relevant operations factors to
The crew distributes the workload so that maintain situational awareness. The crew
everyone is utilized, while no one is analyzes the information collected from
overtaxed. Each crewmember recognizes monitoring processes to determine
and reports work overload in self and changes in operation and to report them to
other crewmembers. other crewmembers
Further, the crew uses all available 3.8.8.4 Technical Proficiency

resources to accomplish required tasks in Adheres to SOP, FCOM, FOM, CARs.
the most efficient way. Resources may The crew follows all Standard Operating
include flight crew, cabin crew, Procedures and Flight Operational
deadheading crew as well as external Manual procedures as outlined by
resources. A few examples of external Pakistan International Airlines. In
resources are dispatch, ATC, and addition, the crew adheres to all
maintenance support. applicable Civil Aviation Regulations.
The crew uses automated systems to Deviation from SOP, FCOM, FOM, and
decrease the workload whenever possible. CARs are justifiable and articulated to the
Conversely, sufficient resources are other crewmembers.
allocated to use automated systems
effectively. Demonstrates technical skills. The crew
Prioritizes tasks for effective performs all maneuvers within acceptable
accomplishment. The crew clearly tolerances.
prioritizes operational tasks. Primary
Edition 1 Page 15

Demonstrates knowledge of aircraft

systems and normal, abnormal, and
emergency procedures.
3.8.9 Conclusion
Pilots are responsible for constantly
brining to mind the behaviors represented
by the Crew Performance Indicators and
adopting them in all appropriate
circumstances. When these behaviors
become habits, CRM skills will have been
firmly established. Once this embodiment
occurs, pilots will cease to think of CRM
skills as separate areas of competency but
will practice the expertise as an integral
part of their professional lives.
Willingness to offer constructive criticism

is one key to wider adoption of CRM
principles. When Pilots encounter
behavior which adversely affects crew
performance, they should first examine
the situation to determine if their own
behavior is contributing to the problem.
If necessary, they should modify their
behavior in order to adapt to the
interpersonal differences existing, thus
providing an example of high level CRM
skills. Finally, they should voice their
opinions at an appropriate moment,
phrasing their observations in a non-
judgmental way. They should explain the
impact of the behavior on other
crewmembers and offer insights into
methods of improving interactions and
hence crew performance. Mandating
behavior conducive to good crew
performance is not an acceptable
approach to the development of CRM
skills,. But informal teaching through
example and practical critique is an
effective method in which all pilots must
play a part.
Edition 1 Page 1
Pakistan International Rev :00

FLIGHT CREW ROSTERING 25th Mar, 2008
CHAPTER 4: FLIGHT CREW ROSTERING

TABLE OF CONTENTS
4.0 Cooperation with Crew Scheduling

4.0.1 General........ 2
4.0.2 Contact with the company...... 2
4.0.3 Reporting of Unforeseeable Factor and Irregularities.... 2
4.0.4 Complaints..... 2
4.1 Crew Scheduling Division
4.1.1 General............................................ 3
4.1.2 Duties of the Scheduling Department. 3-4
4.1.3 Roster Maintenance........ 4
4.1.4 Pairing of Inexperienced Pilots.. 4
4.1.5 Access to the Scheduling Department 4
4.1.6 Roster Change Request...... 5
4.1.7 Roster swaps.. 5
4.1.8 Open Flights.. 5
4.1.9 Standby Duty Period..... 5
4.1.10 Standby Duty- Policy 5-6
4.1.11 Stand by Duty- Scheduling... 6
4.1.12 Leave Entitlement Policy........ 6
Controlled Document Do not copy without prior permission of SVP Flight Operations
Edition 1 Page 2

4.0 COOPERATION WITH CREW where they may be readily contacted

SCHEDULING by phone or written messages.
4.0.1General
The crew roster and all changes thereto are 4.0.3 Reporting of Unforeseeable Factors
issued by Crew Planning and Scheduling and Irregularities
section. For further details concerning Crew members shall report, as early as
rostering procedures, rostering requests, possible, any factor that may affect
mutual changes and duty time limitations their removal or rostering by the Crew
refer to Chapter 23 Air Crew Duty Time Planning and Scheduling section
Limitations of Flight Operations Manual. whether on or off duty. Such
irregularities may include:
4.0.2 Contacts with the Company Illness
4.0.2.1 Pakistan Accidents
Flight crew must provide and report any Surgery or Pregnancy
changes in their residential addresses, email Fatigue
addresses or telephone contact number(s) to Urgent family problems
the Crew Scheduling section in writing, as Use of psychoactive substance
soon as practical. use of medication
blood donation
4.0.2.2 Outside Pakistan deep underwater diving
The Company places certain Refer to chapter 2 of this manual for
restrictions on the movements of crew complete details.
members during layovers. It is the At outstations reporting will be made
Company policy that the flight or to the Pilot-in-Command, Station
cabin crew slipping at outstations Manager or the flight dispatcher.
should be contactable at all times. The
layover time at outstations is intended 4.0.4 Complaints
primarily to provide crew sufficient Complaints about all matters regarding
rest in order to start flight duty in the crew scheduling shall be referred to the
best physical condition. Chief Pilot Planning and Scheduling or the
Crews at outstations are under the respective equipment Chief Pilot.
supervision of the Captain and must
be contactable, as their services,
within reason, may be needed to cover
disruptions caused by diversions or
rescheduling. Both flight and cabin
crews are responsible to the Pilot-in-
Command, and they should not make
direct contact with the Station
Manager other than with his/her
explicit permission. During layovers if
the Pilot-in-Command is away from
the hotel, he/she shall authorize the
First Officer to act on his behalf.
Under normal circumstances, the crew
will reside only at the accommodation
provided to them by the Company
Edition 1 Page 3

FLIGHT CREW ROSTERING 22nd Nov, 2010
4.1 CREW SCHEDULING rostering of individual crew

DIVISION members.
4.1.1 General Maintain liaison with all other
The crew scheduling division is departments both to receive and
headed by the DGM Crew Scheduling provide information for crew
who reports to Chief Pilot Planning scheduling purposes. In
and Scheduling (CPP&S). The Flight particular it is the responsibility
Crew rosters are produced under his of crew scheduling through
direction. The division is manned liaison with Chief Pilot Training
during normal office hours, whereas and licensing section to
crew scheduling office in operations distribute all ground school
control is manned 24hours a day. courses evenly throughout the
The company uses a computer based roster thus ensuring optimum
method (AIMS Software) for manpower availability at all
constructing rosters and publishing times, this also included
them for crew and departmental use. transition and evaluation
A copy of the master roster will be requirements, license validation
available in operations control. and continued training
requirements.
Rosters are produced for a period of
Make changes to the assignment
one calendar month and are to be
of crew member dictated by
ready for publication not less than 7
days before the expiry of the illness, flight cancellation,
delays, addition of extra flights,
preceding roster.
or any other circumstance which
4.1.2 Duties of the Scheduling Division
alters the previously existing
The Crew scheduling division has
crew requirement for a particular
three main tasks:
flight.
Generation and publication of
Inform crew members by
successive rosters for each fleet.
telephone, mail box, person-to-
The subsequent administration
person communication or
of each roster during its active
messenger service regarding any
phase.
change of duty assignment or
Administration of the Flight
other important information. All
Crew leave programmes.
such communications are to be
To accomplish these tasks, the logged.
division is required to:
Co-ordinate the scheduling of
Establish and maintain in current
crew transport pickups and drop.
status, a list of all crew members Normally, a copy of the Air
by rank and aircraft type and
crew daily roster which lists all
variant. This list shall be
of the crew members for each
monitored closely and revised as flight can be used to convey this
necessary in order to ensure.
information. However, in the
Construct pairings based on
case of additional flight
flight experience and medical replacement of crew member, or
conditions. It shall be used to
other additions or changes to the
create preferential lines for
crew assignments the crew
Edition 1 Page 4

FLIGHT CREW ROSTERING 22nd Nov, 2010
Scheduler shall relay the 4.1.3 Roster Maintenance

information required. Every possible endeavor will be made
Between 0600 and 2200 hrs LT, to maintain the published roster
the families of affected crew unaltered. However, changes in the
members will be telephoned, roster will be made when absolutely
whenever a flight is delayed by essential, e.g. due to sickness or
an hour or more. The message aircraft change.
will give as much detail as is Under normal circumstances, crew
available about the delay, as well will be given at least twelve hours of
as its revised ETA, if known. prior notice regarding any changes to
Where the delay is expected to previously rostered duty.
be protracted, follow up call will 4.1.4 Pairing of Inexperienced Pilots
be made as circumstance dictate. Scheduling Division shall ensure that
Should it prove impossible to a crew with less 100 hours on type
contact families by telephone, shall not be planned together to
Crew scheduling will in the operate a flight.
event of long delay, send a A captain with less then 100 Hours
message to crew members shall not be planned to operate a flight
home. with a First Officer having less then
Publish and deliver monthly 100 Hours on the type and vice versa.
crew schedules to individual 7 Scheduling will ensure that two pilots
days before the end of the having age greater than 60 years are
preceding month. not paired together.
Maintain daily records of Pairing should also be in compliance
various crewmembers with OML Medical Restrictions.
accumulated flight times and 4.1.5 Access to the Scheduling Division
crew rest times, to ensure
The following Flight Operations
legality for future scheduled personnel and SVP Flight Operations
duty assignments.
have unrestricted access to Flight
Ensure that the number of flight
Crew Scheduling:
crew members on leave each day Chief Pilot Planning &
is correct, taking into account all
Scheduling
planned flying and non-flying
Chief Pilot Coordination
activities and the overall Chief Pilot Training
manpower situation. It shall be a
General Manager Central
requirement that each fleet
Control
annual leave entitlement be DGM Manager Crew
consumed each year and that
Scheduling
backlogs should not be allowed DGM Manager Crew Planning
to develop. Chief Pilots respective aircrafts
In addition to the three main tasks, the
All of the above appointees are
crew scheduling department will assist authorized to make inputs regarding
concerning slip patterns, crew
the composition or amendment of the
establishment, etc. as required.
roster within the limits of their
authority. Amendments to the roster
Edition 1 Page 5

after publishing should only occur for Any depletion of the standby
unforeseen operational, training or coverage shall thereafter be
personal reasons. made good by assigning vacant
4.1.6 Roster Change Requests duties to available crew.
Flight crew may request a limited 4.1.9 Standby duty periods
number of trips and day off requests There are two regular standby duties
using the comprehensive set of that provide continuous reserve
specific and generic rostering options coverage for PIAC flights. These are:
offered by the preferential lines SB AM- 0000-1200
scheduling system. These requests SB PM-1200-0000
may be submitted through the AIMS 4.1.10 Standby Duty Policy
PCs assigned for the purpose in The purpose of holding crew members
Operations Department. on standby is that should an event
Requests for a given month shall be occur which prevents an member of a
submitted during the preceding crew rostered for a flight from
months bid entry period which may operation, a replacement crew
be different for various types of member can be found at any short
equipment. notice thereby minimizing any delay
4.1.7 Roster Swaps to that flight.
Each crew member is permitted to take part A crew member rostered for standby
in one roster mutual change per month. duty shall, during the assigned
Crew scheduling will accommodate such standby period, be ready to operate a
requests at their own discretion subject to flight at short notice should this be
the overriding constrains of the roster. required. He/she shall:
Mutual Change Requests Form is to be Not have consumed any alcohol
made available in Operations and must be during the 12 hours prior to the
signed by both parties. commencement of his standby
4.1.8 Open Flights period
The following policy shall be applied: Not have taken any medication
Open flight shall only be or narcotic substances which
assigned where no collateral could impede his ability to
roster changes are necessary. perform his duties as a crew
where two volunteers are member.
available and eligible, an open Hold himself ready at his place
flight shall be assigned to the of residence, or at the hotel
crew member with the lower assigned to him as
projected credit for the month accommodation if he/she is
Where the flight cannot be away from base, so as to be
assigned in accordance with the ready to depart to the airport
points above, then it shall be within 30 minutes of receiving
kept open until the day before its notification that he/she is
commencement, at which time it required for a flight.
shall be assigned to one of the Should the crew member wish to
following days available crew locate himself at any place other
members according to the need then his place of residence or
to minimize roster disruption. hotel for any period during his
standby duty, he/she shall
Edition 1 Page 6

inform crew scheduler/ flight

dispatcher office location and a
contact telephone number, and
shall be able to be at his
residence or hotel ready for
collection within 30 minutes
being notified.
Inform Crew Scheduler /Flight
Dispatcher of any event, illness
or accident that will prevent him
from fulfilling the requirement
of this section as quickly as
possible, in order that a
replacement standby crew
member can be allocated for that
period.
4.1.11 Stand by Duty - Scheduling

Flight Crew located to standby duty
coverage shall be marked on the roster
as being available.
Prior to such an available day, crew Intentionally Left Blank
scheduling will normally allocated
either a fixed standby duty for that day
as defined above, or alternative flying
or non-flying assignment.
4.1.12 Leave Entitlement Policy

For Cockpit Crew leave entitlement policy
refers to PIA Policies and Procedures
manual.
Edition 1 Page 7
ADMIN INSTRUCTIONS AND Rev:00
Pakistan International
FORMS 25th Mar, 2008
CHAPTER 5: ADMIN INSTRUCTIONS AND FORMS

TABLE OF CONTENTS

5.0.1 Responsibility........ 2
5.0.2 Types of Record.... 2-3
5.1 Reports and Forms
5.1.1 General.. 4
5.1.2 Debrief Report... 4
5.1.3 Air Safety Report... 4-5
5.1.4 Confidential Report... 5
5.1.5 Autoland Report.... 5
5.1.6 Missing Passenger Report. 5
5.2 Completion & Filing of Reports and Forms
5.2.1 Responsibility 6
5.2.1.1 Completion.... 6
5.2.2 Filing of Reports.. 6
5.2.2.1 Air Safety Reports. 6
5.2.2.2 Other Reports 6
Edition 1 Page 8
ADMIN INSTRUCTIONS AND Rev: 08

FORMS 22nd Nov, 2010

5.0.1 Responsibility Successful and unsuccessful
Each Division in the Flight Operations flight crew evaluations.
Department shall be responsible for Flight crew licenses and qualification
maintaining a system to index, file and data is computer stored in the Flight
store all papers, documents, Operations Department. Hard Copies
correspondence and information of records are maintained by Planning
which may be required for record and Scheduling Division. This
purposes. The records organisation division is responsible for maintaining
shall retain custody of all such the following records for each Flight
material and shall release it to Crew:
authorised persons under controlled All dates and times spent on
conditions. duty for whatever reason,
Material retained in Flight Operations including standby duty.
records files may come from its flight All dates and times spent on
operational activities as well as inputs crew rest and leave.
from the CAA Pakistan, PIA All dates and times that crew
departments and other organisations. members are unable to report for
The maintenance of operational and duty due to illness or other
crew records is the responsibility of reasons.
each concerned division in the Dates of completion of Pilot
Department. Proficiency, and Instrument
Rating checks and subsequent
5.0.2 Types of Records renewal or expiry dates.
Two types of records are required to Dates of completion of line
be kept: checks and subsequent renewal
The documentation raised in expiry dates.
support of each flight by a Routes and special airfield
Company aircraft. This must be experience.
retained for at least 3 months Takeoffs and landings currency
after completion of the flight. record.
Data to support the renewal or Auto-landings and AWO/LVP
validation of crew licences or qualifying approaches.
their qualifications in ETOPS currency.
accordance with CAA Pakistan Licences and medical expiry
regulations. All such records dates.
shall be retained for at least 5 Total flying and duty hours over
years after active service. any 30 day period.
Documentation raised in support Total flying hours per calendar
of each flight is stored in the fuel month.
control section. It consists of all The day to day disposition of
MET information, NOTAMS, crew members.
CFPs, Takeoff Computation The date of completion of
Data cards, DBR forms etc. emergency training, continued
issued to and completed by each
respective Flight Crew.
Edition 1 Page 9

training as per training policy

and subsequent expiry dates.
The dates of expiry of CAA
Pakistan training authority (if
applicable).
These records may be either stored in
a computer data file or in manuscript
form. The records must be capable of
easy interpretation by Management
and CAA Pakistan Inspectors and
must also readily show any potential
hours or duty time exceedance.
Edition 1 Page 10

5.1 Reports and Forms Amount and reason for any

5.1.1 General delay in departure and arrival
There are many types of reports and time.
forms used by the Company to cover Any special duties performed by
various eventualities that may occur crew members.
before, during or after flight. Copies Training flight validations.
of pertinent forms and reports are Where delays to departure or arrivals
stored in a folder in each aircraft occur, the actual difference is logged
library. in minutes. As these times form the
Those reports and forms which are basic data for punctuality analysis, it
relevant for all types of Company is necessary for the block and flight
aircraft are described in this Section. times to be logged to the nearest
Only one form that is required to be minute.
filled in on each flight is the Debrief If a delay exceeds 4 minutes, the
Report (DBR). The others are reason for the delay shall be recorded.
designed to report/explain various
additional operational incidents or The Captain will be responsible for
divergences from normal procedures. the accuracy of the information in the
Debrief Report. The elaboration of
There are some forms that are
reasons for delays or additional
pertinent for a particular type of
comments pertaining to the flights
aircraft only. These are explained in
should be clear, concise and not
the relevant aircraft FCOM/
provocative. They should be confined
Operations Manual. Examples are fuel
to the subject matter being reported
logs, takeoff / landing data cards,
and should not express views of a
load/trim sheets, etc.
personal nature on subject which are
In addition to above, there are ICAO
irrelevant to the flight. Language that
flight plan forms and private property
is sarcastic or worded so as to cause
declaration forms.
antagonism between departments of
the Company should be avoided.
5.1.2 Debrief Report (DBR)
When entries on the request of the
The DBR is the official document on Pilot-in-Command are made by the
which the Pilot-in-command shall log co-pilot or flight engineer, these
any significant event occurring during should be checked and signed.
a flight. Delays and incidents will be
recorded even though dedicated report Besides the mandatory incidents or
forms for such incidents may be raised occurrences reporting requirement the
as well. In addition to the log function flight crew is encouraged to report any
the form is also used for recording: or all incidents and occurrences for
Crew names and functions. feedback and corrective remedial
Sectors flown plus block and actions.
flight times for the sectors.
In case of two captain operations 5.1.3 Air Safety Report
captain operating the sector. A Captain must raise an Air Safety
Auto-landings Report whenever any event related to
All aspects of duty times. aircraft safety occurs. Required
Reports Occurs and at any time there
Edition 1 Page 11

is an incident, defect or malfunction 5.1.6 Auto-landing Reports

relating to the aircraft or its The quality of Cat. II equipment is
equipment, or any ground equipment assessed periodically in compliance
or facility which endangers, or which with the CAA Pakistan regulatory
if not corrected, would endanger the requirements and to ascertain
aircraft its occupants, or any other continued satisfactory operations. The
person. Any member of staff may flight crew must complete an auto
submit an Air Safety Report at any land coupled ILS approach to touch
time if they believed that air safety has down atleast every 45 days in an
been compromised or if they have any aeroplane to keep the recency
information which may enhance flight updated.
safety. It is each Captains responsibility to
Air Safety incident or accident sample complete Auto-land Report for each
report and guidance on its completion AWO approach in actual or non actual
is given in Safety Management conditions.
Systems Manual. Completion of the report form is self
explanatory. The completed form shall
5.1.4 Confidential Reports be included in the documents folder.
Confidential Reports are the means by In addition to above, an aircraft
which individual staff members may report Technical Log entry is required to be
sensitive human factors related events to the made to report either a problematic or
Director Quality Assurance or the Chief a successful Auto land.
Pilot Corporate Safety. The reports will be
treated with strict confidence within the
Quality Assurance or the Corporate Safety
Department. Originators are encouraged to
enter their names to enable the Chief Pilot
Corporate Safety for follow up.
The forms for these reports are available in
Briefing Rooms, Dispatch and CS & QA
Division. They may also be down-loaded
from the Corporate Website. Confidential
reporting can also be made at
pksms@piac.aero.
5.1.5 Missing Passenger Report

Should a passenger be offloaded, or fail to
go to the aircraft after checking in, the
details of this and the fact that the
passengers baggage has been found and
offloaded will be presented to the Pilot-in-
Command as a Missing Passenger Report.
Edition 1 Page 12

5.2 Completion and Filing of Reports should retain a copy and annotate the
& Forms DBR accordingly.
5.2.1 Responsibility
The Pilot-in-Command is responsible 5.2.2.2 Other Reports
for ensuring that all flight documents In the event of a report being
are completed according to the generated during a flight, it should be
relevant instructions. Where his returned in the trip folder along with
signature is required, he/she is the DBR. Only in Urgent cases should
accepting that the information is reports be passed directly to
correct. individuals, as this bypasses the
Although the Pilot-in-Command normal distribution. Where a copy
remains responsible, he/she may exists, it should be kept and forwarded
delegate signature authority for flight in the trip folder at the completion of
documents, forms reports, etc. to a the service.
Pilot undergoing initial upgrading or Copies of the ATC flight plan, load
to any other Captain under training. and trimsheets and completed Tech
Reports and forms are to be kept in a Log page must be left with
place accessible to authorised persons responsible personnel at the departure
only. airport.
Flight documents must be kept on file
at Fuel Control Cell for a period of 3
months.
5.2.1.1 Completion
All reports and forms must be completed
before blocks off or after blocks on or
during the cruise phase. After completion
they shall be forwarded or filed in the
document folder by the responsible crew
member in accordance with current
instruction.
5.2.2 Filing of Reports

5.2.2.1 Air Safety Reports
It is essential that reports are received
with the least delay possible. If an Air
Safety Report is raised for a flight on
which the originator is immediately
returning to Karachi then the report
should be filed as soon as possible
after arrival.
If, however, the originator is night-
stopping elsewhere, the report should
be given to the station staff that has
instructions to forward copies by fax
immediately on receipt. The originator
Edition 1 Page 1
Rev: 08
GENERAL FLIGHT RULES
CHAPTER 6: GENERAL FLIGHT RULES

TABLE OF CONTENTS
6.0 General
6.0.1 Principles... 2
6.0.2 Aircraft operation -legal Requirements. 2
6.0.3 Application of IFR and VFR. 2
6.0.3.1 Choices of Airspace 2
6.0.3.2 Change from IFR flight to VFR Flight.. 2
6.1 Composition of Flight Personnel
6.1.1Flight Crew .... 3
6.1.1.1 Captain 3
6.1.1.2 First Officer 3
6.1.1.3 Flight Engineer.. 3
6.1.2 Cabin Crew .. 3
6.2 Routings Maps & Charts
6.2.1 Routings......... 4
6.2.1.1 Definition 4
6.2.1.2 Policy.. 4
6.2.1.3 Deviation from Company Routing. 4
6.2.2 Maps and Charts ... 4-5
6.2.3 Noise Abatement Procedures. 5
6.3 Minimum Altitude/Flight Levels
6.3.1 General . 6
6.3.2 Policy..... 6
6.3.3 Minimum Safe Altitude (MSA).... 6
6.3.4 Minimum Off-Route Altitude (MORA)... 6
6.3.5 Minimum Obstacle Clearance Altitude 6
6.3.6 Minimum Enroute IFR Altitude............... 6
6.3.7 Minimum Victoring Altitude... 7
6.3.8 Other Altitude Restrictions.. 7
6.4 Collision Avoidance and ATC Separation
6.4.1 Avoidance of Aircraft Collision ..... 8
6.4.2 Maintenance of ATC Separation... 8
6.4.3 Reduced Vertical Separation Minimum (RNSM). 8
6.4.4 Required Navigation Performance (RNP). 8
6.5 Aircraft Attitude
6.5.1 Level Off.... 9
6.5.2 Angles of Bank.. 9
Edition 1 Page 2
Rev: 00
6.0 General 6.0.3 Application of IFR and VFR

6.0.1 Principles 6.0.3.1 Choice of Airspace
Flight crew must follow all Company All route flights shall be operated
policies and procedures laid down in the within either controlled airspace,
prescribed operational publications, and airspace with advisory service or
must adhere strictly to international, airspace with positive radar control
national or local regulations according to where possible, except when the
the Jeppesen Airways Manual and ATC situation warrants a deviation (e.g.
instructions. These may be overruled only thunderstorm avoidance etc.)
if, in any situation, the safety of the aircraft
demands different action. The PF (Pilot VFR flight shall be conducted so that
Flying) should endeavour to make his the aircraft is flown in conditions of
flying as accurate and smooth as possible, visibility and distance from clouds
which is important not only from a safety, equal to or greater then specified in
but also from a passenger comfort point of the table given below:
view. No rough or extreme manoeuvres are
allowed. Company VMC Visibility and
Distance from clouds Minima
6.0.2 Aircraft Operation Legal
Requirements VMC In-Flight Conditions
It is the Captains responsibility to ensure
that the aircraft under his command is 8 Kilometres
Flight Visibility
operated within the law. PIAC aircraft shall (5nm)
be operated according to the laws of Vertical Distance
600 m (2000 feet)
PAKISTAN. However, should the laws of a from Cloud
country of overflight or landing be more Horizontal Distance
restrictive, then the aircraft shall be 4000 m (2.5 nm)
from cloud
operated in compliance with those more
restrictive laws, whilst in that countrys
airspace. 6.0.3.2 Change from IFR flight to VFR
flight
An aircraft electing to change the conduct
of its flight from compliance with
Instrument Flight Rules to compliance
with Visual Flight Rule shall, notify the
Appropriate air traffic service unit if a
flight plan was submitted specifically that
IFR flight is cancelled and communicate
thereto the change to be made to its
current flight.
Edition 1 Page 3
Rev: 08
6.1 Composition of Flight Personnel 6.1.1.3 Flight Engineer

6.1.1 Flight Crew All flights on aircraft that require a three
The minimum number of Flight Crew man Flight Crew shall be flown with a
members on PIAC aircraft is as laid down qualified Flight Engineer.
in the FCOM/Operational Manual for the
aircraft type and will consist of the 6.1.2 Cabin Crew
following: The minimum legal number of Cabin
Crew members required for a flight
6.1.1.1 Captain shall be determined by the number of
All flights shall be planned and carried out passenger seats fitted in the aircraft
with a qualified Captain as the Pilot-in- allocated to that flight.
Command. The details of minimum cabin crew
requirements for each type of aircraft
6.1.1.2 First Officer and passenger load configuration is
All flights shall be planned and carried out given in the Flight Services and the
with a minimum of one qualified First Safety Equipment and Procedures
Officer. In order to be considered qualified Manual.
as First Officer; the following requirements The PIAC policy is to operate
must be met: (wherever possible) with a full cabin
1. Route flights crew complement. Exceptions to this
Any First Officer with a current will be made whilst ensuring that
license on the aircraft type and there is no compromise to Passengers
qualified for route operation. and Flight safety.
Training Captains or line captains
who have been trained and Airplane Maximum Mandatory
evaluated from Right Hand Seat Cabin Cabin
Crew Crew
may be scheduled /or replace as a
B747-300 16 10
first officer at any stage of the
747-200 15 10
flight.
B777-200ER 14 07
2. Two Captain Operation B777-200LR 14 07
In case Captain who has completed B777-300ER 14 08
Right Hand Seat training as per A-310 10 04/5*
CAA approved PIA training policy B-737 06 03
and ANO may be scheduled for ATR42-500 02 01
such operation. Currency from the
*AP-BGN/BGO/BGP/BGQ/BGR/BGS -05
P-1 Seat (Left Hand Seat) shall also
mean currency from P-2 seat (Right
Hand Seat)
3. Training Flight without
Passengers
Any licensed pilot, without type
endorsement, undergoing type
conversion training.
Edition 1 Page 4
Rev: 07
Pakistan International 11th June, 2010
6.2 Routings, Maps and Charts The ground facilities en-route

6.2.1Routings (navigation, communication,
6.2.1.1 Definition emergency airfields etc).
Routings give specific data and procedures Terrain to be over flown in
for use as a basis of the flight plan for in relation to aircraft performance.
flight navigation. Regulations issued by the
countries over flown, e.g. the
6.2.1.2 Policy proximity of danger areas, the
Both normal routings and if available, requirement of over flight
alternative route(s) are listed in the permission etc.
Jeppesen Airways Manual. They are Meteorological Conditions and
prepared in accordance with State services.
regulations (AIP, AIC, AIRAC) and SAR facilities.
PIA regulations and are issued by the The reliability of maps and
Routes and Navigation Section Flight charts.
Operation.
For routings which are not covered 6.2.2 Maps and Charts
therein, but are required temporarily Flying under IMC may only be done
due to air space restrictions, the with maps, charts, routing, etc.
Routes and Navigation section will provided in Jeppesen Airway Manual
prepare an alternative special routing. and approved by PIA.
When more than one routing is For special operations outside the area
available between departure and covered by the existing Jeppesen
destination, the routing that results in Airway Manual, the necessary
the shortest trip time will normally be documentation will be provided by
chosen provided that no cost penalty Routes and Navigation section.
due to overflight charges etc is The Jeppesen Airways Manual is the
incurred. If definite reasons require main source of information for all PIA
change (weather, danger areas, ATC flights concerning:
etc.) a different or a combination of Navigation data relevant to a flight.
two or more different routing Terminal information for departure,
segments may be used for the same destination and alternate airfields
flight. relevant to a flight.
Overflying of danger/restricted areas Terrain clearance and minimum safe
must be avoided if possible. For altitudes required for the safe
instructions and exceptions, refer to operation of a flight.
the Jeppesen Airways Manual. Runway lengths, slopes, lighting and
availability.
6.2.1.3 Deviation from Company Special procedures applicable to any
Routings route, airspace, or terminal area as
When deviating from a route or when designated by the aviation authority of
a route has been chosen for which no any state.
routing is given in the Jeppesen Emergency procedures applicable to
airway manual, the following factors any route, airspace or terminal area as
must be considered: designated by the aviation authority of
any state.
Edition 1 Page 5
Rev: 00
Company airfield operating minima, otherwise disfigure any pages, charts,

as authorised by CAA-Pakistan etc of the Jeppesen Airway Manual.
provided that the airfield operating Any pages removed from the manuals
minima published by Jeppesen shall during flight must be re-inserted to
pnot be lower than the basic minima their original location before leaving
for each type of approach as laid down the aircraft at the end of flight. All
or as otherwise approved by the state binders should be returned to the
authorities where the airfield is onboard navigation bag in the proper
located. sequence at the termination of the
Two sets of the specially tailored flight.
Jeppesen Routes Manual shall be From time to time terminal charts and
maintained on the flight deck of each enroute charts are issued in advance of
PIA aircraft. These shall be amended their effective date. They will be
and kept current by the Routes and processed as follows:
Navigation Section. Pages or charts which are part pf a
Any discrepancies or missing pages of normal weekly revision but are not
the Manual must be promptly reported effective immediately will be put in
to the Routes and Navigation Section the Jeppesen Airway Manual in front
via the Deficiency Proformas. The of the page / chart they will eventually
navigation department will ensure that replace.
the Manual is complete prior to the When an amendment involves
next departure of the aircraft from including a chart with an effective
base. Should a captain discover whilst date sometimes in the future, the old
down route, discrepancies or missing chart and the revised chart will remain
pages and these affect the next or in the Manual until the due date of the
subsequent sectors, he/she must use revision. On that date crew may
the most expeditious means available remove the old chart but return it to
to correct this before commencing Flight Operations in the flight
flight. documents.
Should any flight be dispatched that Crews must ensure that effective dates
will enter any area outside that are checked and the effective page is
covered by the Jeppesen Airway referred to.
Manual, operations control will ensure
that the operating crew are issued with 6.2.3 Noise Abatement Procedures
two copies of all necessary additional In addition to all route instructions, every
Jeppesen publications that are PIA flight will be planned and flown with
required to cover that flight. reference to route and altitude so as to cut
Any information contained in the down the disturbance by aircraft noise as
Jeppesen Airway Manual may be much as possible. Published noise
superseded by the publication of abatement procedures will be adhered to.
NOTAMs and the manual must be Every aircraft will carry NOISE certificate
used in conjunction with any issued by CAA (if applicable).
NOTAM(s) received before or during
a flight.
The company does not permit
manuscript alterations to its Manuals.
Therefore crews must not mark or
Edition 1 Page 6
Rev: 00
6.3 Minimum Altitudes/Flight Levels 6.3.3 Minimum Safe Altitude

6.3.1 General A MSA is published on each instrument
The selection of cruising altitudes/flight approach chart and is based on a terrain
levels shall be based on: clearance of 1000 ft above, the highest
Company operating policy. terrain or obstruction, within a radius of
The specified terrain clearances to 25NM from the navigation aid as indicated
ensure safety on the route to be flown. on the chart. MSAs are rounded up to the
ATC requirements. next 100ft. This altitude is for emergency
Noise Abatement procedures. use only and does not necessarily guarantee
Since ATC objectives generally do reception of navigation aids.
guarantee prevention of collision with
terrain, however it is the full responsibility 6.3.4 Minimum Off-Route Altitude
of the Captain to ensure compliance with all (MORA)
company regulations with regard to terrain This is an altitude derived by
clearance. Jeppesen. The MORA provides
reference point clearance within
6.3.2 Policy 10NM of the route centreline and end
All segments of a flight, except fixes. A grid MORA provides
takeoff approach or landing, shall be reference point clearance with in the
operated at an altitude or flight level section outlined by latitude and
which is at or above the permitted longitude lines.
minimum altitude with due MORA values clear all reference
consideration of corrections for points by 1000ft where the highest
temperature and pressure variations reference point is 5000ft AMSL or
from standard values. Lower and 2000ft where it is 5001
The aircraft shall have reached and AMSL and higher.
then remain at or above the minimum
cruising flight level or altitude before 6.3.5 Minimum Obstacle Clearance
cruising over the route section Altitude (MOCA)
concerned. The lowest published altitude in effect
The published minimum altitudes between radio fixes on VOR airways, off
airways routes, or route segments which
shall be used conservatively whenever
meets obstacle clearance requirements for
difficulties with respect to navigation
accuracy have to be expected, e.g. the entire route segment and for the USA
only, ensures acceptable radio signal
unreliability of navigation aids,
coverage within 22 NM of a VOR.
detours due to weather etc.
Minimum obstacle clearance altitude
6.3.6 Minimum Enroute IFR Altitude
(MOCA) shall be used to determine
(MEA)
minimum altitudes for drift down and
MEA is the lowest published altitude
for engine-out operation. Other
between radio fixes that meets obstacle
published altitudes, such as MEA or
clearance requirements between those fixes
MORA use different areas for
and in many countries assures acceptable
calculations and may therefore differ
navigational signal coverage.
from MOCA.
Edition 1 Page 7
Rev: 08
6.3.7 Minimum Vectoring Altitude

( MVA)-
The lowest MSL altitude at which a
minimum vectoring IFR aircraft will be
vectored by a radar controller, except
otherwise authorized for radar approaches,
departures and missed approaches
6.3.8 Other Altitude Restrictions

Check the current NOTAMS for any
altitude restrictions that may have been
imposed by the State/ Authority.
Edition 1 Page 8
Rev: 00
6.4 Collision Avoidance & ATC layer to another where different

Separation altimeter settings or procedures are
6.4.1 Avoidance of Aircraft Collision used for vertical separation.
Look-Out It is important to remember that if all
A good look out is still required for errors of altimeter are added
collision avoidance in spite of modern unfavourably, the vertical separation
aircraft technology and more between aircraft can be reduced to a
sophisticated ground devices. Thus value below the acceptable minimum.
whenever visibility permits the crew If the navigation becomes inaccurate
must keep a sharp look-out. due to defective, unreliable equipment
In the vicinity of an airfield, during on board, this must be reported to
descent and climb to an airfield or out ATC immediately.
of an airfield, and in areas where 6.4.3 Reduced Vertical Separation
traffic is dense Flight Crew members Minimum (RVSM)
shall keep paper work, map readings Refer to ATC chapter of Jeppesen Airway
etc., to the minimum necessary. Paper Manual.
work shall only be done during the
cruise phase of flight. 6.4.4 Required Navigation Performance
Irrespective of the type of clearance (RNP)
received from ATC, it is still the Refer to ATC chapter of Jeppesen Airway
responsibility of the Captain to avoid Manual.
collision with other aircraft. Thus,
during VMC, a look out for
conflicting traffic is a necessity.
Traffic information given by ATC is
of great value and should always be
requested. It must, however, always
be kept in mind that ATC information
includes known traffic only and
therefore be incomplete.
If unidentified traffic is reported
which cannot be seen in due time and
a collision risk is suspected, request
immediate avoiding action.
In order to protect the eyes from the
sun, only the use of sunglasses and
sun visors are permitted. The use of
objects restricting good look-out is
prohibited during flight.
6.4.2 Maintenance of ATC Separation
To ensure safe vertical separation
during cruise and in holding areas it is
necessary to maintain the assigned
flight level/altitude accurately (+/- 100
ft only).
Extreme caution is required when
changing from one area or airspace
Edition 1 Page 9
Rev: 00
6.5 Aircraft altitude

6.5.1 Level-off
To prevent altitude divergence of the
assigned flight level or altitude, or
undesirable g forces while levelling
off whenever the aircraft has a high
rate of climb or decent, it is important
to monitor closely the flight progress,
especially when flying manually. Intentionally Left Blank
Rate of climb/descent to be within
500/1000 ft/min (not to exceed 1500
ft/min) in RVSM airspace when
approaching the selected altitude or
when changing flight levels.
6.5.2 Bank Angle

During normal operation, the maximum
bank angle when carrying passengers is 30.
For limitations on takeoff and approach and
equipment limitations, refer to the
applicable FCOM/ Operations Manual.
Edition 1 Page 1
FUEL POLICY
Rev: 03
Pakistan International 27th Jan, 2009
CHAPTER 7 FUEL POLICY

TABLE OF CONTENTS
7.0 Fuel Policy for Turbo Jet Aircraft (NON ETOPS)
7.0.1 Fuel Planning and Management.... 2
7.0.1.1 Basic Principals.. 2
7.0.1.2 General Factors.... 2
7.0.1.3 Planning Factors.. 2
7.1 In-Flight Fuel Monitoring and Low Fuel
7.1.1 Procedure ... 3
7.2 Aircraft Performance Deterioration (APD) Factor.. 4
7.3 Selection of Alternate Airfield.... 5
7.4 Dispatch Requirements
7.4.1 Taxi Fuel.... 6
7.4.2 Trip Fuel. 6
7.4.3 Contigency Fuel. 6
7.4.6 Stored Fuel. 6
7.4.7 Discretion... 6-7
7.4.9 Minimum Block Fuel. 7
7.4.10 Reserve Fuel. 7
7.4.11 Extra Fuel. 7
7.5 Alternate Policy for Turbo Jet Aircraft
7.5.1 General.. 8
7.5.2 Takeoff Alternate... 8
7.6 Fuel Policy for Turbo Prop Aircraft (ATR 42-500)
7.6.1 Taxi Fuel.... 9
7.6.2 Fuel for Operations of Hotel Mode on ATR 42-500 Aircraft.... 9
7.6.3 Trip Fuel 9
7.6.4 Contingency Fuel... 9
7.6.8 Fuel Tankering (for the next sector).... 9
7.7 Fueling Procedures
7.7.1 General... 10
7.7.2 Supervision of Refueling and Fuel Check. 10
7.7.3 Fuel Tankering... 10
7.7.4 Fueling with Passengers on Board 10-11
7.8 Inflight Fuel Management
7.8.1 General .... 12
7.8.2 Company Minimum Reserve... 12
7.8.3 Insufficient Fuel Remaining 12
7.8.4 Approaching Destination. 12
7.8.4.1 General.. 12
7.8.4.2 Prior to Top of Descent. 12
0ontrolled Document- Do not copy without prior permission of SVP Flight Operations
Edition 1 Page 2
FUEL POLICY
Rev: 00
7.0 Fuel Policy for Turbo Jet i) Start UP and Taxi

Aircraft (non ETOPS) ii) Use of APU
7.0.1 Fuel Planning and Management iii) Quantities known to be unusable
7.0.1.1 Basic Principles iv) Contingencies
The total fuel carried on board an airplane v) Alternate airfields
must be sufficient for the intended flight vi) Holding
and must include a safe margin for
contingency, alternate and holding to meet
regulatory recommendations as per CAA
ANO 91.0010.
7.0.1.2 General Factors:

A Computerized Flight Plan (CFP) will
normally be provided for every intended
flight. If the CFP shows a recommendation
to carry extra fuel (tankering) as a result of
Maximum Fuel Policy, then it should be
ensured that enough fuel is carried to cater
for the next sector only (payload and other
limitations permitting). On a multi sector
flight additional sector fuel could be
uplifted subject to payload at respective
locations. Tankering of fuel, when not
recommended is UNECONOMICAL.
Copies of completed CFP on which fuel
checks have been recorded, along with
Trim-sheet, ATC Clearance and Weather
information are to be placed in the Flight
Document Envelope for Post Flight analysis
and record.
7.0.1.3 Planning Factors:

The total fuel required for a safe flight
comprises of the following components:
Trip Fuel which comprises:
o Take Off, Acceleration, SID and Climb
o Cruise
o Descent
o STAR and Instrument Approach
Procedure to land
Note: Where published most commonly

used SID and STAR are considered. Where
SIDs have not been published a distance of
6 NM is to be added.
Additional Fuel is required for:
Edition 1 Page 3
FUEL POLICY
Rev: 08
7.1 In-Flight Fuel Monitoring and be informed about Fuel Remaining in

Low Fuel minutes.
7.1.1 Procedure Advice ATC of your minimum fuel
The PIC shall ensure that the correct status when your fuel supply has
type and quantity of fuel is carried on reached a state where, upon reaching
board. Units of weight shall be the destination/alternate you cannot
same as on the cockpit fuel gauges. In accept any undue delay.
flight fuel burn and flight time Be aware that this is not an emergency
monitoring checks shall commence situation, but merely an advisory that
from the first convenient waypoint in indicates an emergency situation is
cruise and thereafter approximately possible should any undue delay
every 30 minutes over a waypoint. occur.
The PM shall record on the CFP the Be aware a minimum fuel advisory
actual time over waypoint and the does not imply a need for traffic
actual fuel quantity for comparison. priority.
Close vigilance and early decision If the remaining usable fuel is
making is necessary in order to ensure expected to go below 30 minutes and
that diversion and holding allowances suggests the need for traffic priority to
are not eroded to an extent that ensure a safe landing, an emergency
OPERATIONAL SAFETY is shall be declared on account of low
compromised. fuel and report fuel remaining in
A Diversion to alternate may not be minutes.
initiated if landing at destination is
assured, when weather at destination
is above its own alternate minima, and
expected to remain so until after
Expected Approach Time. The PIC
shall ensure that the minimum fuel
quantity upon landing is not less than
that required to fly the airplane for 30
minutes at clean holding speed, at
1500 feet altitude, under standard
atmospheric conditions. This
restriction shall also ensure that it is
better that the minimum landing fuel
requirement of the Authority. A
landing must be made with a
minimum of 30 minutes of fuel
remaining. Any time it is expected to
go below 30 minutes of fuel, an
emergency must be declared.
If at any time it is known that the
aircraft may land with fuel less than
RESERVE FUEL at destination
(Alternate Plus Holding), ATC must
Edition 1 Page 4
FUEL POLICY
Rev: 00
7.2 Aircraft Performance Deterioration

(APD) Factor:
o APD factor is to be applied to all fuel
calculations. It is depicted on each CFP.
Latest list of APD factors of each
aircraft is available at Flight Despatch.
o The APD figures will be revised
periodically or as and when warranted.
Edition 1 Page 5
FUEL POLICY
Rev: 00
7.3 Selection of Alternate Airfield

Selection of an Alternate Airfield will
be as follows:
If the Destination Forecast Wx
for a period 2 hrs of ETA
indicates:
Ceiling 2000 ft or above and
Visibility 5 km or more then :
Only one nearest alternate
should be nominated, however,
alternate fuel for at least 100 nm
will be carried.
If the Destination Forecast Wx +
1 hr. of ETA is above its own
Alternate Minima for an
Instrument Approach then only
one Alternate more than 100 nm
away should be nominated.
If the weather criteria does not
meet the above conditions then
two alternated shall be
nominated. Fuel to be carried for Intentionally Left Blank
the farther of the two, one of
which must be more than 100
nm direct distance away from
destination.
Note: Tempo conditions in the forecast
Wx is only to be considered if at the
estimated time of arrival it is below the pre-
flight planning minima. Where a condition
is forecast as Prob. it will be considered
only if the probability factor is 30% or
more.
Edition 1 Page 6
FUEL POLICY
Rev: 03
7.4 Dispatch Requirements restrictions. The contingency fuel will be 5

7.4.1 Taxi Fuel % of Trip Fuel, limited by the following:
A standard quantity of fuel to cater for A/C Min. Qty Max. Qty
ground maneuvers from engine start to B747 1600kgs 3500kgs
brake release (including APU B777-200 ER 1000kgs 3500kgs
consumption). For all airports, except those B777-200 LR 1500kgs 3500kgs
listed below, the standard taxi fuel shall be B777-300 ER 1500kgs 3500kgs
as follows: A310 600kgs 1500kgs
B737 500kgs 700kgs
B747 800kgs
B777-200 ER 400kgs
Note: Total fuel carried must be sufficient
B777-200 LR 400kgs
to permit flight with engine /
B777-300 ER 400kgs
pressurization failure from any
A310 300kgs
point along track to an enroute
B737 200kgs
airport with 30 minutes holding
USA, Canada and Japan
fuel.
B747 1500kgs
B777 200-ER 700kgs 7.4.4 Alternate Fuel
B777 200-LR 700kgs The fuel required to fly to an Alternate
B777 300-ER 700kgs Airport, based on forecast meteorological
A310 500kgs conditions, which includes one Missed
Europe Approach at Destination, Climb, Cruise at
B747 1200kgs LRC, Descent, STAR and Instrument
B777 200-ER 500kgs Approach Procedure or 6 min. to Land
B777 200-LR 500kgs which ever is higher.
B777 300-ER 500kgs Note: Fuel for 6 nm is included as
A310 400kgs additional distance to join the
airway after conducting missed
Note: This quantity may be increased approach.
whenever required 7.4.5 Holding fuel
The fuel required to fly the airplane for 30
7.4.2 Trip Fuel minutes at clean holding speed under
The fuel required from departure station to standard atmospheric conditions at 1500 ft
the planned destination, based on forecast AGL over the Alternate Airport in Standard
meteorological conditions, is called Trip Atmospheric Condition and will be
Fuel. This includes Take-off, Acceleration, calculated at estimated Landing Weight at
SID, Climb, Cruise, Descent, STAR and the Alternate Airport.
Instrument Approach Procedure or 6 min. to 7.4.6 Stored Fuel
Land which ever is higher. Any quantity of fuel carried for the purpose
of ECONOMIC TANKERING.
7.4.3 Contingency Fuel 7.4.7 Discretion
The fuel required to cover unforeseeable Commander may ask for extra fuel uplift.
variations from the planned operation after Reasons for any EXTRA FUEL uplifted as
engine start, i.e. changes in forecast DISCRETION will be mentioned in the
wind/temperature, as well as ATC remarks column of the CFP and also
Edition 1 Page 7
FUEL POLICY
Rev: 03
summarized in the Captains Debrief

Report.
7.4.8 Block Fuel
The block fuel is the sum of
following:
Taxi fuel
Trip fuel
Contingency fuel
Alternate fuel
Holding fuel
Any stored fuel
Discretionary Fuel, if any
Extra fuel , if any
7.4.9 Minimum Block Fuel
The minimum fuel required for Takeoff,
EXCEPT Test or Training Flight will be as
follows:
B747 20000kgs
B777-200 ER 9000 kgs
B777-200 LR 10000kgs Intentionally Left Blank
B777-300 ER 10000kgs
A310 6000 kgs
B737 4000 kgs
ATR 42-500 1000 kgs
Note: The Minimum Block Fuel is not
applicable to Test and Training Flights, on
which Fuel should be taken in accordance
with the duration of the flight.
7.4.10 Reserve Fuel

Reserve fuel depicted on CFP is the sum of
alternate and holding fuel.
7.4.11 Extra Fuel

Any additional fuel i.e. MEL required,
Ballast, extra holding over destination due
ATC or company requirements such extra
holding fuel shall be calculated at the
expected landing weight over destination at
1500 AGL.
NOTE: the pilot-in-command is the final
authority to decide the amount of fuel to be
carried on each flight.
Edition 1 Page 8
FUEL POLICY
Rev: 00
Pakistan International 25th Mar,, 2008
7.5 Alternates Policy for Turbo Jet 7.5.2 Takeoff Alternate

Aircraft If the weather conditions at the airport of
7.5.1 General takeoff are below the landing minimum for
Scheduled Destinations and Alternates that airport, an alternate is required for
are listed in two sections: flight release within the following distance
International Destinations and of the departure airport.
Alternates. 2 Engine Aircraft
Domestic Destinations and Not more than a distance equivalent to a
Alternates. flight time of one hour at the single engine
The Listing of Alternates, (a) and (b) cruise speed.
are being provided in the form of
Routes and Navigation Bulleting(s) 3 or 4 Engine Aircraft
which shall be revised as and when Not more than a distance equivalent to a
warranted. flight time of two hours at one engine
Note 1: Alternates shown in bold italics are inoperative cruise speed.
also PIA scheduled destinations.
Note 2: The above Alternate Lists override 7.5.3 Planning Minimums (IFR flight)
all previous information regarding Planning minimums for takeoff alternates,
Alternates issued in any form. destination and destination alternates and
for Enroute alternate aerodrome refer to
Alternates are being listed in order of
distance from destination, the nearest Aerodrome Operating Minimums in the
being listed first. For planning ATC chapter of Jeppesen Airway Manual
purposes the distance to alternate
includes 6 n.m. as additional distance
to join airway after conducting Missed
Approach Procedure.
At planning stage, in case an alternate
is not available due to weather or any
other reason, then the next available
Alternate in the list should be
nominated.
The alternate list also shows the type
of aircraft that can be accommodated
at an airport e.g. A310 means all
aircraft upto A310. Blank space in
front of the alternate means that all
aircraft in PIA fleet can operate.
Some airports may have restricted
hours of operation. These airports are
marked H. For hours of operation the
relevant Notams and Jeppesen
Manuals must be consulted. Company
Preferred alternates are marked P.
Edition 1 Page 9
FUEL POLICY
Rev: 00
7.6 Fuel Policy for Turbo Prop destination, acceleration, climb, cruise,
Aircraft (ATR 42-500) descend and approach to land maneuver.
7.6.1 Taxi Fuel
A standard quantity of 91kgs to cater for 7.6.6 Holding Fuel
ground maneuvers from engine start to Fuel required for 45 minutes with holding
brake release should be added as taxi fuel. speed at 1500 ft, estimated weight and
forecast temperature above the alternate.
7.6.2 Fuel for operation of Hotel Mode 7.6.7 Block Fuel
on ATR 42-500 aircraft The block fuel will consist of the following:
Whenever operation of Hotel mode is i) Taxi fuel plus,
anticipated, an additional fuel for the ii) Trip fuel plus,
anticipated time will also be included in taxi iii) Contingency fuel plus,
fuel. This fuel will be calculated on the iv) *Alternate fuel plus,
basis that use of hotel mode for 30 minutes v) Holding fuel plus,
will require 55 kg /122lb of fuel. vi) Any extra fuel,
7.6.3 Trip Fuel 7.6.8 Fuel Tankering (for the next sector)
The fuel required from departure Fuel Tankering shall be provided as per
station to the planned destination, policy on flights to destinations where fuel
based on forecast meteorological is not available in such a way that the fuel
conditions, is called Trip Fuel. This remaining at destination is calculated
includes Take-off, Acceleration, SID, considering trip fuel inclusive of
Climb, Cruise, Descent, STAR and contingency fuel.
max of 10min fuel for approach or
expected Instrument Approach
Procedure to land.
Some aircraft have a fuel flow in
excess of FCOM data. In view of this
a pre-calculated percentage of fuel is
added to all components of the
required fuel to meet this aircraft
performance deterioration (APD).
7.6.4 Contingency Fuel

5 % of trip fuel (min 45kgs/100 lbs, max
91kgs/200lbs).
7.6.5 Alternate Fuel

The alternate fuel required from destination
to the alternate is based on estimated weight
at destination, optimum altitude, enroute
forecast OAT and wind velocity. This
includes fuel for one overshoot at
Edition 1 Page 10
FUEL POLICY
Rev: 00
7.7 Fueling Procedures of at least the maximum permitted

7.7.1 General LMC (CHAPTER 12) in order to
The Captain is responsible for ensuring that avoid overweight landings.
sufficient fuel is on board for the It should be borne in mind that
completion of the planned flight and that it planning with a margin below
is correctly distributed in the fuel tanks. maximum landing weight as outlined
in the last paragraph is applicable only
7.7.2 Supervision of Refueling and Fuel to tankering sector. Whenever
Check necessary to uplift the maximum
Refueling has to be supervised and the payload, planning should be to the
quantity checked by a qualified maximum landing weight.
person, i.e. an authorized Station Tankering is not recommended if:
Engineer or if he/she is not available, The runway for takeoff is
one of the flight crew. contaminated.
Prior to departure, the Captain shall Runway length is marginal.
ensure that the quantity and
distribution of fuel on board 7.7.4 Fueling with Passenger on Board
correspond with that indicated in the Fuelling with passengers on board is
Technical Log/fuel uplift Performa. not allowed unless a Flight Crew
The total fuel onboard shall be member or a ground engineer is
verified to be within +2 / - 1% of that present. Subject to this provision,
required. refueling operations may take place
while passengers remain on board,
7.7.3 Fuel Tankering while embarking or disembarking,
PIA maintains an updated list of provided that the following general
sectors on which fuel tankering precautions are observed.
provides financial benefit to the Flight crew member must be notified
Company. This list takes into account whenever refueling with passengers
the fuel cost differential between the on board is planned in order to ensure
airfields of departure and destination that these are set in place. Local rules
as well the cost of transportation of and regulations may require additional
the additional fuel. Whenever a sector precautions and Captain should check
is nominated for tankering, fuel with the ground engineer or fuel
adequate to perform the return trip (or supplier at outstations before
next sector) is to be uplifted, subject proceeding.
to the landing weight limitation. This Flight Crew/Ground Engineer shall
figure will take into account all inform ATC to alert the fire services.
pertinent factors, e.g. possible fuel
The flight crew/ground engineer is
savings enroute. required to inform the senior purser
Where fuel adequate to perform the when refueling is about to start and
return trip (or next sector) cannot be when it finishes. Senior pursers will
uplifted due to landing weight then take safety procedures at the
limitation, selected tankering fuel appropriate time.
figure shall allow a margin between
planned and maximum landing weight
Edition 1 Page 11
FUEL POLICY
Rev: 08
Flight crew/Ground Engineer shall for embarkation or disembarkation be

ensure NO SMOKING signs are available and ready to use in order to
switched ON, EMERGENCY EXITS permit the safe evacuation of
LIGHT Switch to ARMED, FASTEN passengers if required. In addition
SEAT BELT signs to switched OFF access to doors where aircraft escape
and seat belts must be unfastened, slides may be deployed are to be kept
cabin aisles are to be kept clear. clear, except for those exits not
Two-way communications are to be available due to their use for catering
established using the aircraft or other ground servicing activities.
intercommunications system between If AVIO bridge or stairway not
the Ground Crew supervising the installed, Minimum cabin crew to
fueling and the Flight Crew/ground remain on board, main doors used for
engineer. passengers
The senior purser shall inform the embarkation/disembarkation should
flight crew/ground engineer regarding be un-obstructed by ground equipment
commencement and completion of to permit the use of escape slides.
passenger embarkation or Ground servicing activities and works
disembarkation. inside and outside the aircraft shall be
Sufficient qualified personnel/cabin conducted in a manner that ensures
crew shall be ready to initiate and they do not create any hazard and that
direct an evacuation by the most the aisles and the designated
practical and expeditious means. For evacuation exits remain un obstructed
practical purposes atleast one member on the inside and on ground.
of Flight Crew/ground engineer and When passengers are embarking or
half of the minimum required cabin disembarking during refueling
crew members shall remain on board operations, their route must avoid
in the vicinity of the available exit. areas where fuel vapors are likely to
Fire extinguishing equipment of the be present and they are to be under the
fuel truck or bowser and fueling supervision of a responsible person.
personnel trained in its use, must be If during refueling the presence of
readily available. Such equipment vapor is detected inside the aircraft, or
must be suitable for use for initial any other hazard arises, then
intervention in the event of a fuel fire. fueling/de-fueling must be stopped
Senior purser shall make PA immediately. Resumption may
announcement to warn the passengers continue only after the person
whenever fueling is to take place supervising the fueling considers it
while they are on board the aircraft, safe to do so.
they must refrain from smoking, For variation to this standard
operating electrical switches or procedure due to local regulations, see
photographic flash equipment, or the Route Manual
otherwise produce any source of
ignition.
AVIO Bridge or stairway if used must
be available on exists normally used
Edition 1 Page 12
FUEL POLICY
Rev: 00
7.8 In-Flight Fuel Management Reducing consumption for the

7.8.1 General remainder of the flight by:
Fuel checks shall be carried out at regular (1) Flying at a more fuel economical
intervals throughout each flight in order to speed.
establish that actual fuel consumption (2) Flying at a more economical flight
matches that planned. Such checks should level.
be carried out over enroute waypoints at (3) Flying a more direct routing.
intervals normally not exceeding 30
Selecting an alternate airfield closer to
minutes. Comparison of actual fuel on
the intended destination. When
board with the Minimum required as considering a closer alternate it should
indicated on the CFP will enable early
be noted that the 100 NM limit, while
identification of higher than anticipated
applicable at the preflight planning
consumption. stage, does not apply in flight.
7.8.2 Company Minimum Reserve Furthermore, any airfield listed in the
Route Manual may be considered in
by the manner in which he/she conducts the this regard, provided that the weather
flight that the fuel calculated to be
conditions at ETA are forecast to be at
remaining on board at the destination is at
or above the applicable landing
least equal to the sum of alternate fuel and minima at that airfield. If available
holding fuel. For convenience this sum is
and valid, a TREND forecast updates
referred to as Company Minimum Reserve
a TAF.
(CMR). The value of the CMR may change
Should none of these actions be
as the flight progresses.
possible, an enroute technical stop for
7.8.3 Insufficient Fuel Remaining refueling should be made.
(Enroute) 7.8.4 Approaching Destination
The CFP provides Minimum Required 7.8.4.1 General
fuel values at each waypoint. These In the latter stages of any flight, it may be
values are only accurate if the CFP possible to reduce the fuel reserves required
conditions of weight, wind, at destination. This option is subdivided
temperature, route and flight level are into two phases. One is applicable based on
encountered for the remainder of the fuel calculations prior to the top of descent
flight. Crews are expected to make (TOD), and the other is applicable after the
maximum use of any flight aircraft has commenced its descent to the
Management systems to predict fuel destination airfield.
on board at destination based on 7.8.4.2 Prior to Top of Descent
actual conditions. If it becomes The Company Minimum Reserve can be
apparent that the predicted fuel reduced by recalculating the fuel to
remaining at destination will be less alternate. Within one hour of destination,
than the required minimum corrective diversion fuel to the alternate airfield my be
action must betaken. This corrective calculated from cruise altitude, provided the
action should ensure that adequate forecast and actual weather for both
fuel will be on board at destination destination and alternate airfields indicates
and may involve any of the following: at least 5000 meters visibility and 1000 ft
ceiling.
Flight Operations Manual (Part- A) Chapter 8
Edition 1 Page 1
Rev: 08
FLIGHT PREPARATION & PLANNING
CHAPTER: 8 FLIGHT PREPARATIONS & PLANNING

TABLE OF CONTENTS
8.0 General 2
8.0.1 Flight Preparation. . 2
8.0.2 Definitions. .... 2
8.0.2.1 Adequate Airport. 2
8.0.2.2 Suitable Airport 2
8.0.2.3 ETOPS (Extended Twin Operations).. 2
8.0.3 Route Planning Principals.. 2-3
8.0.4 Trip Folder. 3
8.0.5 Pre-Flight Planning. 3
8.0.6 Computer Flight Plan. 3
8.0.7 Weather.. 3
8.0.8 NOTAMs .. 3
8.0.9 Aircraft Technical Status and Performance 4
8.0.10 Fuel... 4
8.0.11 Flying Crew Instructions.. 4
8.0.12 Security (Personal Documentation....... 4
8.1 Briefings
8.1.1 General.. 5
8.1.1.1 Company Briefing.. 5
8.1.1.2 Meteorological Briefing..... 5
8.1.1.3 Route Briefing.... 5
8.1.1.4 Technical Briefing.. 6
8.1.1.5 Cabin Crew Pre-Flight Briefing............. 6
8.1.1.6 Sterile Cockpit Rule.. 6
8.2 Flight Plans
8.2.1 Requirement ..................... 7
8.2.2 Submission ... 7
8.2.3 Selection of Cruising Levels . 7-8
8.3 Selection of Airfields
8.3.1 General ...... 9
8.3.2 Minima for Pre-Flight Planning...... 9
8.3.3 Destination Selection .... 9
8.3.4 Destination Weather Minima.. 9
8.3.4.1 Destination forecast below Minima..... 9
8.3.5 Destination Forecast and Alternate Selection.... 9-10
8.3.6 Destination Alternate.. 10
8.3.7 Takeoff Alternate. 10
8.3.8 Alternate Weather Minima. 10
8.3.9 En-route Alternate/Emergency Airport (Non- ETOPS). 10-11
8.3.10 In Flight Considerations 11
8.3.11 Published One Engine Out Minima. 11
8.3.12 Aircraft Approach Category 11
8.3.13 In Flight Diversion to Alternate Aerodrome 11
8.3.14 Runway Requirements 11
8.3.15 Pavement Strength.. 12
8.3.16 Rescue And Fire Fighting (RFF) Categories.. 12
Flight Operations Manual (Part -A) Chapter 8
Edition 1 Page 2
Rev: 00
Pakistan International FLIGHT PREPARATION & PLANNING
25th Mar, 2010
8.0 GENERAL airfields be checked at the

The procedures outlined in this Chapter planning stage and monitored
shall be used for all PIAC flight operations. during flight if marginal.
The final responsibility for adequate flight
preparation rests with the Captain. 8.0.2.2 Suitable Airport
Additional requirements for ETOPS flights Suitable is a confirmed adequate airport
and flights to remote destinations are given which satisfies ETOPS weather minima
Chapter 16. requirements in terms of ceiling and
visibility with in a validity period. This
8.0.1 Flight Preparation period begins one hour before earliest ETA
Flight preparation consists of: and ends one after latest ETA, cross wind
Collecting and evaluating all forecasts and field conditions should also be
data required to carry out the considered in this validity period.
flight.
Preparation of the Computer
8.0.2.3 ETOPS (Extended Twin
Flight Plan.
Operations)
Filing the ATC flight plan ETOPS is the acronym created by ICAO to
Preparing the fuel indent form.
describe the operation of twin-engined
Acceptance of the aircraft /
aircraft over a route that contains a point
technical status. farther than one hours still air flying time,
8.0.2 Definitions at the approved selected one engine
8.0.2.1 Adequate Airport inoperative cruise speed under ISA
An airport is considered adequate conditions, from an adequate airport.
by operator and agreed with the 8.0.3 Route Planning Principles
national authority based on the aircraft Route selection during flight
performance requirements applicable
preparation shall be based upon
at the expected landing weight.
approved routes or route segments.
Following consideration should be Deviation from a standard routing for
met at the expected time of use: the purpose of sight-seeing in not
Availability of airport. authorized except for specifically
Adequate runways length chartered flight(s).
Over flying and landing
Whenever an operation does not
authorizations. specify a particular route, or for any
Capability of ground
reason it is necessary to deviate from
operational assistance.
an approved route, the following
(ATC, MET, AIS offices, factors shall be considered:
lighting, rescue and fire fighting
The availability of enroute,
category)
terminal and alternate navaids.
At least one let-down navaid Weather conditions and the
must be available for instrument
availability of meteorological
approach.
services
(ILS, VOR, NDB) Diplomatic clearance, over flight
No prevision is made for the
and traffic rights, politically
meteorological conditions that
sensitive areas and special
may prevail at adequate airports, national requirements.
however, good airmanship
The availability of ground
demands that the forecasts for
handling and servicing facilities.
any adequate intermediate
Edition 1 Page 3
Rev: 00
25th Mar, 2010
Terrain to be over flown 8.0.4 Trip Folder

compared to aircraft On reporting at Operations Control the
performance limitations. Flight Crew will be presented with a
Fuel availability. trip folder containing the following
The reliability of available charts documentation:
and maps. Computer flight plan.
Whenever possible, Company flight Meteorological forecast and
operations shall be conducted within charts.
controlled airspace or, if not practical, NOTAMS.
within airspace provided with traffic NOTOC if any.
advisory or similar service. Debriefing Report.
Within the constraints of route Copy of ATC flight plan if
requirements, the flight routing applicable
selected shall be that which will result Any special relevant information
in a minimum cost operation All completed paperwork and forms,
consistent with ATC restrictions, together with any additional
weather conditions and passenger documents received during the flight,
comfort. e.g. fuel receipts, copies of ATC flight
Every flight shall be planned in such a plans filed at outstations must be
way that it will proceed at or above returned to Operations Control in the
MOCA / MORA (i.e. service ceiling flight document envelope upon
equal to or higher than MOCA completion of the flight.
/MORA) of the planned route in case
of one engine failing. This can be 8.0.5 Pre-Flight Planning
achieved by either using drift down Items to be covered by the crew at Pre-
procedures as published in the Flight Briefing include:
respective FCOM or limiting the
takeoff gross weight to meet the 8.0.6 Computer Flight Plan
MOCA / MORA requirement along Check plan for accuracy and validity.
the planned route.
8.0.7 Weather
Additional requirements for 2 engine Actual and expected conditions for
aircraft on non-ETOPS flights takeoff and climb, including runway
An Adequate enroute alternate shall conditions.
be available within 60 minutes flight Enroute significant weather, forecast
time (still air) at normal single engine winds, temperatures, icing, turbulence.
cruise speed. Terminal forecasts for destinations,
en-route alternate and destination
Additional Requirements for 2 Engine alternate airports, and expected
Aircraft on ETOPS Flights conditions at airports along the
A Suitable Enroute Alternate shall be planned route.
available at any point along that part of the
8.0.8 NOTAMs:
planned route that lies within the ETOPS
area of operations as approved for the Check that all required facilities at
specific aircraft type. The ETOPS area is departure, destinations and alternate
defined by single engine cruise speeds in airports are operational.
still air for 120/180 minutes for each Enroute navaids and facilities at en-
specific aircraft type. route airports.
Edition 1 Page 4
Rev: 08
22nd Nov, 2010
8.0.9 Aircraft Technical status and

Performance
To review ATL, MEL/CDL to
determine the airworthiness status of
aircraft and to review and re-
determine any impact on aircraft
performance
Weight and Balance After checking
the load sheet for accuracy it will be
signed by the PIC, indicating its
acceptance.
8.0.10 Fuel
Calculate a fuel load which is
adequate for the proposed flight by
using any credible and safe method.
Use this as a gross error check against
the figure presented on the CFP. Intentionally Left Blank
8.0.11 Flying Crew Instruction

For flights originating from Pakistan
check the latest Circulars (Ops.
Engineering bulletins, route Bulletins,
training and standards Bulletins).
For flights originating outside
Pakistan refer to aircraft library.
8.0.12 Security (Personal documentation)

Check carriage and validity of licences,
Medical and other required documents
including ID and crew membership cards
etc.
Edition 1 Page 5
Rev: 00
25th Mar, 2008
8.1 BRIEFINGS (preferably significant weather charts)

8.1.1 General jet streams and where required the
Briefing in this context means tropopause.
obtaining /disseminating the necessary The documentation provided shall
information for flight preparation cover the flight in respect of time
either in oral or written form. This altitude and geographical extent. This
information shall be made available to includes additionally required routes,
the flight crew , and also for self e.g. routes to alternates and all
briefing at stations where flight airfields required for legal flight
dispatcher is not available, during planning (Enroute alternates as
which the following will be reviewed: required for reduced Reserve
Company briefing. and ETOPS planning). It shall
Met briefing. contain the latest available
Route briefing. information, especially as far as
Technical briefing / aircraft airfield forecasts and actual
acceptance. reports, TREND and runway
reports are concerned.
8.1.1.1 Company Briefing Should a Captain be in any doubt
about any of the information provided
This briefing concerns CFP routing, at the briefing he/she should obtain
bulletins, estimated load data and clarification from the nearest
fuelling. This information will be Meteorological Office.
available in written form but may be
given verbally according to local Interpretation of Weather Forecasts
procedures. For flight planning purposes refer to the
guidelines and detailed information
The Flight Crew shall ensure that the
provided in the Meteorology chapter of
regulations of the FOM, Jeppesen
Jeppesen Airway Manual.
Airway Manual, FCOM, etc. are
applied according to the latest changes 8.1.1.3 Route Briefing
and instructions. All applicable NOTAMS relevant to
8.1.1.2 Meteorological Briefing the intended route and airfields will be
This briefing is enclosed in the presented to the flight crew and shall
briefing folder issued by Operations be reviewed to determine, their affect
Control or outstation handling agents on the intended operation. These
and shall include the following NOTAMS will be part of the briefing
information: folder provided by the Operations
Actual reports forecasts, runway Control or the outstations by the
report and airfield warnings and handling agent(s). If a briefing folder
other information of hazardous is not provided the flight crew shall
weather conditions for the obtain any relevant information from
airfield of departure as well as Air Traffic Services personnel at the
any takeoff alternate airfields. local flight planning office. The route
Forecasts for the destination, briefing also includes preparation or
destination alternate(s) and scrutiny of the ATC flight plan as
appropriate en-route airfields. appropriate.
The latest available synoptic, The company instructions contain
surface and upper air charts. company generated information
Information on any expected affecting PIA operations.
significant en-route weather
Edition 1 Page 6
Rev: 08
22nd Nov, 2010
8.1.1.4 Technical Briefing when the cockpit is sterile except for the
Technical status information of each categories listed and indicated)
Company aircraft is available in
Operations Control. These should be
studied to ensure that there is no Category 1: Routine Interruption
performance penalty, irregularities 1. Door closing
that may compromise the planned 2. Safety announcements & Checks Completed
flight. 3. Cabin hot & cold
After boarding the aircraft, the Category 2: Unusual Occurrence
Captain shall review the previous 1. Sudden illness/ sickness of Pax
maintenance discrepancies and 2. Disorderly pax
corrective actions. He/she shall also 3. Last minute serious cabin defect
check the current list of carry forward Category 3: Emergency Situation
defects and review MEL requirements 1. Cabin fumes/ smoke/ fire
to determine the overall serviceability 2. Any abnormality observed wing or engine area
of the aircraft.
8.1.1.5 Cabin Crew Pre-Flight Briefing
For specific requirements of the Cabin
Crew briefing refer to Chapter 9 on
Communication Procedures.
8.1.1.6 Sterile Cockpit Rule
The flight deck shall be considered sterile
during all flight operations at or below
10,000 feet AGL including ground
operation of the aircraft, and during all
other critical phases of flight as declared by
PIC.
The following protocols shall be followed
during the sterile phase:
All communication & activities on the
flight deck should be limited to those
essential to the operation of the flight.
Interphone shall be used for all
communication between cockpit and
cabin crew.
Headsets and boom mikes shall be
used for all communication with ATC
Remember, below 10,000 ft if its not
directly related to flight safety, its in
violation with the sterile cockpit rule.
SEP manual also covers the sterile cockpit
concept. The following table gives
Guidelines on cockpit interruptions given to
our cabin crew.
(Do not interrupt, enter, knock, call cockpit

on interphone during the period
Edition 1 Page 7
Rev: 00
25th Mar, 2008
8.2 Flight Plans 8.2.3 Selection of Cruising Levels

8.2.1 Requirement Cruising levels will be selected based
Details in the form of a flight Flight on the following factors:
Plan shall be submitted to the Air Distance between departure airfield
Traffic Services Units, prior to and destination.
operating all PIA, IFR/VFR flights Height of terrain over which the flight
including test and training flights, is to operate.
with information relative to an Air Traffic Control and airspace
intended flight or portion of a flight considerations.
requiring air traffic control services. Fuel consumption at a given altitude
A flight plan shall be submitted before or flight level.
departure to the appropriate Wind conditions and resulting wind
designated unit or if communication components at a given altitude or
facility is not available, during flight flight level.
by transmitted to the appropriate air Other meteorological conditions such
traffic unit. as turbulence, icing or thunderstorm
With the exception of training test activity.
and local observation flights, a Aircraft or equipment performance
Computer Flight Plan, (CFP) will capability or limitations.
also be prepared. This CFP is also PIA flights shall maintain a minimum
used as the log for the flight. By buffet margin as a manoeuvring
signing the CFP the Captain Certifies protection against turbulence and
that the flight has been planned in airspeed excursions. The buffet
accordance with the valid regulations margin depends is on type, weight,
and policies as stipulated in the FOM, speed and atmospheric conditions. If
FCOM and Jeppesen Airway Manual no turbulence is anticipated the
And that he/she has performed a following buffet margins are
thorough check of the information. recommended:
B 747- 1.3 (G)
8.2.2 Submission B 777- 1.3G
Copies of ATC Flight plan shall be A 310 - 1.3G
prepared by operation control except B 737 - 1.3 G
when the arrangement has been made Buffet margins vary with cruise Mach
for submission repetitive fight plans to number. Operating at Mach numbers
the Air Traffic Services Unit. significantly faster or slower than the
The ATC Flight Plan will be speed for optimum buffet margin will
submitted to the air traffic services by reduce the actual margin considerably.
operation control or by the outstation Ideally a cruising level should be
agent as appropriate and a copy along selected which will satisfy all flight
with CFP will be presented to the requirements and result in optimum
captain for review and approval. aircraft performance with regard to the
Stations not providing operational above factors. However this is not
control services the flight plans will always possible. A single factor such
be completed by the Captain and the as terrain elevation, wind component
ATC flight plan will be filed by him or aircraft performance limitation
with the nearest ATS facility. may, on a given flight, determine the
Edition 1 Page 8
Rev: 00
25th Mar, 2008
selection of the cruising level but all

factors must be considered.
When planning climb to higher levels
assess if this will result in improved
fuel economy. In headwinds, levels
below optimum may be preferred if
ground speed increases by more than
5kts for each 1000ft below optimum
cruise level.
The altitude or flight level nominated
on the CFP should be used if, after the
above factors have been considered, it
is determined that:-
No significant performance or
fuel economy penalty will result
from its use.
All en-route altitude
requirements are met.
No other factors exist which Intentionally Left Blank
preclude its use or dictate the use
of another altitude or flight level.
Edition 1 Page 9
Rev: 08
22nd Nov, 2010
8.3 SELECTION OF AIRFIELDS 8.3.4 Destination Weather Minima

8.3.1 General For a destination airfield the
Safety is the predominant factor applicable planning minima are as
when selecting destination and published in the Instrument Approach
alternate airfields. The most Charts of Jeppesen Airway Manual
important points to be taking into account airfield conditions
considered are: (un-serviceability according to
Airfield infrastructure (e.g. NOTAMs wind directions and
runways, taxi ways, ramp area, strength etc).
lighting, navigation aids, etc.).
Meteorological situation and 8.3.4.1 Destination forecast below
services. Minima.
Customs and immigration It is PIA policy to plan all flights with
facilities and regulations. at least one destination alternate.
However if the destination airfield is
Rescue and Fire Fighting
forecast to be below the applicable
Curfews
planning minima at the expected time
PPR (prior permission required) of arrival, the flight may be dispatched
Technical Facilities providing two destination alternates
The possibility for onward are filed. The alternate fuel must be
transportation of passengers, sufficient to proceed to the alternate
Cargo and crew. airfield which requires the greater
8.3.2 Minima for Pre-Flight Planning amount of fuel.
The planning according to this
section shall be based on the 8.3.5 Destination Forecast and Alternate
forecast conditions i.e. weather Selection
forecast and airfield condition. Forecast must indicate that weather
Circling minima apply if condition at the planned time of
forecast conditions indicate that arrival will be at or above the
a circling approach will be approach chart minima for the
necessary for landing. expected arrival runway as published
The forecast weather should be in the Jeppesen Airway Manual. It is
at or above the applicable PIA policy to plan a flight with one
planning minima at the expected destination alternate. If the destination
time of arrival or is expected to forecast weather for period of 2 hrs
improve to those minima within of ETA indicates:-
a time period for which - Ceiling 2000 ft or above and
supplementary fuel is carried. - Visibility 5 km or more then:
Only one nearest alternate
8.3.3 Destinations Selection should be nominated. However
A destination is an airfield served by alternate fuel for at least 100 nm
PIA scheduled, charter and special will be carried.
flight. It must be designated as being If the Destination Forecast Wx +
available for such use and are contains 1 hr. of ETA is above its own
in the Jeppesen Airway Manual. Alternate Minima for an
Instrument Approach then only
one Alternate more than 100 nm
away should be nominated.
Edition 1 Page 10
Rev: 08
22nd Nov, 2010
If the weather criteria mentioned Three of Four Engine Aircraft

above are not met then two Not more than a distance equivalent to
Alternates will be nominated. a flight time of two hours at one
Fuel to be carried for the farther engine inoperative cruise speed in still
of the two, one of which must be air in ISA conditions.
more than 100 nm direct NOTE: for takeoff alternate, Enroute
distance away from destination. alternate and destination alternate refer to
ATC chapter of Jeppesen Airway Manual.
8.3.6 Destination Alternate
An alternate aerodrome is an 8.3.8 Alternate Weather Minima
aerodrome to which an aircraft may Company planning minima for
proceed when it becomes either destination alternates will be as per
impossible or inadvisable to proceed the following table unless restricted by
to or to land at the aerodrome of local regulation. Flight crew and flight
intended landing. planning personnel should take into
Any airfield nominated as an alternate account the most probable expected
should be designated as being runway, to be in use when selecting an
available for use, included in the list alternate.
of PIA domestic / international
destinations and alternates prepared Alternate Airport Minima
by Routes & Navigation Section and Type of Approach Application
available in Jeppesen Airway Manual. in Use Planning Minima
The destination alternate(s) is to be Precision Precision
specified in both the CFP and ATC Approach (CAT-II) Approach CAT-I
flight plan. Precision Non Precision
Approach (CAT-I) Approach
8.3.7 Takeoff Alternate Non Precision Non Precision +
A takeoff alternate aerodrome (at or Approach 200ft/1000m
above its own operating minima) shall ceiling at or above
be selected and specified in the MDH
operational flight plan if the weather Circling Approach Circling
conditions at the aerodrome of Note: Once airborne the Approach chart
departure are at or below the Minima of Jeppesen Airway Manual shall
applicable aerodrome operating be applicable.
minima or it would not be possible to
return to the aerodrome of departure 8.3.9 Enroute Alternate/Emergency
for any other reasons. Airport (Non- ETOPS)
The takeoff alternate aerodrome shall ICAO Regulations dictate that an airport
be located within the following should be designated for flights over high
distance from the aerodrome of terrain, where for performance or oxygen
departure: requirements, an en-route landing can be
Two Engine Aircraft safely made. For planning purposes the
Not more than a distance equivalent to Weather Minima of an Enroute Alternate/
a flight time of one hour at the single Emergency Airport shall be as per
engine cruise speed in still air in ISA Alternate Airport Minima above.
conditions. A company list of en route emergency
airports is available in the Jeppesen.
Edition 1 Page 11
Rev: 08
22nd Nov, 2010
8.3.10 In Flight Considerations In case of emergency or situation

If required the destination and/or where the Pilot-in-Command has to
alternate may be re-nominated during land as soon as possible or land at the
flight, taking into account the fuel nearest suitable airport, he/she shall
remaining, the latest meteorological take whatever action is deemed to be
information and/or other operational necessary taking into account the
considerations. urgency of situation.
Alternate: Published one engine out ANY OTHER SUITABLE AIRPORT
Minima shall only be considered if The company or its agent, if
higher that the applicable alternate contactable, should be informed of the
planning minima. diversion, reason of diversion and the
Takeoff alternate: Published one intended alternate aerodrome.
engine out minima shall only be However, if they recommend a
considered if higher than the different airport, then, conditions
applicable takeoff alternate planning permitting, diversion be made to the
minima. recommended airport.
8.3.11 Published One Engine out Minima
In any case where a one-engine-out 8.3.14 Runway Requirements
Minima is published on the approach It is PIA policy to plan with
chart for destination or alternate, pre- anticipated runway conditions, i.e. to
flight planning is affected as follows: apply FCOM corrections for wet
Destination: Normal all engines runway conditions in the pre-flight
minima apply, i.e. one engine out planning if the weather forecast for
Minima to be disregarded. destination or alternate indicates this
to be necessary. Further corrections
8.3.12 Aircraft approach category due to runway contamination when
For planning purposes, aircraft approach appropriate will be applied.
category for straight-in and circling The Met and Route briefings shall
approaches are as follows: include the runway reports (METAR,
Aircraft Type Straight In Circling SNOWTAM etc) where available.
B747-200/300 CAT D CAT D Performance penalties are stipulated
B777-200ER CAT C CAT D in the FCOM for operation under:
B777-200LR CAT C CAT D Wet runway conditions.
B777-300ER CAT D CAT D Contaminated runway
A-310-300 CAT C CAT C conditions.
B737-300 CAT C CAT C The Captain/ Flight Engineer shall
ATR42-500 CAT B CAT B ascertain that actual takeoffs and
landings are safe with regard to
8.3.13 In Flight Diversion to Alternate runway conditions (water, slush,
Aerodrome snow, ice braking action, and
Whenever a diversion is necessary the crosswind). In critical cases the latest
following should be considered: runway surface conditions and the
Irrespective of the alternate airport availability of the visual guidance
designated in the ATC flight plan, elements (runway markings and
conditions permitting, the flight may lighting) may be obtained from ATC.
be diverted, in order of preference, to:
The Next Destination,
Company preferred alternate
Edition 1 Page 12
Rev: 00
25th Mar, 2008
8.3.15 Pavement Strength

Flight Crew should be aware that all
destinations and alternate aerodromes
nominated in the List of PIA
Destination and Alternates provided
in Jeppesen Route Manual or any
company produced CFPs meet the
load bearing specification of the
particular aircraft type operated to that
airfield.
In case of emergency captains shall
take whatever action is deemed to be
necessary taking into account the
urgency to the situation.
8.3.16 Rescue & Fire Fighting Categories
The following RFF (Rescue & Fire
Fighting) categories are desired for
PIA operations.
Departure and Destination Categories

Aircraft Type Aircraft Category
B-747 9 Intentionally Left Blank
B-777-200ER 9
B-777-200LR 9
B-777-300ER 9
A-310 8
B-737 6
ATR 42-500 4
Destination Alternate Categories

Aircraft RFF Category
B-747 8
B-777-200ER 8
B-777-200LR 8
B-777-300ER 8
A-310 7
B-737 5
ATR 42-500 3
ETOPS Alternate Categories

Aircraft RFF Category
B777-200 ER 4
B777-200 LR 4
B777-300 ER 4
A310 4
Flight Operations Manual (Par- A) Chapter 9
Edition 1 Page 1
Rev: 08
Pakistan International COMMUNCATION
22nd Nov, 2010
CHAPTER 9 COMMUNICATION
TABLE OF CONTENTS
9.0 Flight Crew Members
9.0.1General.. 2
9.0.2 Standard Calls . 2
9.0.3 FCU/MCP,AP Selection.. 2
9.0.4 Transfer of Controls & Radio Monitoring.. 2-3
9.0.5 Climb and Descent.. 3
9.0.6 Deviation During Approach 3
9.0.7 Non Standard... 4
9.1 Flight Crew to Cabin Crew
9.1.1General .... 5
9.1.2 Pre-flight Briefing.... 5
9.1.3 Use of the Interphone .. 5
9.1.3.1 Flight Deck to Cabin.... 5
9.1.3.2 Cabin to Flight Deck 5
9.1.4 Adverse Weather..... 5-6
9.2 Flight Crew to ATC
9.2.1 Monitoring.. 7
9.2.2 Standard Procedures... 7
9.2.3 Altitude Awareness/Altimetry. 7
9.2.4 VHF Selections.... 7-8
9.2.5 Wearing of Headsets.............. 8
9.3 Flight Crew to Company
9.3.1 General Policy .. 9
9.3.2 Use of Communication Equipment ... 9
9.3.2.1 ACARS... 9
9.3.2.2 HF Radio. 10
9.3.2.3 SATCOM 10
9.3.3 Required reports.. 10
9.3.3.1 Push Back and Punctuality.. 10
9.3.3.2 Departure Reports.... 10-11
9.3.3.3 En-route Delay reports... 11
9.3.3.4 Abnormal Situation Reports.... 11
9.3.3.5 Arrival Reports.... 11
9.3.4 Outstations.. 11
9.4 Flight Crew to Passengers
9.4.1General. 12
9.4.2 Responsibility for Information........ 12
9.4.3 Co-ordination 12
9.4.4 Presentation of Information.. 12-13
9.4.5 Procedures for normal operations... 13
9.4.6 Procedures for Off-Schedule Operations. 13-14
9.4.7 Briefing of Passengers in an Emergency. 14
Edition 1 Page 2
COMMUNICATION Rev: 08
9.0 Flight Crew Members call or delay it to an appropriate quiet

9.0.1 General period.
For all types of communication within 9.0.3 FCU/MCP, AP Selections
PIA, English is the designated Manual flying
common language. When flying manually, FCU/MCP &
All flight crew members shall use FMS changes should be called for by
English for communication: the PF and actioned by the PM. ATC
On the flight deck during line instructions regarding heading and
operations. altitude should be set by the PM and
With cabin crew during line confirmed by the PF.
operations Autopilot engaged
During all training and When flying on autopilot, PF makes
evaluation activities. FCU/MCP changes. The PF should
Communication is vital for any flight advise the PM prior to disengaging
crew. Assertive standardized autopilot(s).
communication produces a system FMA Calls should be made as per the
where repeated interchange of crew SOP and FCOM of the related aircraft
members is possible without type.
compromising operational safety. When a navigation aid is tuned, it
Flight crews shall communicate by should be identified and announced to
speaking clearly and using standard the other crew member.
terminology. 9.0.4 Transfer of Controls & Radio
Any time a crew member makes an Monitoring
adjustment or change to any The transfer of control between pilots
information or equipment on the flight is intended to result in a complete role
deck, he/she will advise the other crew reversal of PF and PM duties. The
member of his intentions or actions pilot receiving control relinquishes
and receive an acknowledgement. Radio Communication responsibility
This includes items such as FMS to the other pilot (unless otherwise
alterations, changes in speed, tuning stated), and assumes all duties
navigation radios, flight plan associated with the PF. In a situation
deviations, selecting such systems as where one pilot is leaving his seat, the
anti-ice , economy flow etc. remaining pilot shall be responsible
All calls will be made and for the Radio Communication
acknowledged as specified in the During flight when a pilot transfers
SOPs. Proper adherence is required control of the aircraft or leaves the
to provide early detection of crew flight deck, for physiological or any
member incapacitation during critical other requirement a minimum of one
phases of flight. pilot continuously maintain:
9.0.2 Standard Calls Unobstructed access to the flight
For standard calls to be effective they controls
should be given at the correct time. Failure Alertness and situational awareness
to make a call at the correct time does not One cabin crew to be deputed in
mean that it should be omitted. At busy the cockpit to observe alertness of
times it may be convenient to anticipate a the other pilot on long haul flights.
Edition 1 Page 3
There must be no confusion as to cleared the PM will call 1000ft to

which pilot is in control of the aircraft. go the altitude or flight level passing
The pilot handing over control to the and the target altitude or level (E.g.
other pilot will say Flight level three two zero for flight
You have the controls level three, three, zero).
And the pilot receiving control will Transition LVL will be called by
say the PM when passing the published
I have the controls transition level during the descent.
Similarly transfer of radio monitoring If the PM has neglected either of these
responsibility should be called / altitude calls; the PF shall make the
acknowledged by : call.
You have the radio. / I have the radio. 9.0.6 Deviations During Approach
Flight crew member is only permitted In addition to standard calls, the PM
to leave the flight deck duty station for will callout the following deviations :
a minimum time during flight in the
performance of duty or to meet the If at any time
physiological needs. Speed: deviation exceeds + 10/-5
Kts.
9.0.5 Climb & Descent
During climb and descent, any time a If- descent rate below
pilot adjusts the subscale of his 3,000 ft AGL exceeds
altimeter to STD, to QNH, or to 2.000 ft/min or
Sink Rate:
amended QNH, he/she will announce Descent rate below
it and crosscheck that the other pilot 1,000 ft AGL exceeds
has also made the required change. 1,000 ft/ min
TRANSITION ALT will be called
by the PM when passing the published If at any time bank angle
transition altitude during the climb. exceeds 30 degrees or 7
On receipt of a new assigned Bank: degrees once established
altitude/level, the appropriate pilot In approach.
will insert it on the FCU/MCP where
applicable. The PF will call .. Any deviation beyond
(altitude/level) SET tolerances from any
Altitude:
altitude specified for the
Whenever an aircraft commences a
procedure.
climb or descent the PF shall call
Leaving _ _ Localizer/ Any deviation from the
_climbing/descending***(E.g. leaving Glide-slope approach path.
six thousand feet climbing flight level
two one zero.)
If During A Climb or descent an Additionally the PM shall alert the PF
aircraft is selected to a new Altitude/ should any of the following occur:
Flight Level, the crew shall call Deviation from the required aircraft
Leaving _ _ _ for _ _ " ***. configuration.
At 1,000feet below or above the Any instrument malfunction directly
altitude to which the flight has been relating to the approach and landing.
Edition 1 Page 4
9.0.7 Non-Standard
If the PF determines that a non standard
action would be more appropriate for a
given situation, he/she shall preface this
with the statement Non Standard.
Edition 1 Page 5
9.1 Flight Crew to Cabin Crew communicated to permit necessary

9.1.1 General adjustments to the service plan.
Communication between crew The purser will ensure that the
members must be as easy as possible reports to the flight crew will not
using official terminology. All crew interfere with a cockpit briefing etc.
members should be actively
encouraged to use all available and 9.1.3 Use of the Interphone
suitable means of communication as 9.1.3.1 Flight Deck to Cabin
dictated by any given situation, and Flight crew are advised that preferred
limitations on the use of any particular communication shall be the use of
form of communications should be as interphone in their Pre-Flight and
a result of operational necessity only. during flight briefings and
Cabin crew members should be communication with the cabin crew.
encouraged to communicate freely Flight crew shall use the interphone to
with the flight crew, especially if communicate/call any or all cabin
safety is thought to be at risk, and crew members at any stage.
should be free to use any available
means. 9.1.3.2 Cabin to Flight Deck
Prior to switching OFF the seat belt
9.1.2 Pre-Flight Briefing sign or at 10,0000ft AGL on
Flight crews are required to give a departure, and below 10,000 AGL on
pre-flight briefing to the cabin crew arrival, the use of the interphone
on every flight, preferably on ground should be restricted to reports
or on board the aircraft. concerning flight safety, because of
The suggested contents of the briefing the high flight deck workload during
are : take-off and landing.
Introduction of crew At other times, the interphone may be
Estimated taxi time used for communication, especially
Flight time when passenger comfort and safety
Cruising altitude can be improved.
Enroute weather The purser, or the cabin staff member,
Anticipated turbulence shall report to the flight deck in
Routing answer to the called station.
Destination weather
Emergency procedures 9.1.4 Adverse Weather
Security Code In event of expected adverse weather
Special instructions during flight the senior pursor or
Additionally, the Captain shall also senior cabin crew will be briefed in
brief the cabin crew about any advance by the Flight Crew. Cabin
special condition which may crew must remain seated until
influence efficient passenger specifically cleared. In the event of
service. unexpected turbulence after take-off, a
Significant changes in these PA announcement must be made for
forecast conditions shall be passengers/cabin crew.
Edition 1 Page 6
Cabin crew to refer to SEP Manual

(relevant paragraphs) for their own
expected turbulence announcements.
All flight briefings should reflect the
need for unfettered communication,
and promote a culture of openness on
operational matters with as few
impediments as possible. It must be
impressed on all crew members that
each of us carries and shares
responsibility for flight safety.
Edition 1 Page 7
9.2 Flight Crew To ATC reported immediately they become

9.2.1 Monitoring obvious.
Both pilots will maintain a listening Whenever any doubt arises, request
watch on the appropriate ATC clarification from the ATC unit
frequency. When a requirement exists
for a pilot to monitor an alternative 9.2.3 Altitude Awareness/Altimetry
frequency he/she will notify the other Procedures
pilot both on leaving and returning to All calls to ATC for altitude will
the ATC frequency. include the term feet, meters or flight
Communication shall normally be level as appropriate. A clear
handled by the PM according to destination shall be made between the
standard radio-telephone procedures. terms flight level and Altitude
The PM will normally maintain two- when reading back clearances and
way communication with ATC and position reporting.
monitor en-route weather frequencies. Flight Crew shall ensure altitude
The PF at all times will monitor two- awareness during all phases of flight
way communication with ATC. through the:
a. Use of verbal flight crew altitude
9.2.2 Standard Procedures callouts
Within the PIA network, ATC b. Use of procedures for altitude
personnel have a varying command of deviations
English and flight crews should c. Use of procedures related to
adhere to standard phraseology. altitude clearance , acceptance
During R/T transmissions, PIA call and read back
signs will be in the standard form, for d. Reporting of cleared flight level
example Pakistan 302. on first contact with ATC unless
Both pilots shall monitor and confirm specifically requested not to do
ATC clearances especially in terminal so by ATC.
areas, whenever heading, altitude, 9.2.4 VHF Selections
level, frequency or routing is changed, VHF 1 shall normally be used for all ATC
communications. VHF 2 will normally be
in high terrain areas, and during used to monitor guard frequency 121.5
ground operation that specifically MHz, except during periods of VHF
involve runway hold short communication on other channels or due to
instructions. duties or equipment limitations. The
Every ATC clearance shall be read appropriate common frequency, e.g. 123.45
back by the PM and confirmed by the MHz, shall be selected as a backup on VHF
2, or on VHF 3, if available.
PF prior to acting on the clearance.
On B-777 VHF-L shall be used for ATC
Departure and airways clearances communications, VHF-R for Guard
shall be recorded by the PM on the Frequency/ATIS/Air to Air
CFP. Communication/ Company Frequency.
Any intended deviation from VHF-C shall be kept on DATA.
previously received clearances will be Each VHF set is equipped with a
requested beforehand from ATC. change-over switch allowing ON-
Unintended deviations must be SIDE operation and OFF-SIDE
standby. When frequency changes are
required, the new frequency is to be
Edition 1 Page 8
set on the OFFSIDE prior to member station. If a headset should

operating the change over switch, become unserviceable, the headset
thereby leaving the previous from an observer station may be used,
frequency available should it be but this station will then be considered
needed. unusable for training, check or other
Where sequential frequencies are operational use.
known, they may be selected in Personal headsets/boom microphones
advance on the OFF-SIDE after are acceptable provided they comply
contact has been established on the with the applicable company
ON-SIDE. specifications. If it cannot be
The PM is required to closely monitor established that a headset conforms to
the VHF selections to avoid loss of these standards, PIA Engineering shall
radio contact due to inadvertent be consulted for remedy.
operation of the change over switch.
ATC must always be advised
whenever a relevant part of the
communication equipment fails or
becomes unreliable.
The ATC transponder shall be
operated according to instructions
received by relevant ATC or as
published in the Jeppesen Airway
Manual, the altitude reporting mode
selector switch will be left in the
ON position at all time, except at
the request of ATC.
9.2.5 Wearing of Headsets Intentionally Left Blank

Headsets and boom microphones are
to be used for all flight phases with
the exception of cruise subject to the
following:
Whenever a headset is in use, the
corresponding loud speaker
should be turned OFF.
Whenever a headset is removed
ensure the speaker is ON and
interphone switch is OFF.
During cruise when HF is in use,
the headset should be used.
It is recommended that the PM avoids
using the transmit switch on his
control wheel whenever the aircraft is
manually flown by the PF.
PIA engineering will provide a
serviceable headset at each flight crew
Edition 1 Page 9
9.3 Flight Crew to Company (PIAC) Procedure for situation room functions
9.3.1 General Policy relevant to flight crew are detailed in
Company radio frequencies shall be the situation room manual.
used to the maximum possible extent PIA Engineering monitors the PIA
for coordination: Karachi Operations Control VHF
To provide operational and frequency and can be accessed using
technical assistance. the call sign Line 1 or Line 2 (as
To avoid unnecessary delays applicable) should technical assistance
resulting from problems in be required.
flight. All PIA company frequencies.
To consider and arrange for Handling frequencies and HF service
passenger convenience. etc. providers can be found in the Flight
Dispatch Manual.
As soon as the Captain considers any
development concerning a particular
9.3.2 Use of Communication Equipment
flight is not in accordance with normal
Crews shall use the communication
operation (e.g. technical mishaps,
equipment subject to the following
significant ground or in-flight delays,
guidelines:
weather deterioration at designation.
Intermediate or alternate airport (s) or
9.3.2.1 ACARS
enroute), he/she should inform
operations control/flight dispatch or ACARS is to be used for departure
the outstation representative of such report and enroute reports.
developments and, at the same time, ACARS should only be used to gather
may request assistance. weather data if it is not available
through other means e.g., VOLMET,
Maintaining communication channels
and then only if the destination
with PIA flights. Communication can
weather was forecast to be at or below
be achieved by means of:-
the higher of CAT 1 or applicable
VHF radio
landing minima at the time of arrival.
ACARS
It is not necessary to update an
HF radio
ETOPS alternate forecast.
Sat Com (B-777)
ACARS should only be used to pass
Any other suitable means.
IFS requests in the event of a medical
Communication should be attempted
emergency occurring during the flight.
using the equipment according to the
Routine requests for wheelchairs are
priority above, subject to the
passed by other company
qualifications under Use of
communication channels.
communication equipment shown
Utilize ACARS to provide as early
below.
advice as possible to maintenance
It is important to advise operationally
control of any additional technical
significant events. Examples would be
problems that have occurred since
imminent diversion or protracted
dispatch.
holding, or any event which will
ACARS equipped aircraft will
impact on subsequent schedules or
dispense with SELCAL checks
required special action by base staff.
unless the aircraft is dispatched
with an unserviceable ACARS.
Edition 1 Page 10
9.3.2.2 HF Radio Phone patches can be arranged

The route manual indicates the current through any commercial HF facility,
primary and secondary HF service but use should be restricted to
provider. essential messages.
At the commencement of the cruise In abnormal situations use of phone
phase, select an appropriate HF patch facilities to either Operations
frequency for monitoring the company Control or Engineering in Karachi
nominated HF service provider for: should be made as appropriate.
Any flight not in continuous
VHF contact with ground 9.3.2.3 SATCOM
stations. Satcom charges are expensive and should
Any flight of more than two therefore only be used for communication
hours duration. when other means have been unsuccessful.
Additionally for flights that have no
serviceable ACARS, a call to the 9.3.3 Required Reports
company nominated primary HF 9.3.1 Push-Back and Punctuality
service provider is to be made for The Captain will mention on the de-
flight watch purposes. The following brief report the departure delay times
information shall be passed: and reasons in consultation with
Call sign. ground staff prior to push back. This
Departure and destination information will be part of the regular
airfields. departure message.
Time that aircraft will cease It is the responsibility of the Flight
flight watch monitoring. Control duty manager to compare the
SELCAL case. delay reasons given by the de-brief
A satisfactory SELCAL check should report and the departure message and
be obtained and a SELCAL watch to examine the circumstances in more
maintained until the time given. On detail whenever there is any
short return flights, where the significant discrepancy between the
applicable HF frequency is not likely two accounts.
to change, only one call need be made
for both sectors. 9.3.2 Departure Reports
During longer duties, where changing Communications with the company
propagation conditions may mean that will be carried out at the Captains
the optimum frequency changes, a discretion. Such communications shall
further SELCAL check should not be made until the flight is above
considered. 10,000 feet MSL and outside the
If contact with primary HF service TMA.
provider is not possible, a SELCAL Above 10,000 ft the PM/Flight
watch should be maintained with a Engineer shall contact company
secondary HF service provider. In this designated frequency and notify :
case, request that Karachi operations Blocks Off time
control be alerted by telex that you are Airborne time
maintaining flight watch with the ETA
particular service provider. Any special messages
Edition 1 Page 11
Acutal Zero Fuel Weight 9.3.6 Outstations

The reason for any delayed The Operations Manager or Station
departure Manager (in case Operations Manager
Flight Crew are requested to advise is not posted at that station) shall keep
Engineering of any un-serviceability the Captain informed of any possible
which occurred during departure from irregularities with ground handling
Karachi and which is likely to affect and should request his decision on all
subsequent sectors. Such timely problems which may influence flight
advice will facilitate the arrangement safety, the schedule and the workload
of the necessary engineering support of the aircraft flight crew.
at outstations. The traffic agent shall supply the
In flight, communications with ATC Captain with the latest estimated zero
units and monitoring of the Guard fuel weight when available.
frequency 121.5 MHz, shall take
precedence over company
communications at all times.
9.3.3 Enroute Delay Reports

If unable to advise company/ground
handling at departure airport of departure
details, or if ETA changes by more than 30
minutes. Due to an en-route delay, pass
these to Karachi Operations Control.
9.3.4 Abnormal Situation Reports

Any un-serviceability that occurs en-route
and is likely to affect the dispatch of the
aircraft from the next station should be
reported to PIA engineering/operations
control at the earliest opportunity.
9.3.5 Arrival Reports

Flight Crew are also reminded to
report aircraft technical status for
further service when within VHF
range and inbound to Karachi.
The PM/Flgiht Engineer will contact
company/ ground handling at
destination when within VHF range
and advise :
ETA.
Special passenger handling
requirements as requested by
purser.
Aircraft serviceability and
operational requirements.
Edition 1 Page 12
9.4 Flight Crew to Passengers announcements during night or while

9.4.1 General movies are being shown.
It is the Captains responsibility to maintain Whenever delays or irregularities
contact with the passengers in order to occur, the flight crew maybe busy
ascertain that they receive the best service with the operational or technical
possible and are kept informed about details handling of the situation. Therefore, if
of the flight and deviations from normal a delay or irregularity becomes
operations. The Public Address System obvious e.g. if the aircraft is returning
(PA) is a very effective service tool. Full to the tarmac or has discontinued its
use should be made of the PA within the takeoff and is back at taxi speed or
guidelines set out below whenever flight prepares for landing shortly after take-
deck workload permits, to promote greater off, the purser shall contact the flight
confidence in PIA service. For all public crew on his/her own initiative to seek
address messages primarily intended for the information on the details of the
passengers, the Flight Deck loud speakers irregularity so as to be able to advise
should be off and the flight deck door the passengers accordingly if required
closed. by the Captain.
9.4.2 Responsibility for Information 9.4.4 Presentation of Information

As long as the doors are still open, it When using PA system, the following
is the duty of ground staff to inform rules may be helpful:
the Captain about delays exceeding 5 Introduce yourself before the
minutes. The Captain in turn will first announcement.
provide appropriate information for Stick to the facts, use direct and
the passengers, either personally or simple expressions and well
via the purser. known geographical names for
In case of delayed boarding, position reports.
information should be sought from the Do not use technical terms
ground staff as to announcements which the passengers might not
already made to the passengers (e.g. understand.
reason for delay). Avoid expressions like Going
As soon as the doors are closed, it is Down or Final Approach that
the full responsibility of the Captain might make nervous passengers
or the designated crew member to even more anxious.
inform passengers about all Be cautious in using humour,
substantial irregularities, such as passengers might disagree on
departure or approach delay, technical what is funny.
troubles, go-around etc. Avoid expressing opinions.
Passenger announcements should be
9.4.3 Co-ordination made in positive manner as far as
Announcements should be co- possible. Expressions which could
ordinated with the purser in order to alarm the passengers, such as Bad
avoid duplication of information. Care Weather, Heavy Turbulence, etc,
must be taken not to disturb should be avoided when forecasting
passengers with routine weather conditions.
Edition 1 Page 13
At STD, if the aircraft is delayed more The closing announcements should be

than 5 minutes (give reasons for the made when the destination actual
delay and approximate duration). A weather report has been received and
delay shall not be mentioned the traffic situation at the landing
repeatedly. After one announcement airfield can be better judged as to
and one apology, further information possible arrival delays, etc. This
should refer to Remaining Flight announcement should be given close
Time or ETA only. The Captain to the top of decent once it has been
should automatically include an established that the in flight
apology in the welcome speech if the entertainment system has been
flight is delayed substantially. switched off. Co-ordination with the
In addition to advice of any delays, purser is recommended if the Captains
routine announcements from the flight address is to be made at the optimum
deck should be restricted to the moment.
introductory welcoming and farewell
addresses. 9.4.6 Procedure for Off-Schedule
Other than this, announcements from Operation
the flight deck during cruise should be Suitable information should, if
restricted to those relating to en route possible be transmitted before
flight information, progress passengers start impatient inquiries,
,emergency or abnormal situations, or but not before a sound explanation of
when turbulence is encountered. the circumstances can be given.
Information should be based on the
9.4.5 Procedures for Normal Operation following principles.
The Captain should introduce himself, Reasonable and realistic
then his first officer by name. At the statement of the duration of
end of the initial welcome, the purser delay.
should also be introduced by name. Once a definite time has been
Having spoken to the passengers, the given this time should not be
Captain may, if he/she wishes, extended further without
handover responsibility for the informing the passengers
remainder of the announcement to the accordingly.
First Officer. If no time statement can be
Information should be provided about made, the passenger should be
the flight plan, weather en route and told so.
any other information deemed In case of prolonged delay, the
necessary. Captain should inform the passengers
Subsequent announcements, if via the Purser of all arrangements
appropriate, should state additional which concern them in such a way
en-route information, e.g. flight that absolutely no misunderstanding
progress, points of special interests, between the flight and cabin crew, and
leaving and reaching coastlines on passengers will arise.
ocean flights, etc. These During extended ground stays in case
announcements shall normally also be of irregularities, personal contact
made in IMC. between the crew and passengers may
assist in handling the situation. It is of
Edition 1 Page 14
great importance that the Captain and

station personnel are always aware of
each others whereabouts and those of
all crew members.
Changes to departure time should be
transmitted to these groups as soon as
practicable by the station personnel.
When a diversion becomes necessary,
passengers shall be informed as soon
as possible and be advised that their
onward transportation or
accommodation will be arranged by
ground personnel.
9.4.7 Briefing of Passengers in an

Emergency
Proper briefing of passengers is most
important to prevent shock or panic. It
is of special importance that the
Captain should perform the
passengers briefing personally. He/she
shall explain the situation in a calm, Intentionally Left Blank
professional manner. The intent is to
instil confidence in the passengers that
the crew members know exactly what
they are doing. The briefing should
include instructions as appropriate
depending on the circumstances.
Only when conditions prevent the
Captain from informing the
passengers him/herself he/she may
designate and brief another crew
member to give this passenger
briefing.
Flight Operations Manual (Par-A) Chapter10
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SAFETY AND SECURITY
CHAPTER 10: SAFETY AND SECURITY

TABLE OF CONTENTS
10.0 General Crime On Board

10.0.1 Purpose...... 3
10.0.2 Definitions.... 3
10.0.2.1 Security.. 3
10.0.2.2 Crime on Board .. 3
10.0.2.3 Sabotage. 3
10.0.2.4 Bomb Threat or Hoax 3
10.0.3 Crime on Board.. 3
10.0.3.1 Policy.. 3
10.0.3.2 Reporting... 3-4
10.1 Aircraft & Crew Security
10.1.1 Reporting of Damage 5
10.1.2 Safeguarding of Aircraft and Load.. 5
10.1.3 Attempted breaches of Security and local authorities. 5
10.1.4 Regulatory Authority Inspector Random Inspections.. 5
10.1.5 Crew Security on Layovers.. 5
10.1.5.1 Crew Baggage. 5-6
10.1.6 Assault by Passengers on Crew Members 6
10.2 Prevention of Sabotage and Hijacking
10.2.1 Measure.. 7
10.3 Sabotage / Bomb Threats General .. 8
10.3.1 Introduction Threat Assessment.. 8
10.4 Sabotage / Bomb Threats On Ground
10.4.1 Red Warning Basic Procedure On Ground, Parked at Gate 9
10.4.2 Red Warning Basic Procedures On Ground Taxiing.. 9
10.5 Sabotage / Bomb Threats In Flights
10.5.1 Red Warning Basic Procedure In Flight . 10
10.5.2 Suspicious Article Discovered in-Flight Cabin Crew Actions 10-11
10.5.3 Suspicious Article Discovered in-Flight Flight Crew Actions 11-12
10.5.4 Suspicious Activity or Security Breach in the Cabin.. 12
10.6 Hijacking
10.6.1 Policy 13
10.6.2 General Guidelines 13-14
10.6.3 Communication Procedures. 15
10.6.4 Flight Crew Actions. 15
10.6.5 Cabin Crew Actions.. 15
10.7 Notification of Aircraft Accident and Incidents
10.7.1 Definitions 16
10.7.1.1 Aircraft Accident 16
10.7.1.2 Aircraft Incident. 16
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SAFETY AND SECURITY
10.7.1.3 Fatal Injury. 16

10.7.1.4 Serious Injury. 16
10.7.1.5 Substantial Damage.. 16
10.7.2 Immediate Notification 16-17
10.7.3 Preservation of Aircraft Wreckage, Mail, Baggage, Cargo and records 17
10.8 Required Reports
10.8.1 Penalty free Reporting of Occurrences or Incident. 18
10.8.2 Reporting. 18-19
10.9 Withdrawal From Flying Duties... 20
Flight Operations Manual (Part-A) Chapter10
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Rev: 08
Pakistan International SAFETY AND SECURITY
22nd Nov, 2010
10.0 GENERAL CRIME ON BOARD knowledge that a dangerous device, such as

10.0.1Purpose a bomb, has been or is about to be placed in
This chapter is intended to provide an aircraft.
crew with useful information relevant
to safety and security measure on 10.0.2.5 Hijacking
board PIA aircraft. It shall also stress Hijacking is an act of aggression where the
that constant vigilance with respect to Captain is forced, by threat of violent
security is necessary by all flight and reprisal, to relinquish his authority as
cabin crew members. commander of an aircraft.
Focus of safety and security training is
to ensure that flight crew shall 10.0.3 Crime on Board
maintain control of the flight deck in 10.0.3.1 Policy
all situations that can jeopardize the If a crime is committed on board
safety and security of flight. between doors closed and doors
More detailed regulations pertaining opened the Captain is responsible for
to security are laid down in the PIA ensuring that action is taken for the
safety of passengers and aircraft to
Security Manual.
protect lives and aircraft, and for
safeguarding the necessary evidence.
10.0.2 Definitions In urgent cases, the captain may
10.0.2.1 Security arrange a preliminary inquiry until
Security is the term used in conjunction official personnel take control. Should
with legislation, regulations, programs, he/she consider it necessary, the
staff, equipment, devices measure and Captain may start a search of clothes
procedures required to safeguard the assets and belonging to safeguard pieces of
of an organization. It is used in reference to evidence.
all aspects of protecting international civil
If there is any special risk, the Captain
aviation against unlawful acts and unwanted
has the authority to order detention of
interference.
any person suspicious of having
committed an offence. He/she must
10.0.2.2 Crime on board (on ground and in
hand over the suspect together with
flight)
any evidence to the law enforcement
Crime on board whether on ground or in-
authorities at the destination. Written
flight is an infringement of law committed
reports by the Captain and any witness
on board an aircraft.
Performa must be submitted to the
authorities as soon as possible. He/she
10.0.2.3 Sabotage
must also advise Flight Dispatch as
Sabotage is an act or a deliberate omission,
soon as possible if away from
intended to cause malicious or wanton
Pakistan, and complete a Captains
destruction of property, endangering or
Special Repot giving all relevant
resulting in unlawful interference with civil
details at the completion of the flight.
aviation and its facilities.
The captain may perform an
unscheduled landing due to security
situation on board
10.0.2.4 Bomb Threat or Hoax
A bomb threat or hoax is a warning given
by an anonymous informant pretending
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SAFETY AND SECURITY
10.0.3.2 Reporting
The Captain shall notify the next
landing place authorities in advance if
he/she considers a crime has been
committed on board the aircraft. After
landing, he/she must report the case to
the local police authorities and other
agencies in coordination with the
Station Manager.
On return to Pakistan, the Captain
shall forward Captains Special
Report giving details of the actions
taken. This report will be forwarded to
the company Legal Department for
transmission to the authorities.
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SAFETY AND SECURITY
10.1 AIRCRAFT & CREW SECURITY turnarounds, and not hesitate to

10.1.1 Reporting of Damage question any person who is not
Any Crew member noticing damage wearing an identity pass or to report
to any aircraft equipment or goods on to the Captain any suspicious person
board should report his / her or an item.
observation to the Captain or the
responsible ground agent as soon as 10.1.4 Regulatory Authority Inspector
practicable, and before leaving the Random Inspections
ramp at the station where the damage Any regulatory authority inspector
has first been observed. If this is not may carry out random periodic spot
possible the ground personnel at the checks on carriers operating through
next station should be informed. their Airports. All crew members are
If such damage cannot be immediately to be aware of the possibility that
reported, a Captain Special Report these personnel may attempt to gain
should be submitted, giving full access to the aircraft without
details of the circumstances. production or display of an ID card. A
possible motive for this action is to
10.1.2 Safeguarding of Aircraft and Load place objects of questionable nature
The designated Station Manager is on board in order to assess the
responsible for the safety and the security-mindedness of Air Crew.
safeguarding of aircraft, passengers If an aircraft is subjected to
and cargo from the time that the inspections in this way, the occurrence
aircraft doors are opened until they are should be noted on the Captains
closed again. Debrief Report.
At outstation where insufficient
ground staff are available to fulfill this 10.1.5 Crew Security during Layovers
commitment, close co-operation 10.1.5.1 Crew Baggage
between the Captain and Station At the PIA Operations Centre, crew
Manager will be necessary to ensure baggage may be left in the designated
that the necessary steps are taken to area. The baggage area inside Karachi
prevent any unwarranted persons Operations Control is considered to be
entering the aircraft or associating a safe area. However this may not be
with any activities in close proximity the case at other airports or outstation
to the aircraft. On turnaround flights hotels where the baggage must be
and during transit stops at least one supervised at all times.
crew member should remain on board The continuous supervision of
to monitor ground staff activity. individual baggage is the
responsibility of every crew member.
10.1.3 Attempted breaches of security by Baggage should be locked at all times
local authorities and always be under the supervision
At some outstations State of the owner or member of the crew
organizations responsible for security delegated to perform these tasks. This
may attempt to get personnel or items includes the time the baggage is being
on board aircraft to evaluate crew transported to the airport, up until it is
alertness. Crew members should handed over the ground staff.
monitor all movement and activities When collective transportation is
of ground personnel during arranged, the Purser will delegate a
Edition 1 Page 6
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SAFETY AND SECURITY
crew member to coordinate with Police/Security to meet the

ground personnel in order to ensure aircraft on arrival.
that crew baggage is not left Refer the matter to
unattended at any time in an insecure Police/Security who will meet
area, including when checking in or the aircraft.
out of the hotel. The intention of this If the Police/Security authorities
precaution is to prevent interference do wish to take legal action
with baggage in any way. against the offender, Flight
When due to political unrest, a curfew Crew/Cabin Attendant desiring
is imposed in a country or city where to institute legal proceedings
a crew is a on a layover, air crew are should initiate the following
advised to remain within the confines course of action:
of their hotel as far as possible during Lodge a Police report and, if
the stay. If a crew member happens to possible, obtain copy of the
travel outside the hotel, he/she should report. In Pakistan this will have
ensure that he/she keeps in contact to be lodged at the Police Station
with the hotel, and returns to the hotel serving the airport.
well in advance of pickup time. They Flight Crew will inform SVPFO
must carry their ID-Cards with them. Cabin Attendants will inform
Where it is considered that any civil SVP Airport Services through
disturbance that could endanger the G.M Airport Services as soon as
safety or well being of the crew is possible.
likely to occur near the crew hotel, the The Chief Pilot Coordination/G.M.
Captain should liaise with the Station airport Services respectively will
Manager to arrange for advise PIA legal and security
accommodation in a more secure area. department who will then assist the
If any travel restrictions are imposed crew member in the proceedings.
by the local authorities that could
prevent the crew from traveling to the The company will provide all legal
airport prior to the flight, a move to a assistance, including cost, to Flight
hotel at the airport should be Crew/Cabin Attendants assaulted by
considered. passengers whilst on duty in flight.
10.1.6 ASSAULT BY PASSENGERS ON 10.2 PREVENTION OF SABOTAGE

CREW MEMBERS AND HIJACKING
Flight Crew and Cabin Attendants are 10.2.1 Measure
assured that the company takes a In order to prevent hijacking and
serious view of unwarranted sabotage on PIAC aircraft, a set of
misbehavior by passenger on board on precautionary measures have been
our aircraft and will actively pursue established which can be varied
preventive measures. according to the actual threat
In the event that a Flight Crew/Cabin situations by the decision of the PIA
Attendant is assaulted by a passenger, Security Division with co-operation of
he/she should: Airport Security Force (ASF)
Report the assault to the Captain Confidential information pertaining to
who will request for security measures in force at stations

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Rev: 00
SAFETY AND SECURITY
(if any) can be obtained from Karachi undercarriage and wheel well
Operations Control. areas.
Prior to departure or landing if a threat Loading personnel should be
is received at the destination, the physically searched before they
following measures can be taken to are permitted to approach the
save guard the aircraft during a aircraft or to enter the holds, as
turnaround at the airport: this is known to be a major area
Bombs or weapons have been of risk.
placed onboard an aircraft by Security measures should be
catering personnel, so uplifting initiated to ensure that no
round trip catering can eliminate unauthorized person approaches
that possibility by preventing the aircraft.
catering and catering personnel If a request to open any aircraft door
from boarding the aircraft during is received outside the parking area,
the turnaround. the aircraft shall return to the parking
Cleaning personnel have been position and the doors will be opened
known to place bombs or in the presence of authorized security
weapons on board an aircraft. So personnel/s and concerned
if a positive threat exists, PIA/handling agent staff if so
instructing the outstation that authorized.
cleaning personnel are not to
board the aircraft can eliminate
that source of danger. Under these
circumstances the crew can carry
out the basic cleaning and cabin
preparations prior to boarding of
the passengers.
Additional security search of
passengers may be arranged. In
particular a physical check of all
hand baggage and body searches
can considerably diminish the
threat.
Personnel of contracting
maintenance agencies should be
prevented from approaching the
aircraft and refueling should be
carried out by the crew, ensuring
that the refueling vehicle is not
permitted to approach closer to
the aircraft than is absolutely
necessary. This should
considerably reduce the risk of a
device being attached to the
external structure of the aircraft.
In particular it should be ensured
that no one approaches the
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SAFETY AND SECURITY
10.3 SABOTAGE / BOMB THREATS
GENERAL
Threats to Sabotage Aircraft (Known as

Bomb Threats)
10.3.1 Introduction Threat Assessment
Sabotage or bomb threats are
periodically received by all airlines
against their aircraft. The action taken
in respect of these threats will be
influenced by the nature of the threat
and the way in which the threat is
made known.
From the facts available it will be
necessary to assess the threat and to
decide into which category it falls.
For threat assessment categories and
details refer to PIA Security Manual.
In all cases when a threat has been
received and assessed. The operating
Captain will be informed. In the event
of a threat having been assessed as Intentionally Left Blank
non-specific (Green), there will be no
need for any further actions to be
taken by the operating crew unless
they possess any supplementary
information which leads the Captain
to decide that further actions are
required.
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SAFETY AND SECURITY
10.4 SABOTAGE / BOMB If mobile steps are not available.

THREATS ON GROUND Plan controlled evacuation using
10.4.1 Red Warning Basic Procedure On slides.
Ground, Parked at Gate If a device has been discovered
Captain will: - carry out full emergency
Make the P.A. Purser to the evacuations using slides as per
flight deck immediately QRH.
Notify Ground Control and Ramp Notify ATC of intentions and request
Agent. that vehicles be kept clear of doors /
Ensure Electrical Supply slides. Inform the Ramp Agent/
Shut down engines. Ground Handling.
Brief the Senior Purser on the Brief Senior Purser on the nature of
nature of the emergency and the emergency and the disembarkations or
disembarkation of the passengers. evacuations procedure, which doors /
(Nature of disembarkation will be slides to be used.
dependent on the type of For controlled egress using steps will
information received). Normally be as follows:
all hand baggage will also be taken Seat Belt Signs Off.
off. Emergency Exit Lights On
Senior Purser: and
Brief rest of Cabin Crew P.A. announcement.
accordingly. For Slides it will be Evacuation Alarm
Cabin Crew will: / P.A.
Carry out the given instructions. Just prior to reaching designated area.
Captain will make the following P.A Make the following P.A. (similar to
(similar to the effect) : the effect)
Ladies and Gentlemen. We Ladies and Gentlemen, we have
have been advised of a security received a message that a threat has
threat to one of our aircraft. This been made against one of our aircraft.
will mean that the aircraft must Airlines received many such threats.
be searched. Please follow the However, we intend to take all
instructions of the Cabin Crew. possible precautions therefore we
You are requested to disembark shall park the aircraft and request
and proceed to the lounge and everyone to disembark promptly
carry all personal belongings follow the Cabin Crews instructions.
with you. Ensure electrical power supply.
Shut down engines
10.4.2 Red Warning Basic Procedures Keep Cabin Crew advised of any
During Ground Taxiing changes of plan using interphone or
Captain will: - P.A direct to cabin.
Make P.A Purser to Flight Purser will:-
Deck Immediately. Brief Cabin Crew accordingly.
Proceed to the designated area as Cabin Crew will:-
instructed by A.T.C. Carry out given instructions
Plan to use mobile steps for
disembarkation if available
within reasonable time.
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SAFETY AND SECURITY
10.5 SABOTAGE / BOMB threats. However, we intend

THREATS IN FLIGHTS to take all possible
10.5.1 Red Warning Basic Procedure In precautions therefore we will
Flight be landing at .
Captain will:- Airport in .
Minutes. After landing we
Switch on Cabin Signs
will ask you to leave the
Declare an emergency.
Select transponder to 7700. aircraft as quickly as possible
please follow the Cabin
Plan to land at nearest suitable
Crews instructions.
airport. Giving consideration to
emergency and passenger If time permits, initiate Flight
Deck and Cabin Search
handling facilities that would
procedures.
aid in evacuation. (e.g. aircraft
steps, medical facilities etc). As required and as time permits,
adopt procedures under
Request ATC / Company to
advise Police and Airport Suspicious Article Discovered
Authorities at selected in Flight Flight Crew Actions
on next page.
destination airport.
Make P.A. Senior Purser to Keep Cabin Crew advised of
flight deck immediately any changes of plans using
interphone or P.A direct to
Brief the Senior Flight Purser on
:- cabin.
o Nature of threat. Senior Flight Purser will:-
o Brief cabin crew
o Time remaining to landing.
o Evacuation plan e.g. mobile accordingly
steps (which doors) or slides o Instigate Cabin
Search Procedures if
o Re-seating of passengers
close to appropriate exits. ordered by the
o Maintain cabin altitude Do Captain.
Cabin Crew will:-
not allow it to climb.
o Descend aircraft to cabin o Carry out given
altitude as soon as instructions.
o Carry out Cabin
practicable, MSA (Minimum
Safe Altitude) and all Search Procedure if
ordered by Captain.
performance parameters
considered.
o De-pressurize aircraft when Note 1: This is to reduce structural loads,
should an explosion occur.
operationally possible and
maintain the cabin altitude.
(See Note I) 10.5.2 Suspicious Article Discovered in-
o Make Following P.A (similar Flight (Cabin Crew Actions)
to the effect): The following Guidance to Cabin
Ladies and Gentleman, we Crew material is provided here to
have received a message that ensure commonality of procedures.
a threat has been made Cabin Crews are generally familiar
against one of our aircraft. with nearly every area of the cabin,
Airlines receive many such and will know where to expect and
Edition 1 Page 11
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SAFETY AND SECURITY
find stowages, etc. They will know etc. After establishing that it is safe to
whether the item is standard move the device, it should be taken to
equipment normally carried on our the L.B.R.L (Least Bomb Risk
flight for the purpose of in-flight Location) and secured there. This is
services or safety. usually the center of the aft service
If something is found which does not door.
seem right or is in any way The route from the location of the
suspicious: suspicious article to the LBRL, area
DO NOT TOUCH IT OR must be clear of all obstructions and
MOVE IT loose equipment. Cabin divider
Inform the Flight Crew curtains must be open. In addition,
immediately. Give exact location place door in MANUAL, mode (Slide
and a brief description of the disarmed) and secure article to the
article. middle of the door on a pile of bags
Where possible, move passenger and with adhesive tape. Carry out
away from that area. Instruct items (c) (d) & (f) above.
them to sit with their heads
below the tops of seat backs. 10.5.3 Suspicious Article Discovered In-
In the area itself, remove oxygen Flight (Flight Crew Actions)
bottles, perfumers, Follow INFLIGHT BOMB
inflammables, or other stowed DISPOSAL/BOMB ON BOARD
equipment which would present and Least Risk Bomb Location
a hazard as a projectile should procedures outlined in aircraft type
there be an explosion. Fire related checklist and in addition:
extinguishers should be readily Keep ATC fully briefed on flight
available. intentions so that appropriate ground
Await further instructions; be measure can be initiated at the
prepared to give an accurate aerodrome of intended landing. If
description of the device. flying time is not excessively
Once it is decided that the article increased request a routing clear of
is in a safe location, cover with a heavily populated areas.
split gash bag or duty free bag Brief Cabin Crew to be prepared for a
(To prevent liquid entering possible emergency landing.
device), cover with a cushion of Prepare for possible use of crew
soft clothing or blankets to a oxygen / smoke masks.
depth and area as large as Minimize maneuvers and try to avoid
possible. Cover the whole with turbulence.
blankets opened out and saturate Consider carefully the choice between
with water. This will reduce the flying fast to minimize airborne time
risk of fire in the event that the and flying slowly to minimize airloads
device is an inflammable type. and damage in the event of fuselage
If the Captain considers it essential to rupture. In most cases, the turbulent
move the article, for the safety of the air penetration speed will be a
aircraft, he/she will liaise with experts reasonable compromise.
on the ground who will give Consider establishing landing
instructions to the person moving the configuration as soon as possible.
device. They will need detailed
On contacting the airfield of landing,
information as to its appearance, size request details of remote parking
Edition 1 Page 12
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SAFETY AND SECURITY
requirements and confirm immediate
availability of passenger coaches and
steps. Advise airfield of need to
remove passenger from the vicinity of
the aircraft to at least 200m in an
upwind direction as quickly as
possible.
If flying time allows make PA:
Ladies & Gentlemen. If there is
anyone on board with B.D. or E.O.D
experience, please make themselves
known to the crew.
Note: BD stands for Bomb Disposal. EOD
stands for Explosive Ordnance Disposal.
Only the initials should be used on the
Public Address system.
10.5.4 Suspicious activity or security

breach in the cabin. Intentionally Left Blank
Any suspicious activity or security
breaches in the cabin are noticed by
the cabin crew during flight he/she
shall immediately inform the cockpit
crew discreetly through the interphone
by using the code words.
The code words shall be set by the
Pilot-in-command and the senior
purser shall be informed accordingly
who will subsequently brief to the
entire cabin crew prior to each
departure.
Edition 1 Page 13
Rev: 00
SAFETY AND SECURITY
10.6 HIJACKING the passengers. All Crew members

10.6.1 Policy must remain calm regardless of
Security measures in force on the circumstances and must convey an air
ground are intended to reduce the of composure to others. The ability to
possibility of potential hijackers remain cool, think straight, and
gaining access to an aircraft. In the operate methodically requires
event of hijacking, the safety of knowledge of what to do under given
passengers and crew are the first and circumstances, and for this reason, the
primary consideration. When procedural guidelines detailed in this
necessary, for this reason, the section were established.
demands of hijackers shall normally In any emergency there can be no
be complied with by maintaining substitute for the use of individual
passive control of the situation. initiative and personal judgment. The
The Captain shall, as far as possible, procedures given in this section of the
retain his authority over crew, Manual are intended primarily as
passengers, aircraft and load. Flight guides and are subject to change as
Crew should not flee, and leave the required.
Cabin Crew and passengers behind, in Obviously, the best solution to any
order to immobilize the aircraft. emergency is to prevent its
However, although it is against basic occurrence. Accordingly,
principles, there may be a situation crewmembers must continually be
where the Captain decides that the alert to note any incident or
escape of the Flight Crew will circumstance which might develop. If
improve the success of the mission possible, the matter should be handled
and save lives and goods. so as to eliminate the hazard involved.
Prompt notification must be given to
10.6.2 General Guidelines those responsible for dealing with the
The best solution in dealing with particular type of emergency.
hijacking is to prevent its occurrence. Cabin Crew members shall mentally
PIAC in co-operation with the Local catalogue their passengers with the
Authorities has established tight idea of noting those who appear
security measures in dealing with capable of disturbing other passengers
checking individuals and their or creating an emergency situation.
belongings. The following is offered Additionally, they shall observe those
as a guide for crews in the event of a from whom they could expect help in
hijacking, despite having taken all case of emergency, such as Company
precautionary measures. or military personnel or other able-
It is, of course, not possible to provide bodied, mature men.
definitive instructions that will cover Cabin Crew members are to make
every conceivable situation that may frequent checks of the cabin during
develop or to outline in detail the flight, being particularly watchful at
exact steps to be followed. night. They must always be on the
When an aircraft is under armed threat alert for unusual or peculiar actions on
during a flight, it is extremely the part of any passenger. Each time a
important that all crew members adopt suspect passenger uses the lavatory, it
a manner and attitude that will avoid should be inspected for time-bombs or
alarming or frightening the hijacker or other devices. Suspect passengers are
Edition 1 Page 14
Rev: 00
SAFETY AND SECURITY
to be observed closely when they progress, or upon verification of such
come in contact with other passengers, an attempt by conversation with the
and Cabin Crew are to be on the suspect, every effort should be made
lookout for weapons left on board to to immediately select transponder
be picked up later by a hijacker. code 7500 to alert ATC to the
If and when accosted by a potential situation. ATC will continue to track
hijacker, crewmembers are to remain the flight and give priority assistance
calm and refrain from arguing with or wherever possible. If possible, the
antagonizing the suspect, as his/her Captain should try to draw
actions are likely to be irrational. information from the hijacker by using
He/she should be addressed in a the fuel ruse, i.e. advise him/her of the
normal tone of voice and no unusual need to know his plans so that fuel
movements or actions must be made loading, charts, clearances, etc. can be
to startle or annoy him/her. arranged. Any information obtained
At some point during the flight, he/she by this means should be passed on to
may make known his/her intentions. ATC in a methodical and routine
More than likely it will be a request or manner.
demand for access to the cockpit and An aircraft squawking Code 7700 and
conversation with the Captain. At this not in radio contact with the ground
point it will become necessary to alert will be considered by ATC to have an
the Flight Crew of the situation in-flight emergency (in addition to
without alarming the hijacker. He/she hijacking), and the emergency
should be told that access can be procedures in the appropriate ATC
permitted only after an interphone handbooks shall be followed. In this
request to and subsequent approval by case, notification of other concerned
the Captain. The crew member must authorities shall include information
then alert the Captain over the that the aircraft was observed to have
interphone advising him of a displayed the hijack code as well as
passenger who demands access to the emergency code.
the flight deck. The message should Above all, co-operation and
not emphasize the word demand but compliance with the hijackers
simply state it as thought it were demands are essential in safeguarding
normal phraseology. This alert will the lives of the crew and passengers.
provide the Captain with sufficient Again, the entire crew must remain
warning to permit him to take certain calm, alert ATC, comply, and use
actions during the time required to common sense.
escort the hijacker to the flight deck. ATC will provide interference free
The rear interphone should be used to communication and continuous radar
provide the maximum warning time. monitoring wherever possible. They
will also alert PIA personnel, police,
Flight Crew shall remain calm, make ASF and relevant local authorities to
every effort to co-operate with the request surveillance action.
hijacker at all-times, and refrain from
any physical action to subdue even
though such action looks feasible.
Routine flight duties should continue.
Upon notification by a Cabin Crew
member that a potential hijacking is in
Edition 1 Page 15
Rev: 00
SAFETY AND SECURITY
10.6.3 Communications Procedures 10.6.5 Cabin Crew Actions

Probably the single most critical The Cabin Crew plays an extremely
aspect of dealing with hijacking is important role in any hijacking or
communication. Each crewmember diversion. The following actions, if
should be fully familiar with the performed during hijacking, will
standard hijack code signals so as to contribute to the safe completion of
assure proper transmittal of messages the flight :
in actual hijack situations. Remain calm and poised.
Experience gained from past Attempt to talk to and calm the
hijackings indicates that there are hijacker.
certain things a crewmember can do to If possible, discourage the
reduce the threat to the safety of a hijacker from going to the fight
flight under control of hijackers. deck.
Critical situations have developed Impress upon the hijacker that
which have caused serious concern for safety of flight requires that
the safety of both passengers and he/she remain seated in the
crew. In each of those situations, cabin.
certain common actions were taken by Impress upon the hijacker that
the Air Crew and personnel on the his/her wishes and instructions
ground because communications were will be complied with
either sketchy or non-existent. Each immediately even though he/she
party involved acted almost is seated in the cabin.
independently without the knowledge Impress upon the hijacker that
of what the other party was doing or safety of flight requires that
wanted to be done. he/she remain seated in the
Should an in-flight hijacking or cabin.
diversion occur, to the extent Impress upon the hijacker that
permitted by circumstances, he/she is able to maintain
crewmembers should transmit as constant communication with
much information as possible to the the flight deck and if he/she
ground. Ground stations have been desires, he/she may at any time
advised not to reply to such communicate directly with the
transmissions unless requested. Captain.
If the hijacker insists upon going
10.6.4 Fight Crew Actions immediately to the flight deck,
If the hijacker has been in the flight advise the Captain via
deck, the Flight Crew should, if interphone, if conditions permit,
possible pull the cockpit voice without sounding panic stricken.
recorder circuit breaker after the If possible, set aside and save
hijacking is over this will assist in the eating and drinking utensils used
subsequent recovery of evidence. by the hijacker.
When the situation is finally secured Observe the hijackers actions
the appropriate Tech. Log entry and conversation with other
should he/she made to protect all passengers, who might be
recorded conversation. accomplices.
Observe the hijackers seat
number.
Edition 1 Page 16
Rev: 00
SAFETY AND SECURITY
10.7 NOTIFICATION OF 10.7.1.5 Substantial Damage

AIRCRAFT ACCIDENTS Damage or structural failure which
AND INCIDENTS adversely affects the structural
strength, performance, or flight
10.7.1 Definitions
characteristics of the aircraft, and
10.7.1.1 Aircraft Accident
which would normally require major
An occurrence which takes place
repair or replacement of the affected
between the time any person boards
component.
the aircraft with the intention of flight
Note:- Engine failure or damage
until such times as all such persons
have disembarked, in which; any limited to an engine; bent fairing or
person suffers death or serious injury cowling; dented skin; small puncture
holes in the skin or fabric; damage to
as a result of being in or upon the
aircraft or by direct contact with the landing gear, wheels, tyres, flaps,
aircraft or anything attached thereto, engine accessories, brakes, or
wingtips are not considered.
or which the aircraft receives
substantial damage. Substantial damage for the purpose
of this section.
10.7.1.2 Aircraft Incident
Any other occurrence that affects or might 10.7.2 Immediate Notification
have affected the safety of the aircraft, its The occurrences (Accidents and
occupants or any other third party. Incidents) that are described in this
sub chapter are required to be reported
10.7.1.3 Fatal Injury to the Director General Civil Aviation
Any injury which results in death within 30 Authority- (DGCAA) on an Air
days of the accident. Safety Report Form.
If a report falls under the criteria for a
10.7.1.4 Serious Injury Mandatory Occurrence Report
An injury which: (MOR), the Captain shall ensure that
Requires hospitalization for all affected crewmembers make a
more than 48 hours, written statement. This should contain
commencing within 07 days the facts, conditions and
from the date the injury was circumstances that relate to the
received. accident or incident, as they appeared
Results in fracture of any bone to the Crewmembers. This should be
(except simple fracture of written at the earliest convenient
fingers, toes, or nose). opportunity.
Involves lacerations which cause The Captain shall immediately notify
severe hemorrhages, nerve, the Operations Control, who will
muscle, or tendon damage. liaise with Company personnel to
Involves injury to any internal inform concerned regulatory
organ. authorities.
Involve second or third degree An aircraft accident or any of the
burns, or any burn affecting following listed incidents occurs:
more than 5% of the body Flight control system
surface. malfunction or failure.
Inability of any required Flight
Crew member to perform his/
Edition 1 Page 17
Rev: 00
SAFETY AND SECURITY
her normal flight duties as a A description of any explosives,
result of injury or illness. radioactive materials, or other
Turbine engine rotor failures dangerous articles carried.
excluding compressor and 10.7.3 Preservation of Aircraft
turbines blades. Wreckage, Mail, Baggage, Cargo, and
In-flight Fires. Records
Aircraft collisions in flight. The Company is responsible for
In-flight major failure of the preserving wherever possible any
electrical systems that require aircraft wreckage, baggage, cargo, and
sustained use of an Emergency mail aboard the aircraft, and all
power source, e.g. Emergency records, including tapes of flight
Generator, or RAT to retain recorders and voice recorders,
Flight Control or Essential pertaining to the operation and
Instruments. maintenance of the aircraft and the
In-flight multiple failure of Flight Crew involved in an accident or
hydraulics systems, such that incident for which notification must
there is sustained reliance on be given until the concerned
one remaining means of moving regulatory authority takes custody
the flight control surfaces. thereof or a release is granted.
Sustained loss of thrust or
Prior to the time the concerned
power from one or more
regulatory authority takes custody of
engines.
the aircraft wreckage, mail, baggage
Evacuation involving slides
and cargo, such wreckage, mail,
usage.
baggage and cargo may be disturbed
An aircraft is overdue and is
or moved only to the extent necessary:
believed to have been involved
To remove persons injured or
in an accident.
trapped in the wreckage.
The notification required shall contain To protect the wreckage from
the following information if it is further damage.
available: To protect the public from
Type, nationality, and injury.
registration marks of the
Where it is necessary to disturb or
aircraft.
move aircraft wreckage, mail,
Name of owner, and operator of
baggage or cargo, sketches,
the aircraft.
descriptive notes, and photographs
Name of the Captain.
shall be made, if possible, of the
Date and time of the accident.
accident scene, including the original
Points of departure and intended
position and condition of the
landing of the aircraft.
wreckage and significant impact
Position of the aircraft with
marks.
reference to some easily defined
SVP Corporate Safety shall retain all
geographical point.
records and reports, including all
Number of persons aboard,
internal documents and memoranda
number killed, and number
dealing with the accident or incident,
seriously injured.
until advised by the CAA Pakistan
Nature of the accident, the
that such matter is no longer required
weather and the extent of
for further investigative purposes.
damage to the aircraft if known.
Edition 1 Page 18
Rev: 00
SAFETY AND SECURITY
10.8 REQUIRED REPORTS A complete incident report must be

10.8.1 Penalty free Reporting of raised whenever:
Occurrences or Incidents A system defect occurs, which
The primary purpose of submitting an adversely affect the handling
Air Safety Report is to assist in the characteristics of the aircraft or
prevention of any future Incidents. renders it unfit to fly
Flight Crew is expected to submit an There is warning of fire or
Air Safety Report in an expeditious smoke.
manner after any relevant event. An emergency is declared.
It is not the normal policy of PIA to Safety equipment or procedures
institute disciplinary procedures in are defective or inadequate.
response to the reporting of any Deficiencies occur in any
incident affecting Air Safety. operating procedures or
manuals.
10.8.2 Reporting There is incorrect loading of
Incidents (either Operational or Non- fuel.
Operational) must be reported to the Cargo or livestock, or dangerous
Corporate Safety Division goods or a significant error on
immediately by the most expeditious the load sheet.
means. The Captain shall submit an Operating standards are
Air Safety Report on all matters degraded due to deficient ground
relating to abnormal occurrences. The support or ground facilities.
report shall include as much useful Ground damage occurs.
information as is possible depending A rejected take off is executed
on the incident or deviation in which after take off power is stabilized.
the flight was involved, including: An excursion occurs; if any part
Flight description. of the aircraft leaves the paved
Flight number. surface during the taxiing, take-
Date off or landing.
Captains name. Significant handling difficulties
Number of passengers. are experienced.
Departure stations and A navigation error occurs,
destination involving a significant deviation
Type of aircraft and registration. from the intended track.
Where applicable: A height control error of more
Gross weight. than 300ft occurs.
Flight profile There is an exceding of the
Configuration. limiting parameters for the
Aircraft component specific aircraft configuration, or
malfunction. when a significant unintentional
Weather. speed change occurs.
Airport and navaids. Communication fails or is
Runway conditions. impaired.
A description of the occurrence. A go-around (below 1000ft) or a
Time windshear go-around is flown.
Location A GPWs warning occurs.
Emergency equipment used. A stall warning occurs.
Personal Injury
Edition 1 Page 19
Rev: 00
SAFETY AND SECURITY
A over weight landing check is
required.
A serious loss of braking occurs.
An aircraft is evacuated.
The aircraft lands with final
reserve fuel or less remaining.
Air-miss or an ATC incident or a
wake turbulence event occurs.
A TCAS resolution advisory
occurs.
Significant turbulence or
windshear or other severe
weather is encountered
(including lightning strikes.)
Crew or passengers are seriously
ill, injured, or have become
incapacitated.
There is difficulty in controlling
violent armed or intoxicated
passenger(s) or when a
passenger restraint kit is used.
Toilet smoke detectors are
activated or vandalized.
An act of aggression e.g. Bomb
threat or hijack occurs or
security procedures are
breached.
A bird strike or other foreign
object damage occurs.
Any event, where safety
standards are significantly
reduced.
Any event which may provide
useful information for the
enhancement of flight safety.
Whenever an emergency
situation results in a violation of
local rules & procedures.
The Captain shall complete the Air
Safety Report as soon as possible
after an aircraft incident / accident and
if it is reportable, it will be reported to
the CAA-Pakistan as early as
possible.
Edition 1 Page 20
Rev: 00
SAFETY AND SECURITY
10.9 WITHDRAWAL FROM FLIGHT
DUTIES
The Captain, First Officer and Flight
Engineer of an aircraft are
automatically withdrawn from flying
duties pending investigation, if the
aircraft on which they are acting as
members of the Flight Crew is
involved in an accident or incident
while in motion and which results in:
Death or serious injury to any
person.
Damage to property, either
Company or third party.
Major structural damage to the
aircraft.
A serious breach of air safety or
operational security.
Any flight operations person Intentionally Left Blank

suspected or involved of deliberate
violation of the Company Operational
Safety Standards will be suspended or
discontinued from active duty pending
finalization of the proceedings of a
formal investigation. The terms of
reference for investigation will be
given by the SVP Flight Operations.
Reinstatement to active duty will be
subject to Company top management
decision based on the findings of the
investigation.
Edition 1 Page 1
Rev: 00
PASSENGER HANDLING
CHAPTER 11: PASSENGER HANDLING

TABLE OF CONTENTS
11.0 Responsibility
11.0.1 General 3
11.1 Passenger Exclusion
11.1.1General.... 4
11.1.2 Medical /Serious Sickness Cases....... 4
11.1.3 Liability . 4
11.2 Boarding, Offloading, Upgrading
11.2.1 General... ... 5
11.2.2 Ramp Transfer.... 5
11.2.3 Unaccompanied Minors .... 5
11.2.4 Wheelchair for use in Wide bodied Aircraft. 5
11.2.5 Transit Passengers.............................................. 5
11.2.6 Passenger Baggage......... 6
11.2.7 Offloading Missing Passenger Baggage. 6
Passenger Upgrading ............ 6
11.3 Safety of Passengers in Flight
11.3.1 Cabin Rate of Climb/Descent..... 7
11.3.2 Use of Seats and Seat Belts ... 7
11.3.3 Smoking in the Cabin..... 7
11.3.4 Oxygen Requirements........ 7
11.3.5 Use of Oxygen........ 7
11.3.6 Oxygen Mask Demonstration .... 7
11.3.7 Life Vest Demonstration/Briefing. .... 7-8
11.3.8 Consumption of Alcoholic Beverages... 8
11.4 Carriage of Deportees/ Inadmissible Passengers
11.4.1 General.............. 9
11.4.2 Handling on Board.... 9
11.4.3 Notification .. 9
11.4.4Disembarkation.... 9-10
11.5 Disabled Passengers
11.5.1General........ 11
11.5.2 Handling and Boarding...... 11
11.5.3 Individual Disabled Passengers. 11
11.5.4 Group of Disabled Passengers... 11
11.5.5 Evacuation Procedures...... 12
11.5.5.1 Individual Disabled Passengers. 12
11.5.5.2 Group of Disabled Passengers 12
11.6 Carriage of Pregnant Passengers.. 13
11.7 Passenger Misconduct
11.7.1 General ..... 14-15
11.8 Illness, Birth and Suspected Death
11.8.1 Policy ..... 16
11.8.2 Illness/Injury. 16
11.8.3 Birth . 16-17
11.8.4 Suspected Death.. 17
Edition 1 Page 2
Rev: 00
Pakistan International PASSENGER HANDLING
25th Mar, 2008
11.0 RESPONSIBILITY
11.0.1General
Passenger handling at an airfield is the
responsibility of PIA station staff
and/or the contracted local handling
agent. The responsibility extends until
the Captain accepts the release of the
aircraft from an authorized member of
the ground staff, and the aircraft doors
are closed and the boarding ramps/
steps withdrawn. At that point the
passengers become the responsibility
of the Captain.
Notwithstanding this, the Captain is to
ensure that the combined number of
adult and child passengers on board
the aircraft does not exceed the
number of certified passenger seats. It
is the responsibility of the Senior
Cabin Crew member to bring to the
Captains attention cases, where the Intentionally Left Blank
amount of hand baggage in the cabin
exceeds that which can be safely
stowed in approved areas. Hand
baggage that cannot be safely stowed
in the cabin shall be offloaded by the
ground staff. If space is available it
may be loaded in the aircraft holds. A
cabin is not to be reported ready for
take off until all hand baggage aboard
the aircraft is safely stowed.
In the event that an aircraft
experiences a prolonged delay after
the passengers have boarded, the
Captain having considered all relevant
factors, shall decide whether they
shall remain on board or disembark.
The following points should be
considered:
Edition 1 Page 3
Rev: 08
22nd Nov, 2010
11.1 PASSENGER EXCLUSIONS Passenger inconvenience.

11.1.1 General PIA authorizes the travel of passenger
The following extract from the ICAO on stretcher. Such passenger must be
Conditions of Carriage is accompanied by a doctor or an
reproduced for the guidance of Flight attendant / escort. For details refer
Crews and Traffic Staff. PHS Manual.
A Carrier may refuse to carry, cancel the
reserved space of or remove enroute any 11.1.3 Liability
passenger, when in the exercise of PIAC may suffer serious liabilities if a
reasonable discretion, the Carrier decides passenger is excluded for reasons
that the conduct, status, age, or mental or which are later proven to be
physical condition of the passenger is such unjustifiable or unreasonable.
as to: However, PIA officials must exclude
Require special assistance from the any passenger who is obviously likely
Carrier. to endanger him/ her self or the
Cause discomfort or be objection- aircraft or its contents, or to cause
able towards the other passengers. substantial annoyance or
Involve any hazard or risk to inconvenience to other passengers.
himself or to other persons or A Captains Special Report must be
property. made whenever any passenger is
The sole recourse of any person excluded from a flight. It must state
refused carriage or removed en-route the complete details of the incident,
for any reason specified above, shall the name and address of the excluded
be the recovery of the refund value of person(s) and names and addresses of
the unused portion of the ticket. at least two independent witnesses
who are willing to give evidence, if
11.1.2 Medical/ Serious Sickness Cases required to do so.
A Captain has the right to refuse to The Captain is ultimately responsible
accept an invalid or incapacitated for the decision to exclude any
passenger if he/she believes the passenger from carriage and the final
passenger is likely to be placed at risk decision must rest with him.
by the journey, or to constitute a flight
safety hazard, or might cause
inconvenience or discomfort to others,
whether or not the travel has been
medically cleared.
The expected duration of the delay.
Whether the presence of the
passengers will hamper the task of
maintenance personnel in the event of
a technical delay.
The availability of suitable space in
the terminal building to accommodate
the passengers.
Any local restrictions on the
temporary disembarkation of
passengers.
Edition 1 Page 4
Rev: 00
25th Mar, 2008
11.2 BOARDING, OFFLOADING, It will be the Senior Pursers

UPGRADING responsibility to ensure that no
11.2.1 General unaccompanied minors are
It is general policy in PIAC not to inadvertently disembarked at any
inconvenience a large number of transit station.
passengers to accommodate a few. In case of flight disruption at a transit
However in compassionate or gravely station, unaccompanied minors remain
urgent cases, Captains may use their the responsibility of the Senior Purser
discretion to delay a flight departure. until being handed over to the
Unless there are operational reasons appropriate ground / traffic staff.
i.e. deteriorating weather, Captains
will delay a departure when officially 11.2.5 Transit Passengers
requested to do so through the General During an enroute stop where transit
Manager Central Control. passengers are carried, onward
Mandatory Cabin Crews must be on passengers may remain on board the
board at all stations whenever the aircraft unless local regulations
passengers are on board or in process prohibit this. The Captain is
of embarking/disembarking. responsible for those remaining on
board, and he/she shall, through the
11.2.2 Passenger Boarding Cabin Crew, take all necessary steps
Boarding shall normally be conducted in to ensure their safety and comfort.
accordance with company procedures and Wherever the passengers remain on
after clearance from the operating Captain board, it is necessary for the Cabin
or his representative. In case the Captain or Crew to remain on the aircraft for the
his representative is not on board, the duration of the stopover, or until they
clearance will be obtained from the Flight are handed over to the next crew.
Despatch who shall ensure the aircraft is In the event that transit passengers are
serviceable and there is no significant required to disembark, the Captain
weather at the destination aerodrome. shall liaise with the ground staff
through the Purser in order to ensure
11.2.3 Ramp Transfer that terminal arrangements are
Ramp transfers of passengers and their hand satisfactory, and that those passengers
baggage between two different aircraft is are issued with transit boarding
not approved. passes. They should also be made
aware of the boarding time. The
11.2.4 Unaccompanied Minors Captain shall also take measures to
Whenever there are fifteen or more ensure the safety of any personal
unaccompanied minors travelling on a belongings left on board by the
particular flight, Flight Services may passengers.
be asked to provide a supernumerary Transit passengers shall be physically
crew member to look after the counted and the number checked with
children in flight without cost to the the load message. In case of any
passengers. discrepancy, the Captain shall ensure
Unaccompanied minors will be airline security procedures are applied.
handed over to the Senior Purser by a
member of ground/ traffic staff upon
boarding.
Edition 1 Page 5
Rev: 00
25th Mar, 2008
11.2.6 Passenger Baggage completed, then he/she will not be

Whenever a baggage identification accepted for the flight.
procedure is initiated, it is a Company
requirement that the baggage is positively
identified. By merely pointing towards their
bags, baggage can easily be misidentified.
To avoid any possible errors, normally
passengers should touch their bags as a
means of positive identification.
11.2.7 Offloading Missing Passenger

Baggage
Whenever a passenger fails to show
up at the boarding gate after he/she
had previously checked in with
baggage, then :-
Offloading of baggage
belonging to the missing
passenger will commence 10
minutes before STD.
If the passenger is located before
this process is completed, then
he/she will be accepted for the
flight.
When the bags are recovered,
they are to be placed forward
and to the left of the cockpit, in
full view of the Pilot-in-
Command (Domestic Stations
Only).
Traffic Staff will then obtain a
signature from the Captain on
the Passenger offloading
Performa, together with a
written confirmation that he/she
acknowledges the physical
existence the bags offloaded
from the aircraft. (Refer to
CHAPTER 5 for further
information on the Missing
Passenger Report).
The traffic staff will adjust the
weights on the Load Sheet via
LMC entry.
If the passenger is located after the
baggage offloading has been
Edition 1 Page 6
Rev: 00
25th Mar, 2008
11.3 SAFETY OF PASSENGERS subject to the fact that there are no

IN FLIGHT prohibiting airport regulations.
11.3.1 Cabin Rate of Climb/Descent
For passenger comfort, rate climb/descent 11.3.4 Oxygen Requirements
altitude of cabin greater than 500 ft. per PIA aircraft are required to carry the
minute will be avoided. following supplemental oxygen for
passengers:
11.3.2 Use of Seats and Seat Belts To supply Oxygen to 10% of the
There must be adequate serviceable passengers for any period in
seats and safety belts available on excess of 30 min at cabin
board for all passengers. pressure altitudes between
Passengers must use their seat belts 10,000 and 13,000 feet.
and the Fasten Seat Belts sign must To supply Oxygen to all (100%)
be on during: passengers for any period at
Taxiing and any period of flight cabin pressure altitudes higher
below 10,000 ft. than 13,000 feet.
Flight in turbulent air or at any
time when turbulence can be 11.3.5 Use of Oxygen
expected. In case of the latter, Passengers must use oxygen when
the Captain shall brief the Cabin cabin altitude is above 14,000 ft.
Crew as early as possible, thus Passengers need not use oxygen at or
enabling them to secure in below 14,000 ft.
advance those passengers who For CREW oxygen requirements see
wish to sleep. CHAPTER 15.
An announcement shall be made Whenever a passenger shows sign of
by the Purser as soon as Fasten oxygen deprivation, he shall be given
Seat Belts sign is switched off therapeutic oxygen in accordance with
after take off, recommending the current medical instructions. When
passengers to keep the belts dispensing oxygen, proper oxygen
fastened for safety reasons masks should be used.
whenever seated. The use of oxygen must be recorded
An announcement shall be made in the aircraft Technical Log.
by the Purser as soon as Fasten
Seat Belts sign is switched on 11.3.6 Oxygen Mask Demonstration
before landing, recommending Demonstration is compulsory for all flights.
the passengers to keep the belts It will be carried out in accordance with the
fastened for safety reasons till relevant instructions issued to the Cabin
the engines are switched off. Crew, either by an actual demonstration or
by the use of an approved video.
11.3.3 Smoking in Aircraft Cabin
Smoking on board all PIA aircraft is 11.3.7 Life Vest Demonstration/Briefing
strictly prohibited. A life vest demonstration for
During turn-rounds when there are no passengers must be made before
passengers on board, crew members takeoff if:
who wish to smoke should seek the The takeoff or approach path is
Captains permission to leave the over water, and in the event of a
aircraft for this purpose. This will be
Edition 1 Page 7
Rev: 00
25th Mar, 2008
mishap there is the possibility of a

ditching.
The aircraft will be flying over
water which is more than one hour
flying time away from shore.
The aircraft will be flying en-route
over water beyond gliding distance
from shore.
Detailed instructions regarding how
and when a demonstration or briefing
must be made are stipulated in the
relevant instructions issued to Cabin
Crew members in their SEP Manual.
Demonstrations/briefings may be
replaced by a relevant video
performance if such a system is
available on the respective aircraft
type.
11.3.8 Consumption of Alcoholic

Beverages
No passenger may drink any alcoholic Intentionally Left Blank
beverage onboard the aircraft.
No alcoholic beverages may either be
served or consumed on the flight deck
under any circumstances.
Edition 1 Page 8
Rev: 07
11th June, 2010
11.4 CARRIAGE OF DEPORTEES/ travel unaccompanied or will require

INADMISSIBLE an escort.
PASSENGERS/PASSENGER
11.4.2 Handling on Board
IN CUSTODY
In all cases the Captain must be
11.4.1 General
advised that DEPO/ INAD
A deportee is a person who has
passengers/ passenger in custody are
entered a country and who at some
on board, with or without an escort.
later time is formally ordered by the
He/she has the authority to refuse to
authorities to be removed from that
carry deportees in any doubtful case.
country.
Persons who refuse to board the
An inadmissible passenger (INAD) is aircraft with physical resistance shall
a passenger who is refused admission
be excluded from the carriage.
to a country by the authorities of that
Arrangements shall be made that such
country.
persons will be boarded ahead of
A passenger in custody is a person
passengers and seated as discreetly as
charged with criminal offence and is possible at the rear of the aircraft. The
wanted by the governmental
escort may carry restraining devices,
authorities of another country or is
and will use them if required.
being sent to the home country for Otherwise, such persons will be
trial/conviction. Normally such
treated with the same courtesy and
passenger remains under close
tact as all other passengers on board
physical supervision and custody as
To avoid deportees/ INAD
court.
passengers/ passenger in custody
Deportees shall be accompanied by destroying their travel documents and
security officers or equivalent unless
claiming asylum on arrival, which
they are expelled for one of the
could result in Airline being fined by
following reasons only: the immigration control authorities at
Lack of working permit
the destination, the departure station
Illegal entry
must ensure that the tickets and
Expired visa or passport passports are handed to the escort or
Cancelled or invalid permit of
the Purser of the flight for his/ her
residence
retention.
Insufficient funds
Repatriation (runaway youth,
11.4.3 Notification
refugees) and when there is a
For all deportees/ INAD passengers/
reasonable assurance that the
passenger in custody a Deportee
deportee:
Report must be completed and
o Needs no special handling
distributed as indicated on the form.
o Will not be a source of
The Purser must initial the station
annoyance to other passengers
records.
o Does not jeopardize the safety of
Passports and travel documents, along
the persons, goods or aircraft
with the copy of the Deportee Report,
PIA Security/ Traffic/ Immigration
must be handed to the PIA Station
will be advised in advance of any
Manager or his representative at the
potential deportees/ INAD passengers/
destination station for the follow up
passenger in custody, and will make
action.
the decision on whether they may
Edition 1 Page 9
Rev: 07
11th June, 2010
11.4.4 Disembarkation
that such passengers are not permitted to
disembark at any point within the
jurisdiction of the deporting country, unless
ordered to do so by that countrys
authorities. When an aircraft lands at
another station within the jurisdiction of the
deporting country or returns to the point of
departure, the Captain will inform the
station staff and the authorities of the
passengers presence. Station staff must
ensure that the authoritys instructions for
custody of the passengers, either on board
the aircraft or elsewhere pending re-
embarkation, are carried out. Intentionally Left Blank
Edition 1 Page 10
Rev: 00
25th Mar, 2008
11.5 DISABLED PASSENGERS 11.5.2 Handling and Boarding

11.5.1 General Cabin Crew will offer general
Disabled passengers belong to assistance to disabled passengers and
different medical categories and may escorts, but cannot be expected to
travel either individually or in groups. undertake nursing duties, etc.
These categories are subdivided into: The Captain must be notified in the
Passengers able to reach an event of any deterioration in the
emergency exit during an passengers condition during the
evacuation without assistance. flight. He/she may not be able to
Passengers requiring assistance divert always but can make
in order to reach an emergency arrangements for extra medical help to
exit during an evacuation. be available at the destination and also
Detailed procedures (e.g. request for doctor assistance incase
authorization for travel, maximum one is onboard as a passenger.
number accepted etc.) are laid down in
Passenger Handling Manual. An 11.5.3 Individual Disabled Passengers
escort will accompany the disabled The standard Cabin Crew is
passenger at his/ her own expense. considered to be able to care for
The Captain must be advised if comfort, safety and assistance in an
disabled passengers are on board the emergency.
aircraft. He/she has the final authority Passengers able to reach an
to accept or reject incapacitated emergency exit without assistance
passengers for a specific flight. This shall be seated near the floor type
authority is valid for last minute emergency exit/doors but not in the
boarding as well as for already seat blocks immediately adjacent to
accepted incapacitated passengers. exits/ doors. Passengers unable to
The following guidelines are intended reach an emergency exit without the
to assist the Captain in his decision assistance are required to travel with
making: an escort who will be able to assist
Are appropriate documents e.g. a them in an emergency.
statement from the attending
physician, Medical Forms etc. 11.5.4 Groups of Disabled Passengers
on board? Accompanying persons are always
Are there qualified required in addition to the standard
accompanying personnel (doctor Cabin Crew. These able-bodied
/ nurse/ escort) or as specified by attendants are responsible for the
the Physician. disabled passengers comfort, and
No imminent danger to life as their safety and assistance during
far as is recognizable. emergency evacuation.
Is proper care and transportation Groups will be subdivided into
organized at the destination?. smaller groups (depending on the
If the Captain decides to refuse aircraft type) and shall be seated in
carriage, he/she shall inform such areas specifically designated for the
passenger(s) about alternate travel purpose. Further information is
means after consultation with the available in the Passenger Handling
station personnel. Manual.
Edition 1 Page 11
Rev: 00
25th Mar, 2008
11.5.5 Evacuation Procedures

11.5.5.1 Individual Disabled Passengers
The standard Cabin Crew is responsible for
the evacuation of passengers able to reach
the emergency exits without assistance.
Passengers requiring assistance will be
evacuated by their escorts or Cabin/Flight
Crew and able-bodied passengers,
depending on the situation.
11.5.5.2 Groups of Disabled Passengers

Primarily, it is the responsibility of the
accompanying persons to evacuate groups
of disabled passengers. Cabin/Flight Crew
shall assist as far as possible depending on
the situation.
Edition 1 Page 12
Rev: 08
22nd Nov, 2010
11.6 CARRIAGE OF PREGNANT

PASSENGERS
Expected mothers are not normally
regarded as incapacitated and
pregnant women will be accepted
without a medical certificate up to the
end of their 24th week of pregnancy.
From the 25th to the 32nd week of
pregnancy the passenger will
need to produce a medical
certificate of fitness to fly.
Beyond 32 weeks MEDIF will
be required.
Edition 1 Page 13
Rev: 00
25th Mar, 2008
11.7 PASSENGER MISCONDUCT Theft

11.7.1 General Carrying an unauthorized deadly
Should any passenger(s) become or dangerous weapon either
unruly during the flight; it is the concealed or unconcealed.
responsibility of the cabin crew to act Interfering with the safety of a
under the instruction of Pilot-in- crew member or the aircraft
Command against such type of Conveying false information
passengers. The crew may achieve concerning the flight and its
control by talking with the unruly safety.
individual(s), but if that is not Committing or attempting to
effective, he/she may have to use more commit an act of aerial piracy.
positive measures, such as restraining The Captain is responsible for
the passenger with belts, ropes, ensuring that this policy is applied
blankets, or the restraining devices if and that appropriate written reports
provided. If a number of passengers are submitted by members of the
are involved the Captain shall initiate crew. For this reason, Pursers should
positive steps to bring the situation ensure that any incidents of this
under control. nature are fully documented by
Enlisting the assistance of able bodied themselves and by any crew members
passengers may be necessary. The who are involved in an incident or are
Captain should notify via ATC, the witness to it.
law enforcement officials at the As there are many different types of
airfield of the intended landing, so that incidents, the Captain shall use his
they can meet the aircraft and take discretion in deciding when an
custody of the passenger(s). incident should be referred to the
Cabin Crew should be alert to the Authorities.
personal behaviour of any passenger Refer to PIA Security Manual for the
who could threaten the welfare of any following:
other passenger or crew member. The Disorderly Passenger Release
Captain is to be informed Performa
immediately. Unacceptable Behaviour Final
The following acts or conditions Waning Performa
violate the law. Any person violating Witness Report Form
any of these or any other law or As a guideline the following
regulation may be removed from the definitions with reference to ICAO
flight and prosecuted to the extent of Annex 17, the Tokyo convention rule,
the law. A report should be submitted ICAO Doc 288 and IATA security
accordingly upon completion of the manual are being reproduced.
flight: Violent: Actual or Threatened
Apparent intoxication Violence. Any activity involving
Being obviously under the physical assault or threat of physical
influence of drugs (except under assault. Assault is defined as an
proper medical care). unlawful and intentional display of
Threatening another passenger force against another in such a way
or a crew member with physical that it creates in the mind of the other
violence person the belief that force is about to
Indecent exposure or proposals be used against them. (Assault
Edition 1 Page 14
Rev: 00
25th Mar, 2008
includes the use of force, e.g.

Battering)
Unruly: Breach of Aviation/Criminal
Law. Any activity directed towards
another person that constitutes
offensive, menacing or reckless
behaviour. Such behaviour would
include the use of offensive language,
verbal abuse and offensive conduct
such as wilful exposure all of which
are prosecutable offences. The
behaviour would be directed towards
or directly affect passengers or crew
on the aircraft.
Disruptive: Any other unacceptable

behaviour. Behaviour that interferes
with the comfort of fellow passengers,
or interferes with the duties of crew
onboard the aircraft. This would
include minor disturbance not
including acts of violence or unruly
behaviour. Example include
intoxicated but not unruly passengers, Intentionally Left Blank
food throwing or boisterous
passengers and similar.
Edition 1 Page 15
Rev: 08
22nd Nov, 2010
11. 8 ILLNESS, BIRTH AND Captain is in any doubt, he/she can

SUSPECTED DEATH offload the Passenger.
11.8.1 Policy In a medical emergency, Cabin Crew
The preservation of the life and may open the Emergency Medical Kit
maintenance of passenger health without first seeking permission from
whilst in PIA care is paramount. the Captain.
Cabin Crew members shall administer Pursers must inform the Captain when
first aid in cases of injury and/or the seal on the Emergency Medical
illness encountered by passengers. Kit has been broken, so that he/she
Such cases shall be handled in a calm may make entries in the Technical
assuring manner and will not be Log and in the Debrief Report.
discussed with other passengers. For In the event of illness or injury to a
detailed guidance relating to cabin passenger during flight, it is the duty
crew functions, actions and task of the Purser to report the occurrence
sharing refer to the SEP Manual. to the Captain. The assistance of a
The Purser should always make a PA physician or a nurse should be
requesting qualified medical requested from amongst the
assistance should the severity of any passengers. If the condition of the
illness/ injury warrant. He/she must passenger is critical, the Captain shall
verify the medical qualifications of contact the nearest suitable airfield for
anyone volunteering to assist. landing and ask for preparation for the
Under no circumstances shall an care of the sick passenger.
injection be given to passenger(s) by a In the event that no specialist advice is
Cabin Crew member. The only available, the crew shall consider the
medication they may be given is that following symptoms in deciding to
provided by PIA, either in the first continue the flight or to land as soon
aid/ medical kits or supplied along as possible:
with the passenger amenities and Fever, perspiration or swelling
stowed in the galleys. Acute skin rash with or without
The Captain shall be notified fever
immediately in case of: Any other apparent symptoms
Serious illness or injury Severe diarrhea or vomiting
Imminent birth When requesting assistance from the
Suspected death airfield of intended landing, the
following details shall be relayed if
11.8.2 Illness/Injury possible:
In the event of a passenger becoming Name of the passenger
ill or appearing to be unfit to continue Illness (if known) or injury
that journey whilst on the aircraft or Request for a doctor and/or
when about to board, the Captain ambulance
should seek medical advice to Details of the Captains actions should
establish if the passenger is fit to be included in the Debrief Report.
continue. Some Airport Medical
Authorities will give written opinions 11.8.3 Birth
to indicate that the passenger is fit to If a child is born during flight, the aid
continue the journey, but if a written of a physician or nurse should be
opinion is not available and the
Edition 1 Page 16
Rev: 00
25th Mar, 2008
requested from amongst the treatment and provide a medical

passengers. opinion.
In the absence of such aid, female If the occurrence takes place before
Cabin Crew will assist. takeoff, return to the gate. If it takes
After landing the Station Manager will place in flight and a physician or nurse
take over care of the passenger, on the is in attendance their advice to
understanding that PIA is not continue the flight or land at the
responsible for any medical charges nearest suitable airfield should be
incurred. accepted.
The Captain shall notify the next The following brief checks may assist
airfield in advance, requesting an the crew in evaluating the situation:
ambulance to meet the aircraft. On Respiration Check if a mirror placed
arrival, in conjunction with the Purser, in front of the nose or mouth will
he/she shall complete a report in steam.
duplicate containing the following Circulation. Check the pulse on the
items: neck and heartbeat by ear on chest
Date and time of birth in hours Response. Pinch a sensitive area.
and minutes Pupils. Check if both eyes are dilated
Place of birth (given in lat/long) wide.
Sex The authorities and medical services
Full name of the parents( at the airfield of landing shall be
including maiden name of informed that there is a very
mother) seriously ill passenger on board.
Nationality of the parents or The Captain shall notify the PIA
former nationality for displaced Station Manager at the next point of
persons, as well as the place of landing as soon as possible, of the
birth. following particulars:
Home Address of the parents Full name of the passenger
Witnesses of birth (full names Nationality
and home addresses) Date of birth
Signature of the Captain and 02 Home address
other crew members Station of Embarkation
The original of this report is to be Destination
handed over to the local police Whether accompanied by
authorities and the copy included with relatives or friends
the ships papers in the Flight The Station Manager shall
Document Folder. immediately inform:
The local police authorities and
11.8.4 Suspected Death the airport authority giving all
If a passenger appears to be dead, the details.
person should be considered seriously The airport medical officer.
ill and not presumed dead.
Confirmation of death can only be
made by a physician due to the
complexities of the modern definition
of death. The assistance of a Physician
should be sought to administer
Edition 1 Page 1
Rev: 00
Pakistan International CARGO HANDLING 25th Mar, 2008
CHAPTER 12: CARGO HANDLING

TABLE OF CONTENTS
12.0 Aircraft Loading

12.0.1 Carriage of Cargo-General ... 2
12.0.2Suspected Inaccurate Cargo & Baggage Weights . 2
12.1 Load Sheet 3
.
12.2 Live Animals, Mail, Valuable Cargo
12.2.1 Carriage of Live Animals....... 3
12.2.2 Carriage of Mail 3
12.2.3 Carriage of Valuable Cargo....... 3
12.3 Carriage of Dangerous Goods
12.3.1 General.. 4
12.3.2 Acceptance, Storage & Loading ... 4
12.3.3 Loading of Hazardous Cargo 4-5
12.3.4 Notification of Crew (NOTOC). 5
12.3.5 Incidents .... 5
12.3.5.1 During Flights. 5-6
12.3.5.2 On Ground.. 6
12.3.6 Damage to Dangerous Articles...... 6
12.3.6.1 Definitions.. 6
12.3.7 Reporting of Dangerous Goods -Accidents & Incidents.. 6
12.4 Carriage of Firearms and other Weapons
12.4.1 Policy. 7
Edition 1 Page 2
Rev: 00
CARGO HANDLING
12.0 AIRCRAFT LOADING in the Technical Log Book to request
12.0.1 Carriage of Cargo General the download of the DFDR within 24
Cargo is carried on scheduled flights hours of landing.
subject to space and weight
availability. Passenger baggage,
including accepted excess baggage,
and mail shall have priority over
general cargo.
All cargo shall be packaged in the
manner laid down by the Company, to
ensure that it will not present a hazard
in turbulence. It shall be loaded in a
manner that precludes movement in
flight. Any abnormally large or heavy
cargo shall be secured in a special
manner specified by the Company,
and the Captain will be informed of its
location weight and dimensions.
Aircraft shall be loaded in accordance
with the respective Weight and
Balance Manual to obtain the best
centre of gravity that the load permits.
This responsibilities lies with the
PIAC Ground Handling Staff and
Agents, who should ensure that the
centre of gravity limits are not
exceeded.
The Captain shall satisfy himself of
the security of the loading of any
abnormal cargo with respect to the
anticipated weather conditions for the
flight.
12.0.2 Suspected Inaccurate Cargo &

Baggage Weights
Whenever a Captain suspects that the
weight or balance of an aircraft is
grossly in error, either by virtue of its
handling qualities or lack of
performance he/she should take the
following actions.
Maintain the aircraft well within the
safe operating envelopes and buffer
margins for the remainder of the
flight,
Make arrangements for weighing of
all cargo and baggage at the
destination airport, and make an entry
Edition 1 Page 3
Rev: 00
CARGO HANDLING
12.1 LOAD SHEET Valuable cargo may be carried in the
12.2 LIVE ANIMALS, MAIL AND hold even through there is so secure
VALUABLE CARGO stowage for it. In this the captain
12.2.1 CARRIAGE OF LIVE ANIMALS should be presented with the NOTOC
Live animal may only be carried in from which should be signed to
holds designated as being suitable for knowledge the presence of the cargo
the purpose. The captain shall be on board. The Captain has no
notified of the nature and location of responsibility for its safe keeping
any live animal carried and shall except in the case of a diversion,
where possible, ensure the correct where he/she is expected to ensure
ventilation and temperature control of that suitable precaution are taken to
that cargo hold. ensure its safety.
12.2.2 Carriage of Mail From a security point of view a
International mail is carried on PIA notification to all ground staff
aircraft only when the permission of involved is issued to maintain a watch
both the state of origin and intended at the hold door and to ensure proper
destination has been given. Such mail hand over procedure at the beginning
shall be carried only in the cargo and end of the flight. Whenever
holds. valuable cargo is carried the second
International mail has loading priority copy of the NOTOC form will be
over all other cargo, and will be retained by the purser and should be
offloaded only after all other cargo, in included with the ships paper on
the event of a flight being weight return to Karachi.
restrained.
The captain shall be advised of any 12.3 CARRIAGE OF DANGEROUS
mail being carried by the annotation of GOODS
the letter M in the section of the load 12.3.1 General
sheet showing load breakdown. ICAO Regulations (Annexure 18) and
Company mail shall be carried either state legislation requires that the
in the cargo holds or may in the case carriage of dangerous goods on board
of urgent communications or AOG aircraft shall be in accordance with the
spares, be handed to the captain or ICAO technical instructions for the
purser to be given to the station safe carriage of dangerous good by
manager or ground engineer at the air.
destination. The captain shall be In addition, written permission may be
informed of the contents of any items required by the state of origin, transit
of company mail so presented and or destination and it may be general
carried in the hold if he/she so wishes. permission or specific to any
particular flight.
12.2.3 CARRIAGE OF VALUABLE Dangerous goods are articles or
CARGO substance which are capable of posing
Valuable cargo stowage areas for significant risk to health, safety or
some aircraft are provided in the property when carried by air and
cabin. Larger items should be which are classified in technical
consigned to the hold unless instruction. The technical instruction
accompanied by a courier. Valuable contain a list of those goods which are
cargo shall not be accepted for most frequently carried and together
carriage on the flight deck. include detailed provision which must
Edition 1 Page 4
Rev: 00
CARGO HANDLING
be followed when dangerous good are reactive substances, organic peroxides
carried on any PIA aircraft. and radioactive materials must be
Information concerning the fully complied with. These packages
regulations requirements and must be clearly marked and coloured
provisions of the technical instructions accordingly.
are supplied to PIA employees in the
form of IATA Dangerous Goods 12.3.3 Loading of Hazardous Cargo
Regulations booklet and PIA Under no circumstances are the crew
Dangerous Goods Manual. It contains allowed to handle dangerous good
all the necessary information in a directly. If required to inspect
practical format designed for airline qualified and concerned staff should
use. A copy is maintained in each be summoned to inspect the
relevant department on the ground and consignment along with the crew.
on board relevant aircraft as part of its All dangerous goods, except radio
library. active, materials shall not be loaded
Any article or substance which by its in the bulk hold of aircraft. The
nature or quantity is classified and loading and packing should be as per
labelled as being restricted to IATA DGR manual.
CARGO AIRCRAFT ONLY is Where dangerous goods or restricted
prohibited from carriage on any PIA articles are to be carried on a flight all
passenger flight. conditions laid down in this chapter
PIA responsibilities regarding the must be complied with. The Captain
carriage of dangerous goods relates to shall be informed in writing of the
the areas of: nature packing and location of any
Acceptance of dangerous goods hazardous cargo in sufficient time
Storage prior to departure so as to permits
Loading him to personally inspect the loading
Inspection and security of the cargo (if deemed
Provisioning of information necessary).
The Captain shall have the authority
12.3.2 Acceptance, Storage & Loading to offload any hazardous cargo
Traffic and Cargo departments of PIA should he/she consider that:
or its appointed Handling Agents are The material is incorrectly
responsible for the acceptance, packaged.
Storage & Loading. There is evidence of damage to,
Dangerous goods acceptable for or spillage from container.
carriage must be properly packaged There are several different
and must be labelled in accordance packages loaded which contain
with the technical instructions and substances which if they were to
accompanied by the appropriate be inadvertently mixed together
documentation. could pose a threat to the safety
Each consignment must be properly of the aircraft.
inspected and prepared for loading The expected condition of flight
using the designated acceptance check is such that damage could occur
lists and any specific provisions to the container in the form in
regarding the acceptance and carriage which it is packaged.
of dangerous good in unit load device Carriage of the particular cargo
(ULDs). Precautions for the self is prohibited on aircraft.
Edition 1 Page 5
Rev: 00
CARGO HANDLING
12.3.4 Notification to Crew (NOTOC) 12.3.5.1 During Flights
Whenever dangerous good are carried Consider landing as soon as possible.
on board the captain shall be advised Switch No Smoking signs on.
by notice to crew (NOTOC). NOTOC Consider switching off non essential
will be presented to the flight crew at electrical power.
the time of briefing at all stations (fax Recirculation fans off (where
or copy or the original). The original technically possible )
NOTOC will be presented with the All air-conditioning packs to full flow.
load sheet on the aircraft before If necessary follow the appropriate
departure. The NOTOC highlights aircraft emergency procedure for fire
significant facts about the dangerous fighting and smoke removal.
goods or special cargo requirements. Consult the dangerous goods manual
The NOTOC must be kept readily carried on the aircraft.
available in flight for reference in the For goods carried inside the cargo
event of an incident and should be compartment, determine the source of
drawn to the attention of and passed smoke/fire/fumes. Consult the
onto the joining pilots in command in NOTOC and attempt to identify
the event of the crew changes at relevant item (s). Time permitting,
transit stops. consult the Operations Control
In case the crew taking over is (Situation Room) at Karachi to request
delayed or not available to due to a advice.
longer turn-around, the crew leaving
the aircraft should leave a message to 12.3.5.2 On Ground
refer to the ships papers left onboard Disembark passengers and crew
which will contain the NOTOC. This before opening any cargo
will preclude the possibility of new compartment door.
crew not being aware of the presence
Inform ATC and ground personnel
of dangerous goods. and emergency services of the nature
Should there be a query or of the dangerous goods items and its
information sought on the NOTOC loading positions according to the
presented, reference should be made NOTOC.
to the Dangerous Goods Regulation
Make an appropriate entry in the
book placed in the aircraft library or
aircraft Technical Log.
the flight dispatcher who will liaise
with the people concerned if
necessary. 12.3.6 Damage to Dangerous Articles
12.3.6.1 Definitions
12.3.5 Incidents An accident associated with or
For the safe transportation of dangerous related to the carriage of dangerous
goods special IATA dangerous goods good is an occurrence which results in
regulation (DGR) have been stipulated for fatal or serous injury to a person, or
all persons involved in handling loading and major property damage.
transporting these goods. The following An incident is an occurrence other
guide line should be used if an incident than an accident not necessarily on
should occur on board an aircraft which board an aircraft, which results in
may be related to the dangerous goods. injury to a person, property damage,
fire, spillage, leaking of fluid, or
radiation or other evidence that the
Edition 1 Page 6
Rev: 00
CARGO HANDLING
integrity of the packing has not been
maintained. Any occurrence relating
to the transport of the dangerous
goods which seriously jeopardizes an
aircraft or its occupants is also
deemed to be a dangerous goods
incident.
12.3.7 Reporting of Dangerous Goods
Accident and Incidents
Whenever an accident or incident
occurs involving dangerous goods, the
details must be reported to the PCAA.
The captain shall notify the SVP
Corporate Safety and HSE department
who in turn shall by the most
expedition means available notify the
PCAA. The Captain will supply a
written air safety report to the effect.
Edition 1 Page 7
Rev: 00
CARGO HANDLING
precluded from carriage on our
12.4 CARRIAGE OF FIREARMS AND aircraft under any circumstances.
OTHER WEAPONS Firearms (including handguns, rifles,
12.4.1 Policy machine-guns, shotguns, air guns,
The carriage of weapons and human killers, bolt guns, starting
ammunition in the cabin or on the pistols): ammunition for firearms:
flight deck of PIA aircraft is replica for firearms: crossbows.
prohibited. All weapons and Explosive materials (military
immunization must be carried in the commercial, or home made
baggage hold. Weapons and explosives): explosive devoices:
ammunition must be stored separately. detonators: smoke cartridges,
This restriction includes the firearms grenades; mines and other explosive
and ammunition carried by security military stores; replica or imitation
and police officers on official escort explosive materials or devices.
duties. Pointed or bladed items made or
The Captain must be informed of the adapted to cause injury (e.g. flick
numbers of weapons and the quantity knives, gravity catch knives, stilettos
of ammunition as well as their storage daggers, kukris; other knives (real or
position. ceremonial) with blades exceeding 8
In case of air guards if permitted by cm in length (including sheath
the state the PIC shall be notified prior knives); open razors; scalpels; ice
to the departure of the flight with Capt.ks; swords; sword stick;
information, which includes the umbrellas containing sword blades,
numbers of authorised armed harpoons; spears; arrows.
personnel on board and their location. Items containing incapacitating
Weapons and ammunition must not be substances (including tear gas, mace,
returned to the owner on the airside of phosphorus and acids).
the terminal. Should such a Highly inflammable substances (e.g.
requirement be claimed, special gasoline).
dispensation is needed. Gas containers or aerosols with a
At all Pakistan airports, the police are capacity of more than 500ml.
responsible for providing armed Knuckle duster; clubs; coshes; rice
protection for heads of state, VIPs flails.
and others whenever such protection Passengers are not allowed to carry
is necessary. When foreign police or any of the above noted articles beyond
personal bodyguards seek to the security checkpoint in the
disembark firearms, or endeavour to terminal. If a passenger wishes to
take them beyond the security check carry a dangerous article on the
point when embarking, the ASF/ aircraft, it must be surrendered to our
Police must be notified immediately. ground staff who will be responsible
for its safe custody.
12.4.2 Definitions
Weapons and ammunition include the
following:
Note that most forms of ammunition
are subject to IATA Dangerous Goods
Regulations. Additionally under IATA
DGR, some of these items may be
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GROUND HANDLING
CHAPTER 13: GROUND HANDLING

TABLE OF CONTENTS
13.0 Responsibility
13.0.1 General.... 2
13.0.2 Policy... 2
13.0.3 Load & Trim Sheets.... 2
13.0.4 General 2-3
13.0.5 Standard Passenger Weights 3
13.0.6 Manual Load sheets. 3
13.0.7 Captains Acceptance.. 3-4
13.0.8 Last Minute Changes (LMCs). 4
13.1 Catering & Clearing
13.1.1 Catering... 4
13.1.2 Aircraft Cleaning 4
13.2 Technical Log & Cabin Log
13.2.1 Technical Log ... 5
13.2.1.1 Maintenance Release (MR) or Certificate to Release to
Service (CRS) 5
13.2.2 Minimum Equipment List (MEL).. 5
13.2.3 Technical Faults Recording .. 5
13.2.4 Cabin Defect Log .. 6
13.3 Aircraft Technical Support
13.3.1 Stations with Authorised PIAC Contact Engineer 7
13.3.2 Stations without an Authorised Engineer . 7
13.3.3 Unserviceable Aircraft.. 7-8
13.3.4 Requirement for an MR/CRS................. 8
13.4 Diversions to Airfield with Company Support. 9
13.5 Diversions to airfields without Company Support
13.5.1 General... 10
13.6 Charges & Administrative Procedures
13.6.1 Landing Fees . 11
13.6.2 Fuel Purchase 11
13.6.3 Administrative 11-12
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GROUND HANDLING
13.0 RESPONSIBILITY Loading and unloading of

13.0.1General Cargo, including dangerous
Ground handing in this Chapter relates goods.
primarily to areas that concern the Toilet servicing.
Flight Crew either before or during Fresh water servicing.
the flight.
The responsibility for the ground Aircraft pushback (if applicable)
servicing of the aircraft generally lies Supply of passenger steps and
outside the sphere of the Flight loading equipment.
Operation Department. Such functions Load and Trim sheet
are normally carried out by other computation.
departments within the Company, or At most outstations, PIA staff
by designated outside contractors. generally function in a supervisory
However, ultimate responsibility for capacity to ensure that the appointed
the acceptance of the aircraft for a handling agent is performing his
flight always lies with the Captain. duties correctly and to liaise with the
Responsibility for ensuring the passengers. They do, however,
satisfactory preparation of the aircraft perform additional duties at some
for flight may be delegated to outstations like filing of ATC flight
members of the crew as necessary. plans etc. but they serve primarily as a
Close co-operation shall always be channel of communication with the
maintained between the Captain (or handling agents. Where the aircraft is
his delegate) and the ground personnel docked at a passenger loading bridge,
to secure smooth and efficient the allocation and operation of the
handling of all flight and ground bridge is the responsibility of the local
operational matters. airport authorities.
Whenever a captain is required to
countersign any document at any 13.0.3 Load & Trim Sheets
outstation for handling charges, The load and trim sheets are prepared
goods, or other services, he/she should by licensed personnel only (whether
print his name by his signature and PIAC employees or Handling
also his staff number. Agents). It is the Captains
responsibility to ensure that the
license number of the person
13.0.2 Policy
preparing the load / trim sheet is
It is PIA policy to subcontract the
written below his signature. The
ground handling of its aircraft to
Captain may inspect such licenses to
outside agencies at stations abroad. In
ensure their validity. At least one
Pakistan this ground handling is done
member of PIAC station staff will
by PIA.
hold a valid license to compile load
Ground handling consists of:
and trim sheets.
Passenger and baggage check-in.
13.0.4 General
Cargo handling.,
Load and trim sheets shall be prepared
Embarking and disembarking of
for each flight by either Company
passenger.
personal or contracted agents or, in
exceptional cases, Flight Crew. Before
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GROUND HANDLING
departure the trim sheet must be number of the person who completed
checked, approved and signed off by that load sheet / trim sheet is on the
the Captain. Under certain conditions document.
particularly where the load sheet has All PIA outstation staffs who are
been computer generated, the authorized to complete the manual
requirement for a trimsheet may be load sheets and trim sheets are
waived off. qualified license holders.
The following information shall be
given to the person responsible for 13.0.7 Captains Acceptance
preparing the load sheet as early as Before departure, the Captain or
possible i.e. generally at the briefing delegated Flight Crew member must
stage: check the following details on the load
Applicable takeoff weight and trim sheets:
restrictions. The number of crewmembers is
Take-off and Taxi fuel correct.
Planned trip fuel to the final Passenger totals do not exceed
destination. or deviate from the seating and
Potential loading weight safety equipment limitations
restrictions. according to the aircraft
certifications.
13.0.5 Standard Passenger Weights Actual weights do not exceed
PIA is authorized to use the following the structural and operational
standard weights for load sheets. They limits for takeoff, landing and
include a standard 5 kg allowance for hand zero fuel weights
baggage. For specific flights, whenever the Dry Operating Weight and Dry
need is identified, an additional allowance is Operating index for gross errors.
made for hand baggage. ZFW MAC and Take-off MAC.
Standard Passenger Weights Stabilizer setting is within
Adults (Male) 75 kg prescribed limits.
Adults (Female) 75 kg Fuel figure corresponds to the
Children 38 kg actual fuel distribution on the
Infants 15 kg aircraft.
The aircraft does not exceed
certificated limits after Last
13.0.6 Manual Load sheets
Minute Changes (LMCs).
Each Flight Crew member shall be
It is the responsibility of the
trained in, and retain competency in
departure station personal to ensure:
the completion of manual load sheets
Correct passenger totals.
and trim sheets for the types of aircraft
Correct weights and distribution
he/she is currently operating. A supply
of baggage, mail and freight.
of manual load sheets and trim sheets
Correct load sheet calculation.
shall be carried in the spare
Correct trim sheet calculation.
Documents Folder in the aircraft
By signing the load sheet, the
library. At outstations where a manual
Captain certifies on behalf of the
load sheet and trim sheet is prepared
Company that the aircraft load is
by the ground staff, it should be
checked that the signature and license
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GROUND HANDLING
correctly distributed and secured for shall be reported to the Captain.

safe flight. Where any shortfall exists, due
The Captains signature will be consideration has to be given to
treated as his confirmation that ordering additional catering taking
he/she is satisfied with the accuracy into account the resultant delay, and
of these figures. the suitability of catering at that
station.
13.0.8 Last Minute Changes (LMCs) In extreme circumstances the Captain
On occasions it may become may decide to depart with insufficient
necessary to adjust the load catering for the actual number of
sheet and trim sheets after passengers on board, but in this event
completion due to late load and he/she should explain the situation to
adjustments. Such a change is the passengers, and record his reasons
referred to as last minute change. for doing so on the Voyage Report.
(LMC).
For any Last Minute Changes, 13.1.2 Aircraft Cleaning
reference is to be made to the The interior cleaning of PIA aircraft is
Policy Chapter of Weights and carried out both by PIAC and outside
Balance Manual for the agencies contracted by the Company.
respective aircraft type. This agency may be the Handling
Agent or another outside contractor. It
NOTE: One Pax off-loaded and one Pax is company practice for the Captain to
added represents 2 LMCs and not zero delegate the responsibility for
LMC. Refer Mass and Balance for such ensuring that the interior of the
LMCs. aircraft is properly cleaned and
prepared for service to the senior
purser. However the ultimate
For further details please refer to the
Weights and Balance Manual in responsibility remains with the
aircraft technical library (Policy Captain.
Chapter). Under exceptional circumstances,
such as where a positive security
13.1 CATERING & CLEANING threat exists, the Captain may decide
13.1.1 Catering that it is inadvisable to permit
PIA catering is both self supplied and cleaning staff to board the aircraft. In
under contract by outside agencies, such an event he/she should request
either on a round trip basis or as the crew to carry out basic cleaning
single sector uplift from an outstation and tidying of the cabin prior to
for the onward portion of the flight. boarding of passengers. He/she should
Where round trip catering is supplied, explain the situation to the passengers,
the catering for the return sector is if this can be done without causing
based on the latest load figures them undue alarm.
available for the sector at the airport
of departure.
It is PIA practice for the Purser to
check the quantity and quality of all
uplifted catering. Any discrepancies
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GROUND HANDLING
13.2 TECHNICAL LOG & CABIN LOG serviceability. Any operational

13.2.1 Technical Log decision relating to unserviceability
13.2.1.1 Maintenance Release (MR) Or after dispatch has taken place are at
Certificate to Release to Service the discretion of the Captain.
(CRS) A Captain shall not accept aircraft for
Whenever a defect is entered into the service if MEL requirements are not
Technical Log (Tech Log). The met unless a Waiver has been granted
Certificate of Airworthiness ceases to by PAK CAA. Such waiver must
be valid. The Maintenance Release/ always be forwarded to the Captain in
Certificate to Release to Service writing.
(MR/CRS) is the means by which the Copies of any waiver given will also
Certificate of airworthiness is be sent to any enroute outstation for
revalidated. For such entries the flight the information of the next Captain.
crew shall ensure that the information Whenever a waiver for the
entered is up to date, legible and continuation of a flight has been
cannot be erased, and correctable in obtained, the final decision regarding
the case of an error provided each the execution of that flight still rests
correction is identifiable and error with the Captain.
remains legible. The Captain must ensure the
Thus, whenever a defect is entered in following correct entries are made in
the Tech Log and the defect has been the aircraft Tech Log:
actioned, an MR/CRS must be issued. Exact statement of the problem,
Persons authorised to sign in the The fact that a waiver for
Certified Column of the Technical continuation of the flight has
Log are in fact issuing a Maintenance been granted (possibly including
Release /Certificate to Release to special conditions).
Service(MR/CRS). Generally only The expected weather conditions
CAA Pakistans licensed and of the intended flight where
approved aircraft engineers are applicable.
allowed to issue a MR/CRS.
13.2.3 Technical Faults Recording
13.2.2 Minimum Equipment List (MEL) PIC shall ensure full and accurate
If a fault that cannot be immediately report in the ATL of all known or
rectified is discovered on servicing suspected defects that may affect the
and inspection of the aircraft, it shall safe operation of the aircraft, for each
be reported to the Captain, and action sector of flight. For aircraft having a
decided in accordance with the Fault Reporting Manual the applicable
applicable Minimum Equipment list codes shall also be noted
(MEL). If the defect is a recurring problem, a
Each Aircraft MEL contains a preface brief description of the defect must be
that gives definitive guidelines entered and a reference to known prior
regarding its scope and applicability. occurrences should be made (include
Note: Once the aircraft has been the Tech Log Page & Item No)
accepted for service the MEL and the
procedures contained within it serve
only to give guidelines on
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GROUND HANDLING
13.2.4 Cabin Defect Log

The Cabin Defects Log is used to
record defects noted in the cabin.
Purser is responsible for entering
cabin defects in cabin defect log.
The Purser will inform the Captain
about reporting of cabin defects in the
Cabin Log. A one line entry will also
be made in the Aircraft Tech Log
stating, Please check Cabin Defect
Log for fresh entries. This will be
signed off by the Flight Crew
responsible.
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GROUND HANDLING
13.3 AIRCRAFT TECHNICAL personnel supplied by that agency to
SUPPORT assist in this.
13.3.1 Stations with Authorised PIAC or In the event that technical assistance is
Contract Engineers unavailable the Captains authority to
At Karachi or any outstation where certify the Tech. Log is restricted to
resident PIA aircraft engineering staff the following:
is available, the PIA Engineering shall Refuelling.
be responsible for ensuring that any Pre-departure inspection and
technical defects on the aircraft are transit checks.
rectified or entered in the Aircraft
Technical log by a duly authorised 13.3.3 Unserviceable Aircraft
person in accordance with aircraft Where there is no agreement with an
MEL/ CDL, and that: outside maintenance contractor at an
There are sufficient hours outstation and the Captain of an
remaining on the current check unserviceable aircraft requires
cycle of the aircraft to allow the technical assistance, he/she shall
proposed flight to be completed. contact the Operations Control who
All prescribed pre-flight, hours will liaise with the Engineering. The
limited, cycle limited or time Captain shall not enter into any
limited checks have been arrangement for maintenance
performed prior to the flight. assistance without an agreement in
All fluid levels have been writing by fax or telex from C.E.
checked and where necessary Quality Systems in Karachi.
replenished. Should an aircraft become
The fuel required by the Captain unserviceable at an outstation, it shall
for the flight has been correctly be the responsibility of the Captain to
loaded and distributed. determine, with reference to the
An authorised PIA Aircraft Engineer aircraft Minimum Equipment List and
will sign the MR/CRS section of the / or Configuration Deviations List,
Technical Log and submit it to the whether or not the aircraft can
Captain when all of the above items continue the flight in its current
have been completed. The latter, condition.
having satisfied himself that the He/she may also consult with a local
aircraft is technically fit for service maintenance agency or the PIA
will accept the aircraft. Engineering and Chief Pilot Technical
in Karachi through Flight Control to
13.3.2 Stations without an Authorised assist him in reaching a decision as to
Engineer the suitability of the aircraft to
At outstations where there is no PIA continue the flight. Should further
maintenance establishment, it shall be flight not be feasible without the
the responsibility of the Captain to rectification of a defect, the Captain
ensure that that all fluid levels are shall liaise with the local maintenance
sufficient for that flight. Where a agency for it to be done and make any
maintenance agreement exists with an necessary arrangements with them for
outside agency at a line station, the the supply of spare parts on a loan or
Captain shall utilize the facilities and purchase basis in consultation with
PIA Engineering in Karachi.
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GROUND HANDLING
Under these circumstances a waiver list of C/F items which is part of the
from PIA Quality Systems will be Tech Log.
necessary. The waiver is required to (Refer to MOE Sections 2.16.2.5 &
permit the use of the parts and allow L2.3.2.5)
the local engineer to issue a MR/CRS.
Any arrangement with an outside
agency for the supply of spare parts
for a PIA aircraft shall be confirmed
by fax or telex by PIA Engineering, a
copy of which shall be retained by the
Captain and submitted with the flight
documents.
13.3.4 Requirement for an MR/CRS

a) All PIA flights will require a
Maintenance Release /Certificate to
Release to Service (MR/CRS) to be
signed by a qualified Engineering staff
before commencement of flight.
However if no maintenance work is
performed on the aircraft as a result of
pre-flight inspection a CRS/MR may
not be issued.
b) Defect(s) Raised and Fixed.
The Maintenance Release /Certificate
to Release to Service(MR/CRS)
should indicate the following:
- The type of defect.
- The circumstances regarding the
defect.
- The action taken to clear the defect,
including the organization / personnel
involved; the qualifications of the
engineers (license, rating) and the
communications with PIA
Engineering (if any).
(Refer to Maintenance Organization
Exposition (MOE) Section 2.16.
c) The aircraft that has a defect which
is allowable under the terms of the
MEL.
Defect is reported on Tech Log. The
engineer will give MEL reference and
will close the entry. The record of C/F
defect is transferred in the hill pocket
of Tech Log and also included in the
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GROUND HANDLING
13.4 DIVERSIONS TO AIRFIELDS upon does not infringe on any local
WITH COMPANY SUPPORT regulations at that airport.
Upon arrival at the alternate
aerodrome, Captain shall consult with
the PIA station staff to determine the
course of action best suited to
minimize inconvenience to the
passengers. If the aircraft is expected
to depart shortly after refuelling, it is
preferable to keep the passengers on
board as offloading them could result
in further delay: If a protracted stay is
expected then the decision shall be
made after consideration of all
relevant factors such as terminal
congestion, availability of
refreshments and local regulations etc.
If the length of stay is likely to
infringe on the flight time limitations
of the crew, the Captain should
coordinate to arrange for the
reservation of hotel accommodation
and transportation for the crew as
quickly as possible so as to minimize
any delay in departure caused by the
required crew rest period. In such
cases planning must be carried out in
close co-operation with the Station
Manager and Operations Control.
The crew must never leave the airport
for their accommodation until suitable
arrangements have been made for the
well being of the passengers, and that
the security and maintenance of the
aircraft is ensured. The Captain shall
ensure that all necessary arrangements
for crew pickup and transport have
been made.
If the passengers are to be kept on
board the aircraft, they shall remain
the responsibility of the Captain, but
if they are offloaded to the terminal
they become the responsibility of the
station staff.
At all times the Captain shall liaise
with the local station staff to ensure
that any course of action decided
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GROUND HANDLING
13.5 DIVERSIONS TO AIRFIELDS The Purser shall be responsible for
WITHOUT COMPANY SUPPORT: ensuring that:
13.5.1 General In the case of a night stop,
On arrival at the alternate aerodrome, assistance is given to the
the Captain should liaise with the passengers to complete customs
contracting agent staff using the same and immigration formalities.
guidelines as if they were PIA staff. In case of lost baggage, the
He/she should make contact with handling agent is informed and
Operations Control (situation Room) appropriate actions taken.
at Karachi. Unaccompanied children are
It is the responsibility of the Captain never left alone, and that a
to arrange of the safe and efficient message is sent to the stations of
conduct of functions, which normally origin and destination in order to
are performed by ground staff. These advise the childrens relatives of
duties include: the diversion.
Safeguarding of the aircraft Passengers wanting to send
passengers and cargo notification of the delay may be
Servicing of aircraft (including transit given this assistance at Company
check). expense.
For requirements for aircraft technical An exact count of passengers is
servicing refer to the section earlier in taken in order to avoid any
this Chapter. misunderstanding about the total
Organization of ground duties such as: number.
Passenger services e.g. meals, Assistance is given to any
hotel accommodation, etc. passenger wishing to transfer to
Liaison with Operations Control another carrier. A proper record
or if not possible, with the must be kept of all such
nearest PIA station or Dispatch transfers.
office
Flight preparations, e.g.
provision of CFP or OFP, ATC
flight plan, metrological
information, trim or load sheets
etc.
Handling of cargo and mail
according to instruction from
Operations Control.
Crewmembers may be delegated to
perform various duties as required by
the Captain.
At least two Cabin members should
escort the passengers to the terminal.
The remaining Cabin Crew should
check the cabin, collect any hand
baggage left behind, and arrange
storage of the sealed bar boxes.
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GROUND HANDLING
13.6 CHARGES & ADMINISTRATIVE handling assistance if contact
PROCEDURES with Operation Control or
13.6.1 Landing Fees another PIA station cannot be
It should be noted that at some made.
alternate aerodromes listed in the PIA
Traffic Services Directory, the 13.6.2 Fuel Purchase
handling agents will neither pay nor When purchasing fuel at an outstation it is
guarantee the landing fees at that preferable to obtain the required quantity
airport. In this case the Captain should against a normal invoice from a supplier
try to negotiate temporary credit with with whom contractual arrangements have
the airport authorities, or if he/she is already been established. If the fuel supplier
unable to do this he/she should contact will not deliver fuel against a normal
Operations Control (Situation Room) invoice, one of the carnets in the aircraft
in Karachi to arrange an acceptable may be used. This should be considered
method of payment. more expensive than fuel delivered against a
In the event of an in-flight diversion normal invoice.
to an airfield where PIAC does not
have station staff or a contract with a
handling agent, the Captain should: 13.6.3 Administrative Procedures
Consider the feasibility of self- A duplicate of the flight documents
handling if the stay at the diversion (load and trim sheets, the copy of the
airfield only involves a brief refuelling aircraft Technical Log page and the
stop. If this is considered practical, the General Declaration) must be left with
Captain should make arrangements the handling agent or in his absence
with the airport authorities for the airport authorities prior to
payment of any landing and parking departure.
fees. Handling charges at the diversion The following papers shall be kept in
airfield can be settled in several ways: the trip folder for processing at the
If the Handling Agent is an next PIA station or home base
IATA carrier, a charge note can respectively:
be signed by the Captain, and Passenger Manifest.
PIA will be invoiced through Cargo Manifest.
the IATA clearing house. Mail Manifest.
The nearest PIA Station may be Flight coupons.
able to settle the account. Excess baggage slips.
Irrespective of length of the Air Waybill.
stopover, keep Operations The following details of the diversion
Control in Karachi informed of should be annotated on the Debriefing
the situation, and forward Report for submission on return to
details of any agents at the Karachi.
diversion airfield who are Name of the diversion
willing to handle the flight and aerodrome.
follow any subsequent Date and time of landing / take
arrangements. off.
Approach a carrier or an agent Name of ground handling
with whom PIA has contracted agency, if applicable.
agreements elsewhere for
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GROUND HANDLING
Information regarding the
services rendered (give details of
any settlements made in
connection with any service)
such as:
Ground Handling.
Ground transportation of
passenger and crew.
Technical services.
Other services (if possible
furnish duplicates of Work
Orders).
Edition 1 Page 1
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Pakistan International GENERAL FLIGHT DECK PROCEDURES 22nd Nov, 2010
CHAPTER 14: GENERAL FLIGHT DECK PROCEDURES

TABLE OF CONTENTS
14.0 Crew Positions & Duty
14.0.1 Flight Deck Teamwork..... 2
14.0.2 Successions of Command .... 2
14.0.3 Crew Positions . 2
14.0.3.1 General Rules. 2-3
14.0.3.2 F/O Take Off and Landing Restrictions. 3
14.0.4 Allocation of Flight Crew Duties.. 3
14.0.5 Allocation of Flight Crew Duties with Multiple / double Crew... 3-4
14.0.6 Allocation of Duties in an Emergency.. 4
14.0.7 Transition Training... 4
14.0.8 Special Airfield Authorization.. 4
14.1 Admissions to the Flight Deck
14.1.1 Policy. 5
14.1.2 Travel on the Flight Deck. 5
14.1.3Locking of the Flight Deck Door... 5
14.1.4 Unlocking and opening of the Flight Deck Door. 5
14.3 Enroute Inspections by C.A.A Inspectors
14.2.1 Background.. 6
14.2.2 Scope 6
14.2.3 Procedures 6-7
14.2.4 Delegation 7
14.2.5 Identification 7
14.3 Use of Jumps Seats... 8
14.3.1 General. 8
14.3.2 Flight Deck Jump Seats 8
14.3.3 Reasons for Emergency Travel 8
14.3.4 Flight Deck Jump Seats. 8
14.4 Nutrition and Health
14.4.1 Crew Meals... 9
14.4.1.1 Policy. 9
14.4.2 Meals on The Flight Deck. 9
14.4.3 Fluids on The Flight Deck 9
14.4.4 Smoking Rules.. 9
14.4.5 Eye Protection... 9
14.4.6 Ear Protection 10
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14.0CREW POSITIONS & DUTY to the next senior Pilot assigned as

14.0.1 FLIGHT DECK TEAMWORK crew on that flight. If the
Superior teamwork consists mainly of Captain is taken ill or otherwise
mutual initiative, assistance and indisposed and cannot continue his
continuous briefing. It is necessary command, the flight will not depart
therefore, for Flight Crew members to from the airfield where it has landed
inform each other about their or, if occurring during flight, from the
intentions and other important facts next airfield at which it lands.
concerning the flight, such as a If the flight cannot be continued
temporary disruption of lookout, a Operations Control (situation Room)
momentary break in listening watch must be notified immediately. Another
on the normal communication Flight Crew member will be
frequencies, handing over of controls, positioned, in order to allow the flight
use of the autopilot, handling of to be continued with the minimum
throttles, etc. delay.
Whenever a Flight Crew member
observes or suspects an irregularity, 14.0.3 CREW POSITIONS
deviation or anomaly in the operation 14.0.3.1 General Rules
of the aircraft or its system, he/she It is a standard procedure that
shall immediately advise the Captain Pilots/Flight Engineer seats are
before analyzing the situation further. occupied by appropriately qualified
Since crew compositions are crew during all phases of flight. A
constantly changing, it is necessary to crew may leave his seat temporarily
standardize flight deck teamwork by during flight, with the Captains
adhering to relevant PIA Standard permission, e.g. when personal
Operating Procedures at all times. necessities or minor irregularities
It is recommended that the Captain require it. The autopilot must be
make a brief check of the cabin engaged in such cases. However, there
appearance on embarking and will be no change or leaving of seats
supervises, by means of spot checks, during climb or descent unless
the preparatory work of the other crew operationally required.
members. Whenever a Pilot is replaced in his
Good teamwork between Flight and seat, this must be authorized by the
Cabin Crew is required in order to Captain. The changeover must be
ensure that the cabin is prepared in done quickly and arranged so that
time for takeoff and landing. only one of the pilot seats is empty at
a time. The autopilot must be engaged
14..0.2 Succession of Command during such a seat change. The
Should the Captain become incapable Captain shall occupy the left hand seat
of holding command, then the First except when he/she is endorsed to fly
Offer will assume command unless from the right hand seat and is doing
there is a Relief Captain assigned as a so in training or checking role. When
crew on that flight. This succession two Captains are flying together and
continues, in emergency, throughout one is a Training Captain sitting in the
the Flight. The responsibility for right hand seat tasked to carry out the
assuming command passes normally duties of a First Officer, the Training
Edition 1 Page 3
Rev: 08
Captain is the designated Commander Take of gross weight does not

of the aircraft. When the Captain is exceed 90% of allowed maximum
not assigned in a training/check role, take off gross weight.
the Captain on the left hand seat is the For landing, the cloud base is
Commander of the aircraft. such that either the runway or its
Captains and First Officers should fly lighting is visible from not less
leg for leg in the roles of Pilot than 1000 feet above the runway
Flying (PF) and Pilot Monitoring threshold for a non precision
(PM), as far as possible in order to approach, and not less than 500ft.
ensure that both Recency and level of for a precision approach.
flying proficiency are maintained. Note: Training Captains may allow First
However, this remains entirely at the Officers to perform a takeoff or landing
discretion of the Captain who should with weather conditions below the minima
carefully consider all relevant matters mentioned above.
before allowing an inexperienced First
Officer to fly the aircraft. 14.0.4 Allocation of Flight Crew Duties
The following are occasions on which The general allocation of Flight Crew
the Captain is required to assume the duties during takeoff, climb, cruise,
duties of PF irrespective of prior descent, approach and landing is
allocations: outlined in Chapters 16 and 17 of this
During a rejected takeoff. Manual.
During emergency and certain The Pilot Flyings (PF) main duties
abnormal procedures. are the control of the aircraft and its
At any time he/she considers it navigation. He/she shall monitor the
necessary for safe conduct of aircrafts attitude and be ready to
flight. immediately take control manually.
When the First Officer is acting as PF, The Pilot Monitoring (PM) shall
the Captain shall perform the PM perform all non flying pilot duties, in
duties and not countermand the First addition to assisting the PF whenever
Officers decisions, unless he/she possible in monitoring the flight
considers that flight safety, regulations instruments and with the general
or PIA standard are being lookout. He/she shall always monitor
compromised. the PF for signs of incapacitation,
especially during the critical stages of
14.0.3.2 F/O Take-Off and Landing flight, such as takeoff, approach or
Restrictions landing, and be prepared to take
A Line Captain may allow a First control at all times.
Officer to carry out a takeoff or
landing provided that: 14.0.5 Allocation of Flight Crew Duties
The runway is not contaminated with Multiple / double Crew
(Slippery or Wet). Multiple Crew Operations shall
The crosswind component does be conducted with two Captains
not exceed 15kts. and one First Officer in 2-man
For take off the RVR/visibility is cockpit.
800meters or more
Edition 1 Page 4
Rev: 08
In 3-man cockpit, multiple crew will Training Captain for takeoff, approach
consist of two Captains and one First and landing, subject to the discretion
Officer and two Flight Engineers. of the Training Captain who still
In case of 2-man cockpit, one seat will remains Commander of the aircraft.
be reserved in the cabin, whereas in 3- Pilots undergoing First Officer
man cockpit two seats will be reserved training will occupy the Right Hand
in the cabin in club class for crew rest Seat under the supervision of a
for the multiple crew operations. designated Training Captain for
In case of long range operations two takeoff, approach and landing, subject
sets of crew shall be detailed to the discretion of the Training
For multiple/double crew operations, Captain.
the senior captain shall be the Pilot in On any flight where a Training
command of the flight. When two Captain is designated as Commander
Captains are flying together and one of the aircraft he/she shall occupy one
of them is a supervisory captain then of the Pilots seats unless conducting a
the regulations in 14.0.3.1 apply. check of type rated pilots and
Operational command rests with the occupying observer seat.
PIC when he is on the flight deck
occupying a pilot seat. When he is 14.0.8 Special Airfield Authorisation
resting, operational command will be There are some airfields on the PIA
passed to the next captain. network, which are considered to present
special operational difficulties for Flight
14.0.6 Allocation of Duties in an Crews. Before operating to any of these,
Emergency which are classified as special category
Depending on the circumstances, the Airfields, a Pilot must undergo special
Captain shall allocate specific duties training.
to his Flight and Cabin Crew. For detailed information refer to Chapter 22
It should be understood that the PF of this manual.
shall be responsible for controlling
and monitoring the flight progress,
while other Flight Crew members are
performing their allocated duties, e.g.
technical handling of problems,
communications, etc.
Any handing over of flight controls
shall be performed in a definite,
unmistakable manner.
For detailed procedures and allocation
of duties refer to respective aircraft
type FCOMs and FCTMs.
14.0.7 Transition Training

Pilots undergoing command training
will occupy the left hand seat under
the supervision of a designated
Edition 1 Page 5
Rev: 08
14.1 ADMISSION TO THE FLIGHT 14.1.3 Locking of the Flight Deck Door
DECK The flight deck entry door shall
14.1.1 Policy remain locked in all phases of flight
PIAC Flight Crew members should be from the time the aircraft cabin doors
allowed to perform their work with as are closed following passenger
little disturbance as possible. embarkation to the time these doors
Normally therefore, no other person are opened for passenger
shall be on the flight deck during disembarkation. It shall only be
flight. For exceptions to this policy, opened by crew members or those
see Use of Jump Seats in the next persons having the authority to do so.
section. The door may be left open for
Travel on or visits to the flight deck extended periods only if operational
shall not infringe upon the authority of conditions require it and on the
the Captain of the aircraft. instructions of the Captain.
Notwithstanding any of the following, The Purser is responsible for making
he/she shall at all times have the right sure that no passenger enters the
to prohibit entry to, or expel from the cockpit without prior authority from
flight deck any person whenever the Captain and that the cockpit door
he/she feels that the safety of the remains locked.
aircraft so requires. His decision shall The Captain shall at all times retain
be final and binding in this respect. the authority to lock the flight deck
14.1.2 Travel on the flight Deck door and deny access to the flight
Travel on the flight deck means deck.
authorization to be on the flight deck For services and to establish a means
during all phases of the flight, takeoff by which the cabin crew can
and landing included. discretely notify the flight crew in the
No person shall travel on the flight event of suspicious activity or security
deck of a PIA aircraft unless qualified breaches in the cabin the senior
to do so in accordance with Section cabin crew member shall follow
14.3 of this Chapter. In such a case the arrangements made prior to departure
Captain shall be notified in advance of regarding use of interphone, discrete
the presence of that person on board and entry code of the flight deck door.
the aircraft. If he/she refuses 14.1.4 Unlocking and opening of the
admission to the flight deck, he/she Flight Deck Door.
should explain the reasons. In It is the responsibility of PIC to ensure
exceptional cases, SVP Flight physical check to view the areas
Operations may authorize travel on outside the cockpit to identify person
the flight deck, in which case the (s) requesting entry and to detect
Captain will be provided with the suspicious behaviour or potential
appropriate written notification. The threat ( either through camera or
Captains approval is required for all cockpit peephole) prior to unlocking
travel on the flight deck. A jump seat and opening the flight deck door and
rider briefing card is displayed on that it is safe to unlock and open the
entire PIA Fleet next to the jump seat. door. During normal course of
Crew should direct jump seat traveller operation such physical check is
to review the same. performed by the PNF.
Edition 1 Page 6
Rev: 00
Pakistan International GENERAL FLIGHT DECK PROCEDURES 25th Mar, 2008
14.2 EN-ROUTE INSPECTIONS BY make an immediate report to the CAA

CAA INSPECTORS in writing, outlining the situation and
14.2.1 BACKGROUND the reason(s) for such action. This
En-route inspections are one of the most report must be transmitted to CAA as
important ways for an authority to fulfill the soon as possible from the time of
requirements of the International occurrence and at the latest within 24
Convention on Civil Aviation in terms of hours.
continuing surveillance of operators. The
objective(s) is to ensure that the standards 14.2.3 PROCEDURES
required under an AOC are being The following shall be the guidance
maintained. for notification:
CAA will continue to provide the
14.2.2 SCOPE operator with notification in as far
Flight Standards Inspectors of PCAA in advance as possible. However,
that are type rated and current (as CAA shall be entitled to do a No
determined by the Director General) Notice inspection at any time at
on the type of aircraft are hereby any place as determined by the
authorized to undertake examination Director General. In such a case,
or checks of an aircrafts crew the operators procedures must be
including but not limited to a placed in their operations manual
proficiency check or a check for the and shall be sufficiently flexible
issuance of a type rating. Flight to accommodate this No Notice
Inspectors with a valid license and requirement.
with a rating on the type are PIA shall ensure that when such a
authorized to conduct inspections of notification is received that, in
the operating procedures, the addition to the ticket and boarding
operation of an aircraft including but card, that a flight deck jump
not limited to cockpit and cabin seat and a headset or cabin seat if
enroute inspections or the aircraft a cabin en-route is planned is
equipment or of the ground made available for the Inspectors
organization of the air carrier. use during the performance of the
PCAA Inspectors are also authorized surveillance activities.
to perform any other required Whenever, in performing the
examinations/ Inspections/Checks and duties of conducting an
any additional checks that may be inspection, an Inspector presents
required by the Director General to his identification to the operator
fulfill the requirements of the and/or Captain of an aircraft
International Convention on Civil operated by a certificate holder,
Aviation and the Civil Aviation Rules the Inspector must be given free
1994. and uninterrupted access to all
The information in this ANO does not facilities including but not limited
limit the emergency authority of the to the pilots compartment of that
Captain to exclude any person from aircraft.
the flight deck in the interests of In the event that the operator has
safety. However, when a Captain scheduled training for that
exercises that authority, he/she shall particular flight that would
Edition 1 Page 7
Rev: 00
require the forward seat, the duties and functions assigned to them
Inspector would then utilize the under the authority of Rules 4 and 236
second seat if available and in of CARs 1994.
addition to the normal The Director General may also
surveillance activities, also make exercise himself the said powers
relevant observations on the available under the above mentioned
conduct of the training. rules, as and when deemed necessary.
In order to minimize disruptions
to the operator, inspectors will 14.2.5 IDENTIFICATION
evaluate situations where possible The Flight Inspectors, before conducting
conflicts arise over the use of the any inspections, checks and examinations,
jump seat(s). If, after evaluation, shall identify themselves with the CAA
an Inspector determines that the Flight Inspectors identity card.
use of the seat would cause the
operator a disruption to a required
activity such as a line check and
the enroute check could
reasonably be rescheduled, he/she
will so indicate. However, where
the Inspector has a specific
requirement to be performed on a
particular flight or a particular
aircraft such as surveillance of a
particular crew or airplane, the
Inspector shall conduct the
inspection.
In case an aircraft is not equipped
with a cockpit or flight deck jump
seat, a cabin seat may be required
for the conduct of a cockpit
enroute inspection. An effort will
be made to inform the operator as
soon as possible that a suitable
cabin seat will be required to
preclude interruption to the
operations.
14.2.4 DELEGATION
All CAA Officers possessing
identification issued to them by the
Director General identifying them as
Flight Operations, Flight Engineer
Inspectors or otherwise shall be
deemed to be Authorized Persons
within the meaning in Rule 5 of the
CARs 1994 for the performance of
Edition 1 Page 8
Rev: 08
14.3USE OF JUMPS SEATS followed in emergency in accordance

Company policy in respect of the use of with the Jump Seat Rider Briefing
jumps seats (flight deck and cabin) is as carried on board.
follows: Occupants of Flight Deck Jump Seats
14.3.1 General should refrain from smoking.
The authority for the use of the jump seats Flight Crew refers to Pilots and
ultimately rests with the Captain of the Flight Engineers. Staff refers to PIA
aircraft, according to the following rules, Employees.
none of which limits the authority of the 14.3.3 Reasons for Emergency Travel
Captain to exclude any person from the Death or imminent death of defined
flight Deck in the interest of safety. near relatives
Catastrophe occurring to home of
14.3.2 Categories staff.
The following personnel on 14.3.4 Flight Deck Jump Seats
production of valid ID Cards or their At the discretion of the Captain, both
written authority may occupy jumps Jump Seats may be occupied by Flight
seats, subject to the Captains Crew, but only one Seat at a time may
approval:- be occupied by non-Flight Crew if
PIA Flight and Cabin Crew operationally required. The PIC may
conducting Line Checks. authorize the following to occupy one
CAA Pakistan Flight Standards flight deck jump seat:
inspectors in their official Cabin Crew
capacity. Aircraft Engineer
Air Traffic Control personnel on Operations Engineer
official familiarization duties.
ATCO
Airframe and Engine
FOO
Manufacturers Representatives
on official observation duties Safety & Quality Auditor
and other officials specifically Before permitting use of the jump
authorised by Flight Operations Seat by non-Flight Crew, Captains
Management. must take into account the nature of
PIA Flight Crew, Cabin Crew the flight to be undertaken, the age,
and dependants. mental and physical state of the
Licensed Flight and Cabin Crew passenger, especially one who will
of other Airlines positioning. occupy a Jump Seat for take-off and
PIA Staff Employees on duty, landing.
leave or emergency travel. Occupants of Jump Seats must not be
The use of any Jump Seat for takeoff allowed to distract the Flight Crew
or landing by a commercial passenger during critical phases of flight.
not listed above is prohibited.
Under no circumstances any visitor to
the Flight Deck is permitted to occupy
any operating crew members seat or
touch any of the controls.
Any person travelling on jump seat
shall be briefed on procedures to be
Edition 1 Page 9
Rev: 00
14.4NUTRITION AND HEALTH resistant cups. This restriction applies

14.4.1 Crew Meals equally to any occupants of the flight
14.4.1.1 Policy deck jump seats. NO person shall
Preferably, crew meals should be bring any alcoholic beverage to the
taken on the ground. In flight, the flight deck. In addition to the obvious
crew meals shall normally be taken at safety implications, the impression
the respective working stations. might be given to Business Class
Both Flight and Cabin Crew shall Passengers that alcoholic drinks are
have regular meals while on duty. It is being served to the flight crew.
recommended that light refreshments Bottled water may be carried on the
be taken between meals. flight deck provided it is stowed in a
No two members of the same Flight secure position. Crews are to ensure
Crew are permitted to eat the same that all precautions are taken to avoid
type of food when operating a flight. spills especially over the centre
Every reasonable precaution should be console. All bottles are to be removed
taken to avoid eating the same food at the end of each flight.
during meals taken within12 hours of 14.4.4 Smoking Rules
the commencement of duty. Smoking by passengers or crew members is
14.4.2 Meals on the Flight Deck prohibited on all PIA aircrafts, while on the
If meals or refreshments are served on ground and also during flight.
the flight deck, the following will 14.4.5 Eye Protection
apply: Proper sunglasses may reduce
The Flight Crew members eyestrain and fatigue, but can also
occupying the Pilots seats must reduce vision drastically and should
not eat simultaneously. therefore only be used when
Food and drinks must be necessary. Anti-glare sunglasses with
carefully handled on the flight maximum peripheral vision are
deck and should not be placed recommended. These must not be
on or around the controls due to polarized as they may cause blurred
the possibility of spillage with and reduced vision when used in
the associated risks for electrical aircraft with laminated windshields.
and other equipment. Drinks will In cases where corrective eyeglasses
be called for from the cockpit are a requirement as per the medical
when required and must be certificate for the license, Flight Crew
served with napkin and must not members must wear the prescribed
be passed over the centre glasses whilst on flight duty, and have
pedestal. Details must be a spare set of those glasses available
recorded in the aircraft for use on board.
Technical Log wherever spillage Use of bright lights should be
of liquid on any vulnerable area restricted to assist eyes adaptation
has occurred. while operating at night or during
hours of darkness.
14.4.3 Fluids on the Flight Deck
For safety reasons glassware is
prohibited on the flight deck. All
liquid must be contained in shatter
Edition 1 Page 10
Rev: 00
14.4.6 Ear Protection

Flight Crew are advised to use
suitable earplugs in any noisy
environment, both whilst on duty (e.g.
on the tarmac) and during private
activities.
Edition 1 Page 1
Rev : 08
USE OF EQUIPMENT 22nd Nov, 2010
CHAPTER 15: USE OF EQUIPMENT

TABLE OF CONTENTS
15.0 General
15.0.1 Policy.... 2
15.0.2 Loose and Magnetic Objects on the Flight Deck.. 2
15.0.3 Portable Electric Devices...... 2
15.0.4 Personal Video Screens. 2
15.8 Flight Guidance Systems (FGS)
15.1.1 Flight Automation Policy.. 4
15.1.2 Autopilot... 4
15.1.3 Flight Director (FD)...... 4
15.14 Auto-throttle System (ATS)... 4
15.1.5 Flight Path Vector (FPV).. 4
15.9 Indicating and Recording Systems
15.2.1 Barometric Altimeter 5
15.2.2 Altimeter Settings. 5
15.2.3 Checking of Terrain Clearance. 5
15.2.4 Radio Altimeter.... 5-6
15.2.5 Enhanced Ground Proximity Warning Systems... 6
15.2.6 Altitude Pre-select/Alert System... 6
15.2.7 Airborne Weather Radar... 6
15.2.8 Recorders.. 6-7
15.10 Lights
15.3.1Navigation Lights... 8
15.3.2 Anti Collision Lights. 8
15.3.3 High Intensity/Strobe Lights. 8
15.3.4 Taxi Lights 8
15.3.5 Landing/Flood Lights 8
15.11 Navigation 9
... 9
15.4.1 Navigation Aids- General. 9-10
15.4.2 Coverage of Navigation Aids.... 10
15.4.2.1 DME....... 9-10
15.4.2.2 ILS.. 10
15.4.2.2.1 System Limitations. 10
15.4.2.2.2 Ground Monitors. 10
15.4.2.2.3 ILS Front Beam.. 10
15.4.2.2.4 ILS Back Beam..
15.4.3 Inertial Navigation, Area Navigation/ FMS/ GNSS 10-11
Monitoring..... 11
Edition 1 Page 2
Rev : 08
15.4.4 .VASIS and PAPI....
15.12 Traffic Alert and Collision Avoidance System 12

(TCAS) 12
15.5.1 System General. 12
15.5.2 Modes of Operation.. 12
15.5.3 Operational Procedures. 12-13
15.5.4 Crew Action.. 13
15.5.4.1 Traffic Advisory (TA) 13
15.5.4.2 Resulation Advisory (RA) Action by PF...
15.5.5 ATC Procedures
14
15.13 Oxygen, Seat Belts 14
15.6.1 Use of Oxygen in Flight.... 14
15.6.1.1 Use of Seat Belts.... 14
15.6.1.2 System Requirements
15.6.1.3 Protective Breathing Equipment-PBE.. 15
15.14 Seat Belts 15
15.7.1 Use of Seat Belts.
15.7.1.1 Use of Seat Belts by Flight and Cabin Crew
Edition 1 Page 3
Rev : 00
USE OF EQUIPMENT 25th Mar, 2008
15.0 GENERAL Any antenna operated equipment

15.0.1 Policy such as AM/FM/TV transmitters
Flight crew is responsible for the use and or/ receivers, video
of all equipment within the scope of walkmans, walkie-talkie, cellular
the limitations, instructions in the phones, remote control toys,
FCOM and according to the standard scanners, citizen band
operating procedures and transceivers and wireless
recommended practices. microphone
It is important to monitor Compact disc/DVD players
continuously the equipments Large and heavy electric power
performance and behavior during all converters.
phases of flight. Printers, carried as a separated
It is PIA policy to make optimum use device.
of all available equipment. Other electronic devices may be used
The information in this chapter is of a but have to be switched off during the
general nature and some of it may not take off and landing phases while the
apply to some of the aircraft types seat belt sign is on.
operated by PIA. Specific operating Medical equipment e.g. heart pace
information for particular equipment makers, hearing aids etc. may be used
is contained in the FCOM of relevant without restrictions.
aircraft type. Electronic pocket calculators used on
15.0.2 Loose and Magnetic Objects on the flight deck shall not be placed in
the Flight Deck the vicinity of electronic equipment
Attention is drawn to the risk of (e.g. the glare shield or pedestal etc.)
having loose objects lying about the while switched on.
flight deck. Several incidents have Flight crew should be aware that
occurred because such object have electronic devices may influence
fallen down and blocked controls, etc. navigation and communication
if this occurs, every effort must made equipments. Any such occurrence
to find the object(s) and, if shall be reported in the Captain De-
unsuccessful, an entry must be made Brief Report.
in the aircraft technical log so that a
thorough search can be carried out on 15.0.4 PERSONAL VIDEO SCREENS
the ground. The personal video system (P.V.S.)
As a rule, no loose objects that are not has been designed to operate safely
known to be absolutely non-magnetic and the certification authorities do not
must not be placed closer to the limit or restrict P.V.S. operation to
magnetic compass. any phase of aircraft operations.
Operation of the P.V.S. does not
15.0.3 Portable Electronic Devices on produce any sparks or high energy
Board radiation and uses less electrical
To prevent any interference with power than cabin lighting.
aircraft electronic system by P.V.S. may be used on the ground
electromagnetic interference the during transit whenever transit
following equipment must not be used passengers are on board, including
on board the aircraft when doors during refueling.
closed:
Edition 1 Page 4
Rev : 08
15.1 FLIGHT GUIDANCE SYSTEM such as general workload, crew

(FGS) fatigue, ATC environment weather
15.1.1 Flight Automation Policy conditions and MEL restrictions etc.
Depending on the aircraft type the flight (Refer to Chapter 14) of this Manual).
guidance system includes: Further limitations and specifications
Autopilot are stipulated in the FCOM.
Flight Management System
Flight Director 15.1.3 Flight Director (FD)
Auto Throttle System Use of the flight director is recommended
Flight Path Vector for ILS approaches. Use of the FD for non-
Associated subsystems. precision approaches will be as laid down in
Flight crew shall monitor, for appropriate the FCOM/ SOPs.
aircraft response to crew inputs, the
automated flight & its navigation systems 15.1.4 Auto-throttle System (ATS)
through cross checking of all control panel When available and certified, the use of the
inputs, mode changes and the resultant ATS is recommended for all phases of
guidance in aircraft response. Based on this flight, for manually flown approaches use
monitoring the flight crew shall decide of the ATS is at the PFs discretion. Refer
whether any manual inputs are required or to the FCOM for further guidance.
if there is a need to change the level of
automation following the sequence given in 15.1.5 Flight Path Vector (FPV)
respective SOPs. The FPV may be used as laid down in the
15.1.2 Autopilot FCOM. Its use is recommended for visual
Crew should always use the highest and Non-Precision approaches.
available level of automation for the
current phase of flight (IMC OR
VMC).
All autopilot modes, except control
wheel steering where installed, shall
be disconnected.
On auto-land approaches after
touchdown / roll-out.
On coupled ILS approaches
latest at 200 ft radio altitude.
On other approaches latest when
manual landing is assured.
For other possible restrictions refer to
the applicable FCOM.
Control Wheel Steering (CWS),
where installed may be used for
approaches and landings. Its use is not
recommended for landing during
gusty weather conditions.
Exceptionally, a flight may be
operated without a serviceable
autopilot at the Captains discretion
after careful consideration of factors
Edition 1 Page 5
Rev : 08
15.2 INDICATING AND Passing QNH QNH QNH

Transition Level
RECORDING SYSTEMS on descent
15.2.1 Barometric Altimeter
PIA aircraft shall be flown in
Note: 1 whenever altimeter subscale
according with the Standard Altimeter
settings are changed, a cross check is
settings, (1013.2hPa), or the
mandatory to confirm agreements.
appropriate QNH value whichever is
Note: 2 Where the Metric Altimeter is
applicable. Refer to the instructions
available it will remain on 1013 and
laid down in the Standard Operating
shall be adjusted whenever required.
Procedures and the Jeppesen Route
Manual. For other details Refer Chapter 9 of
this manual.
Before takeoff the actual QNH must
be set on all altimeters in use. Their 15.2.3 Checking of Terrain Clearance.
indication must be compared with the Whenever flying near MOCA/MORA
elevation of the aircraft position. or minimum drift-down altitude, the
During flight, after each setting of the Flight Crew shall positively check that
altimeters, the readings shall be the cruising flight level is equal to or
compared. The altimeter of the Pilot above MOCA/MORA.
Flying shall be the governing For operating in areas with metric
instrument for checking and altitude/flight level assignment, refer
maintaining flight level and altitude, to the Jeppesen Airway Manual.
unless it is found outside the tolerance
limits. Note:
The flight crew shall use the Winds deflected around mountains peaks or
appropriate tables, charts (provided by through valleys tend to increase speed,
JEPPESSEN) to address potential which results in local decrease in pressure.
errors due to due to extreme cold A pressure altimeter within such airflow is
temperatures. subject to an increased error in altitude
15.2.2 Altimeter Settings indication. This error will be present till the
If QNH is included in the ATIS and airflow returns to normal speed some
not repeated by ATC, the PM shall distance downwind of the mountain.
verify the correct QNH prior to
descent through the Transition level 15.2.4 Radio Altimeter
and commencement of the approach. The Radio altimeter shall be utilized
For tolerance limits, refer to the for determining the decision height
FCOM. (DH) as indicated on the approach
Phase of Flight Alt 1 Stdby Alt2 charts during the final approach and as
(Left) (Right) a terrain proximity warning during
Take off QNH QNH QNH climb, cruise, descent and
Climb to a QNH QNH QNH intermediate approach.
cleared altitude. Due to its design, the radio altimeter
Passing STD STD STD
will not indicate isolated obstacles
Transition
Altitude on Climb (e.g. radio masts, single trees, etc.),
Cruise STD STD STD but will warn of terrain and compact
Descent Briefing STD QNH STD obstacles only.
Decent to a QNH QNH QNH
cleared altitude
Edition 1 Page 6
Rev : 00
The radio altimeter shall be set to the precipitation areas. Thus when such
applicable decision height (DH) as area is detected, it shall be
stated on the applicable Jeppesen circumnavigated in accordance with
Approach Charts. For all other the guidelines laid down in Chapter
approaches the radio altimeter will be 19 Adverse Weather".
set so as to avoid distractions and An aircraft may not be dispatched on
nuisance alerts. Specific setting any flight without a serviceable
procedures are stipulated in the weather radar system when operating
FCOM. in areas where thunderstorms or other
15.2.5 Enhanced Ground Proximity hazardous conditions forecasted.
Warning System (EGPWS) In the event of radar failure during
Depending on the type of aircraft, flight where thunderstorm activity is
EGPWS can issue either hard exist or forecasted, the Captain must
warnings only, or hard and soft decide whether it is safer to continue
warnings. A hard warning is any or to turn back.
warning containing Whoop, Whoop, Airborne radar is not intended for
Pull Up. A soft warning is any other terrain avoidance. However, it may be
warning. It also provides terrain utilized in the terrain mapping mode
information. to establish the relative position of the
In any case of EGPWS hard warnings aircraft to large bodies of water, high
and unexpected soft warnings in IMC terrain and other dominant ground
or at night, a pull-up or go-around features.
procedure is mandatory. 15.2.8 Recorders
Hard warnings in visual ground Recorders are primarily intended for
contact conditions during daylight do incident/ accident investigation and
not require a pull up if the crew shall be operated according to
considers the continuation of the relevant instructions in the FCOM.
approach to be safe with respect to Recorded data which the Captain
terrain clearance. decides may be valuable for the
15.2.6 Altitude Pre-select/ Alert System reconstruction of a special event can
The use of these systems is be safeguarded for a potential
compulsory until starting final investigation as follows:
approach. The PF is responsible for Flight Data Recorder If the
setting the cleared flight level or Captain wants to safeguard
altitude while the autopilot is stored data in case of a serious
engaged. When the autopilot is incident an entry must be made
disengaged the PM is responsible for in the aircraft Technical Log i.e.
these settings. Remove Flight Data Recorder
For details on setting of altitude at for investigation.
lower level refer to aircraft type Cockpit Voice Recorder
FCOMs. Whenever it is intended to
safeguard the CVR, its circuit
15.2.7 AIRBORNE WEATHER RADAR breaker can be pulled out but an
Normally airborne weather radar entry must be made in the
equipment is used as a means to avoid aircraft Technical Log i.e.
entering thunderstorms /heavy Remove Cockpit Voice
Recorder for investigations.
Edition 1 Page 7
Rev : 08
NOTE:
1- The FDR shall not be intentionally
switched off.
2- The CVR shall not be intentionally
switched off, unless essential to preserve
accident or serious incident-related data.
3- Entire PIA fleet is equipped with CVR
capable of recording cockpit audio for at
least last 30 minutes.
Edition 1 Page 8
Rev : 00
15.3 LIGHTS on until the All Clear signal has

15.3.1 Navigation Lights been given.
Navigation lights must be on for all aircraft For takeoff in daylight, the landing
movements between sunset and sunrise. and flood lights shall be switched on
when cleared for takeoff in order to
15.3.2 Anti Collision Lights signal to other aircraft that takeoff is
Anti Collision lights shall be turned on just imminent.
prior to engine start and left on until after Landing and flood lights shall be used
the engines are shut down. at all times when flying below 10,000
ft in order to make the aircraft more
15.3.3 High Intensity / Strobe Lights conspicuous to other aircraft and to
These lights shall be used during all phases the ATC, and to reduce the risk of bird
of flight from takeoff to after landing, day collision.
and night, unless they become distracting Findings indicate that aircraft
due to meteorological conditions. If an direction and speed can best be
Auto selection mode is available, this will interpreted by birds when aircraft
be the normally selected position. show two light sources which are
Whenever maneuvering on an active ideally separated by approximately 15
runway for an extended period, it is to 20 meters. The following external
recommended that strobe lights be switched light display is therefore
on. recommended whenever a high risk of
bird collision is believed to exist:
During daylight switch on only
15.3.4 TAXI LIGHTS
Taxi lights shall normally be switched on those lights which provide
by day and night when maneuvering on the spacing i.e. wing or fuselage
ground. They will be used in the air as landing lights, and leave off all
instructed in the FCOM. other lights along the centerline
of the aircraft such as nose wheel
lights, etc.
15.3.5 LANDING / FLOOD LIGHTS At night display all lights.
Landing lights and flood lights (i.e.
wing and runway turn off lights) shall
generally be used at night to enable
pilots to distinguish objects and
obstructions during takeoff and
landing. They may also provide useful
reflections from prominent runway
markings and textures. Exceptions are
justified when the effect of the lights
impairs the visibility or provokes false
impressions, e.g. in fog, blowing snow
or LVP operations.
For taxiing at night, the flood lights
are to be used subject to the Captains
discretion. Care should be taken not to
blind ramp controllers and for this
reason lights should not be switched
Edition 1 Page 9
Rev : 00
15.4 NAVIGATION It is reported to be on

Aircraft position shall continually be maintenance unreliable or
confirmed with double checks using on test.
the most suitable combination of The proper identification is not
independent navigation aids. received.
The Pilot Flying shall always give A navigation aid reported ground
adequate notice to the Pilot checked only may be used for
Monitoring of the requirement to set enroute navigation but not as an
and check any relevant navigation approach aid.
aids or equipment. Any changes shall In such cases the respective navigation
only be made after instructions from aid may only provide supplementary
or with the consent of the PF. info. Landing minima are based on the
unrestricted availability of approach
aids.
15.4.1 Navigation Aids General
15.4.2 Coverage of Navigation Aids
Unless used in connection with
The coverage area of enroute
RNAV, any navigation aid shall be
navigation facilities such as NDBs
positively identified by its aural
and VORs varies depending on
identification signal before any use is
power output, location, altitude and
made of it. Each pilot is required to
disturbance. On airways defined by
confirm the identification of the ILS
radio aids these enroute navigation
prior to its use for an approach.
facilities are expected to provide
During an NDB approach the PM is to
reliable indication from at least half
continuously monitor the aural
way between the navigation aids on
identification of the beacon on aircraft
the published route structure.
where a failure of the airborne or
ground equipment would not Outside the coverage area of
otherwise be annunciated by an navigation aids, their signals are not
indication such as the ADF needle necessarily reliable. They may be
swinging to the 3O Clock / 9 O false or unsteady, although instrument
Clock position. indications may be normal and no
warnings appear. Pilots should
The Pilot setting /checking a
exercise caution when using Locators
navigation aid shall always announce
navigation beacons outside their rated
its completion, and shall inform the
coverage area.
other Pilot whenever the reliability of
a selected navigation aid is in doubt. In TMAs normally provide proper
guidance signals within 15 NM.
It is the PFs duty to verify the correct
setting of navigation aids in use. The ILS localizer reliable coverage
sector extends from the localizer
Whenever an indication does not
antenna to distances of 17 NM (USA
correspond with the estimated
15 NM) within +/-35; and 25NM
position, a recheck with other
(USA 18 NM) within +/-10 of the
available means shall be made and the
front course inbound track. These
reliability of the navigation aid
values may vary according to
verified.
topographical features or operational
A navigation aid shall not be used for requirements.
navigation purposes if:
Edition 1 Page 10
Rev : 08
The ILS glide slope transmitter is terminal area is carried out using
normally usable up to at least 10 NM available VOR. VOR/DME, NDB,
within 8 degrees of the front course RNAV or by radar vectoring until a
inbound track and transmit a glide position is established where
path beam 1.4 degrees wide. unambiguous ILS signal are received.
15.4.2 1 DME Autopilot and / or flight director
DME information on route systems should not be armed for ILS
documentation may be used for capture until such a position has been
position fixing/terrain clearance verified.
requirements if the DME is combined 15.4.2.2.4 ILS Back Beam
with VOR/ILS it is required that: The same procedure as for front beam
The DME is co-located with the intercept shall be followed.
VOR/ILS facility. 15.4.3 INERTIAL NAVIGATION,
The station is clearly identified AREA NAVIGATION/ FMS/ GNSS
and operating without MONITORING
restrictions. Prior to using any electronic
15.4.2.2 ILS navigation data system, including
15.4.2.2.1 System Limitations INS, FMS, GNSS or Area Navigation,
ILS may suffer from false beams the crew shall verify the validity of
outside the coverage sectors due to the navigation database.
radiation characteristics and / or In order to prevent navigational errors
reflections from terrain and / or it is important to verify relevant data
obstacles. For that reason ILS signals before passing the originating
shall be considered unreliable outside waypoint of a new leg, e.g. waypoint
these sectors, although a flag warning co-ordinates track and distance of the
may not appear. new leg, NAV display etc.
ILS beams may be subject to Proper coupling of the automatic
fluctuations due to reflections from flight guidance system to the
moving vehicles and aircraft in the corresponding navigation system must
vicinity of the transmitting antennas. be closely monitored.
Such fluctuations, even if within The FMS may be used for preflight
established tolerances, may adversely planning purposes in case of the non-
affect the aircraft system performance availability of a CFP. The FMS is also
in the auto coupled mode. suitable and authorized for use in case
Whenever an ILS glide slope is used, of in-flight preplanning. All available
a positive means to crosscheck the means shall be used to cross check
accuracy of the glide slope must be retrieved data.
available (i.e. Marker Beacon or The detailed description of flight crew
DME). duties relating to ascertaining aircraft
15.4.2.2.2 Ground Monitors position and for monitoring
ILS beams are automatically and navigation systems validity and
continuously monitored to ensure accuracy is provided in the respective
radiation within prescribed tolerances. FCOM/ SOPs
15.4.2.2.3 ILS Front Beam A continual accuracy check of the
Since ILS sector coverage is limited, navigation systems shall be
it is essential that navigation in the maintained during the entire flight and
Edition 1 Page 11
Rev : 08
prior to approach. Refer to equipment

SOPs/FCOM for details.
Navigation system errors shall be
recorded in the Flight log and if
required, reported in the technical log
at the termination of the flight.
15.4.4 VASIS and PAPIS
The glide path defined by Visual
Approach Slope Indicator (VASIS)
and Precision Approach Path
Indicators (PAPI) shall be closely
followed. Due to system tolerances as
well as difference in eye to wheel
height of various aircraft types,
deviation from the ideal glide path
might occur close to the ground.
Standard VASIS / PAPI shall
therefore not be used below 200 ft
AGL. When an ILS glide path is
available, the VASIS / PAPIS should
be disregarded as these two glide path
information sources might not be
compatible.
Pilots should exercise caution when
using VASIS / PAPIS under certain
weather conditions (e.g. smog, haze,
dust) as it is possible for the light
beams to bend creating a false glide
path indication.
Edition 1 Page 12
Rev : 08
15.5 TRAFFIC ALERT AND 15.5.3 Operational Procedures

COLLISION AVOIDANCES Nothing shall prevent the Captain
SYSTEM (TCAS). from exercising his best judgment and
15.5.1 System General full authority in the best course of
TCAS provides backup to the aircraft action to resolve a traffic conflict.
services by alerting the flight crew to It is PIA policy to operate TCAS in
the presence of aircraft that may RA (Resolution Advisory mode).
represent collision hazards. However, During visual approach to closely-
the primary responsibility to avoid spaced parallel runway (closer than
collision still rests with the crew and 1200ft) or to converging or
ATC. The flight crew shall maintain intersecting runway, use of TA only
vigilance for conflicting traffic at all mode is recommended once the
times and shall remain on the lookout aircraft is established on final
visually. Information derived from approach course, and glide path
TCAS display shall not be used in intercept has occurred. Continued
such away as to interfere with the operation in TA/RA mode may result
ATC task to provide continuous in RAs for aircraft on approach for
positive separation. the adjacent runway, and may cause
unnecessary go-around.
15.5.2 Modes of Operation When approaching airports along the
final approach, use of TA only mode
Traffic Advisory: If an intruder is
is recommended once the aircraft is
detected within the protection volume
established on final approach course
a visual and aural traffic advisory
and glide path intercept has occurred.
warning is issued. This advisory aids
Continued operation in TA/RA mode
the crew in visually detecting the
may result in RAs for aircraft that are
intruder and prepares the crew for a
on the airport surface with their
possible Resolution Advisory.
transponders operating, and may
Resolution Advisory (RA): If an cause unnecessary go-around.
intruder is penetrating the inner
protection volume and considered a 15.5.4 Crew Action
threat, an aural and visual Resolution On activation of any TCAS warning,
Advisory is issued. Depending on the Pilots are to take action as follows:
situation the TCAS will generate an
evasive action either a preventive, 15.5.4.1 Traffic Advisory (TA):
corrective or modified corrective Immediately attempt to establish
advisory. A preventive advisory visual contact with intruder aircraft.
instructs the crew to maintain the If visual contact established, ensure
flight path within prescribed safe separation (PF).
parameters. A corrective advisory
If no visual contact, take no avoiding
instructs the crew to change the flight
action unless the TA changes to an
path into a recommended range.
RA (see below).
Modified Corrective advisories are
updates of earlier advisories in Question ATC about traffic which is
response to changing conditions after of concern and co-ordinate any action
the original advisory was issued. (time and frequency congestion
permitting) (PM).
Edition 1 Page 13
Rev : 00
Note: Be vigilant whenever a TA does not The controller will either

display relative altitude as TCAS will only acknowledge or issue an alternative
give an RA for intruders which have clearance.
altitude reporting capability (Mode C). After TCAS has advised Clear of
Conflict, return to the assigned level
15.5.4.2 Resolution Advisory (RA) Action and clearance and report as follows:
by PF (Name of ATC Unit), (Call sign).
Disengage the autopilot and apply TCAS CLIMB (or DESCENT)
positive and smooth control inputs COMPLETED (assigned level or
in the direction and magnitude clearance) RESUMED.
demanded by the RA. Place the IVSI Note: Once an aircraft, in compliance with
needle in the green arc. RAs do not an RA, departs from an assigned ATC
require abrupt pitch changes. clearance the controller ceases to be
Advise ATC as follows if deviating responsible for providing separation.
from assigned clearance: However circumstances permitting, the
(Name of ATC Unit), (Call Sign), controller should endeavor to provide traffic
TCAS Climb (or Descent) information to all aircraft affected by the
If an RA requires a CLIMB while maneuver. The controllers responsibility
the aircraft is in the landing resumes when:-
configuration, a go-around shall be They acknowledge the report that the
initiated and a missed approach aeroplane has resumed its assigned
procedure carried out. clearance, or
Pilots are reminded that required They acknowledge the report that the
warnings differ greatly from the aeroplane is resuming its assigned
maneuver required in response to an clearance, and issues an alternative
EGPWS warning. TCAS RA clearance which is acknowledged by
warnings require positive but smooth the Pilot.
and limited pitch change whereas
EGPWS warnings require
immediate control input with a
large pitch change.
Whenever a flight has experienced an
RA warning, the Captain should
submit an Air Safety Report outlining
the pertinent details.
15.5.5 ATC Procedures

Whenever ATC issues a clearance
with which the pilot is unable to
comply because of an RA, respond as
follows:
(Name of ATC Unit), (Call Sign).
UNABLE TO COMPLY, TCAS RA
Edition 1 Page 14
Rev : 08
15.6 OXGEN available for use should the necessity

15.6.1 Use of Oxygen in Flight arise.
15.6.1.1 Policy For the use of oxygen in case of
At cabin pressure altitudes above emergencies such as fire or
10,000 ft up to and including 12,000 decompression, refer to the respective
ft, Oxygen must be provided for and checklist in the FCOM.
used by each member of the flight For passenger oxygen requirements
crew on flight compartment duty and refer to Chapter 11 of this manual.
must be provided for other crew
members for that part of the flight at 15.6.1.3 Protective Breathing
those altitudes, that is more than 30 Equipment-PBE
minutes duration. All aircraft in PIA fleet are equipped
At cabin pressure altitudes above with PBE. Locations are mentioned in
12,000 ft, oxygen must be provided emergency equipment location charts
for and used by, each member of the for respective aircraft. PBE is capable
flight crew on flight compartment of providing oxygen for a period of
duty, and must be provided for other not less than 15 minutes, allows flight
crew members during the entire flight crew to communicate using aircraft
at those altitudes. When a flight crew radio equipment and also allows crew
member is required to use Oxygen, to communicate by interphone with
he/she must use it continuously except other crew members.
when necessary to remove the
Oxygen mask or other dispenser in
connection with his regular duties.
15.6.1.2 System Requirements
Prior to departure, the oxygen masks
at crew stations which will be
occupied during the respective flight
shall:
Be connected to the oxygen
system.
Be adjusted to individual size (if
necessary).
Be checked for proper
operations.
A pressurized flight may be operated
up to FL 250 if the crew oxygen
system becomes inoperative or empty,
provided portable oxygen bottles are
readily available for each Flight Crew
member on duty.
Above FL250: the quick donning
crew oxygen system must be fully
serviceable. All Flight Crew members
on duty shall have their oxygen masks
Edition 1 Page 15
Rev : 00
15.7 SEAT BELTS

15.7.1 Use of Seat Belts
15.7.1.1 Use of Seat Belts by Flight and
Cabin Crew
Active Flight Crew members shall
always have their seat belts fastened,
unless duty requirements prevent this
temporarily. The shoulder harness and
crotch strap where fitted, must be
worn for taxi, takeoff, landing,
upto/below 10,000ft and in turbulent
conditions.
All other crew members must be
occupy their seats with seat belt fasten
during takeoffs and landings and
during flight whenever moderate or
heavy turbulence is either encountered
or is expected.
Any additional authorized personnel
who are on the flight deck during
takeoff and landing must have their
seat belts fastened. Intentionally Left Blank
The Captain shall inform the Senior
Flight Purser regarding the expected
turbulence and the necessity for the
Cabin Crew to be seated and use of
seat belts. See Chapter 19 Adverse
Weather.
Edition 1 Page 1
Rev: 00
NORMAL PROCEDURES
CHAPTER 16: NORMAL PROCEDURES

TABLE OF CONTENTS
16.0 General
16.0.1 Flight Deck Duties ... 3
16.0.2 Checklist Procedures General.... 3
16.0.3 Initiation and Reading... 3
16.0.4 Response... 3
16.05 Open Items. 3-4
16.0.6 Completion of Checks.. 4
16.0.7 Standard Drills and Terminology. 4
16.0.8 Flight Log.. 4
16.0.9 Standard Drills and Procedures. 4
16.1 Documentation and Maintenance
16.1.1Document Requirements... 5
16.1.2 Aircraft Acceptance.. 5
16.1.2.1 General.. 5
16.2 Pre-Flight Preparations
16.2.1 Allocation of Duties.. 6
16.2.2 Exterior Inspection of Aircraft.. 6
16.2.3 Emergency Briefing. 6
16.2.4 Final Cockpit Preparation. 6
16.2.5 Calculation of Takeoff Data.. 6-7
16.2.6 Takeoff / Departure Briefing .... 7
16.3.1 Changes to Departure Times 8
16.4 Pushback and Starting.. 9
16.4.1 Closing of Doors... 9
16.4.2 Pushback / Tow-out.. 9
16.4.3 Clocks .. 9
16.4.4 Departure from Parking Position . 9-10
16.4.5 Engines Starting 10
16.4.6 Prior to Taxi.. 10
16.5 Taxiing ... 11
16.5.1 Procedures 11-12
16.5.2 Runway Changes Prior to Takeoff .. 12-13
16.6 Take off and Climb Procedures
16.6.1 Minima for Takeoff 14
16.6.2 Use of Auto-brake System .. 14
16.6.3 Take-off 14
16.6.3.1 Choice of runway. 14-15
16.6.3.2 Positive Runway Identification 15
16.6.3.3 Setting Takeoff Thrust.. 15
16.6.3.4 Takeoff Roll.. 15
16.6.4 Climb Phase.. 15
16.6.4.1 Policy.. 15-16
Edition 1 Page 2
Rev: 00
NORMAL PROCEDURES
16.6.4.2 Noise Abatement 16

16.6.4.3 Company Speed Restriction... 16
16.6.4.4 Procedures.. 16-17
16.6.4.5 Passing 10,000ft/FL 100 17
16.6.4.6 Passing Transition.. 17
16.6.4.7 Weather Radar Monitoring 17
16.7.1 Cruise ... 18
16.7.2 Flight Log. 18
16.7.3 Weather Monitoring. 18
16.7.4 Cruise Control... 18-19
16.7.5 Fuel Management.. 19
16.7.6 Flight Plan Amendments... 19
16.7.7 ATC Procedures 19-20
16.7.8 Descent Planning... 20
16.7.9 Transition.. 20
16.7.10 Passing 10,000ft / FL 100... 20-21
16.8 Go-Arounds
16.8.1 General.. 22
16.8.2 Initiation 22
16.8.3 Go-Around During Visual Circling ........ 22
16.9 Holding.... 23-25
16.10 Diversions
16.10.1 Policy . 26
16.10.2 Alternate Weather Requirements .. 26-27
16.10.3 Contacting Ground Handling Agent... 27
16.10.4 Diversions to Another PIA Destinations 27
16.10.5 Diversions to an Airfield Where No Company Support May
Be Expected. 27
16.11 Landing
16.11.1 General... 28
16.11.1.1 Choice of Runway.. 28
16.11.2 Use of Auto Brake System. 28
16.111.3 Landing Sequence. 28
16.11.4 Procedures.. 28
16.11.5 Height Over the Threshold. 28-29
16.11.6 Touchdown. 29
16.11.7 Landing Roll 29
16.12 After Landing, Parking and Leaving the Aircraft
16.12.1 Clearing the Runway After Landing .. 30
16.12.2 Parking 30
16.12.3 Automated Guide In System. 30
16.12.4 Leaving the Aircraft 30
Edition 1 Page 3
Rev: 00
NORMAL PROCEDURES
16.0 General flight are performed by recall

16.0.1 Flight Deck Duties (memory) following this the normal
Throughout this Chapter and on the checklist is used to ascertain that all
checklist the following assignment of safety items have been accomplished.
duties applies: Strict adherence to the checklist must
CM1 the crew member in the be observed at all times, and the crew
left seat member reading the checklist must not
CM2 the crew member in the call the next item until the current
right seat item is checked and the appropriate
CM3 The crew member in F/E response received.
seat As far as possible, the crew member
PF pilot flying not carrying out an action will monitor
PM pilot monitoring and confirm that the actions called
NOTE: In training situations the Captain have been accomplished.
may be a Training Captain operating in the
right-hand seat. 16.0.3 Initiation and Reading
However in this chapter it is assumed the CM1 is PF for all ground operations
CM1 is the Captain. and will call for required checklists on
These titles are used to designate ground.
which crew member is responsible for PF will call for all checklists during
responding to items on the checklist. flight.
Normally the checks will be
16.0.2 Checklist Procedures General completed by scan from memory
Checklists are established for each before the checklist is read. This will
type of aircraft for Normal, Abnormal allow uninterrupted flow of the
and Emergency procedures. They checklist with challenges and
must be adhered to during all phases responses only, ensuring a double
of flight in accordance with the check of all actions when each
FCOM/ SOP. The following general challenge is acknowledged by the
rules apply for the use of checklists on crew member concerned.
all Company aircraft:
Use of the checklist is mandatory for 16.0.4 Response
all phases of flight. The appropriate Certain items prefixed ALL require
checklist will be read from the paper responses from all crew members. In
checklist/ECL; reading of checklist these cases, the crew member
from memory, except for the memory responding to the checklist replies
recall items, is not acceptable. first, followed by an identical reply by
If no procedure is available in the the other crew member.
checklists or in the FCOM/ SOP, Items with an open ______ require a
appropriate actions shall be response stating the actual
accomplished at Captains discretion. switch/selector position or, if
Normal Checklists are of the applicable, the appropriate quantity.
Challenge/Response type.
Standardized Scan items may be 16.0.5 Open Items
completed following the sequence. The dotted line on some checklists
Normal procedures for each phase of defines a logical hold point to allow partial
Edition 1 Page 4
Rev: 08
NORMAL PROCEDURES
completion of the checklist until further

action is appropriate. With these exceptions,
any paper checklist which is interrupted
before completion should be started again
from the beginning rather than at the place
where the interruption took place.
16.0.6 Completion of Checks

As soon as required checklist is complete,
the Flight Crew member reading it will call
.Checklist completed.
16.0.7 STANDARD DRILLS AND

TERMINOLOGY
In order to avoid any misunderstanding on
the flight deck or with ground personnel,
the following policy applies:
In all procedures including the use of
Normal and Emergency checklists,
and callouts, using proper terminology
according to FCOM/ Standard
Operating Procedures. English
language shall be used which is the
designated common language. Intentionally Left Blank
For general briefings, e.g. takeoff
briefing, approach briefing, etc., the
English language will be used.
In case of language difficulties with
ground personnel, any suitable
language may be used as long as all
other flight crew members are kept
aware of the progress.
16.0.8 Flight Log

All entries in the flight log must be properly
filled and signed. The PIC is responsible for
ensuring that all entries in the flight log are
properly filled before he signs it.
16.0.9 STANDARD DRILLS AND

PROCEDURES
The operating procedures as outlined in the
respective FCOM/SOP must be adhered to
as far as practicable.
Edition 1 Page 5
Rev: 08
NORMAL PROCEDURES
16.1 Documentation and Maintenance The Captain is responsible for

16.1.1 Document Requirements ensuring that the necessary preflight
In addition to the publications listed and post flight checks according to the
in CHAPTER 2, no PIA aircraft shall
commence a flight unless the FCOM and SOPs have been carried
following documents are on board: out. The information from the aircraft
Certificate of Registration. Tech Log and the result of the Flight
Certificate of Airworthiness. Crew preflight check will enable the
Aircraft Radio Licence. Captain to decide whether the
Certificate of Compliance with minimum technical requirements for
noise emission standards.
the safe conduct of the intended flight
Operational Flight Plan.
Certificate of Maintenance are fulfilled. . The PIC has final
Review or the Maintenance authority to accept or reject an aircraft
Releases. for flight if dissatisfied with any
Weight and Balance or Load/ aspect of airworthiness and/ or
Trim-sheet. maintenance status of the aircraft.
Crewmember licenses.
Flight Crew should review the
Aircraft Technical Log.
Aircraft Technical Log together to
German Operators Certificate
ensure that each pilot is aware of
(as applicable)
defects and MEL items. This review
De-/Anti-Icing Hold Over Time
should include Notices to Crew,
Table and guidelines (as
entries over recent flights, and
applicable)
Acceptable Carry Forward Defects. It
An aircraft without valid documents
is preferable but not always possible
can be considered as not being in
to review the Tech Log prior to
conformity with international
commencing Exterior Inspection and
regulations and can therefore be
Cockpit Preparation. . The PIC shall
grounded by any airfield authority.
ensure that all defects affecting
airworthiness of aircraft have been
16.1.2 Aircraft Acceptance
processed in accordance with the
16.1.2.1 General
MEL or CDL prior to departure.
On arrival at the aircraft, carry out the
Refer to CHAPTER 13 for
Initial Inspection as per FCOM of the
requirements on the Technical Log.
specific aircraft which includes
external safety inspection, cockpit
safety inspection and preliminary
cockpit preparation.
On entering the aircraft, obtain the
Technical (Maintenance) Log, verify
the Certificate of Maintenance and
Daily Inspection (or similar) are up to
date and signed off. Check the
deferred or carried forward defects. If
the refueling has already been
performed check the uplift.
Edition 1 Page 6
Rev: 00
NORMAL PROCEDURES
16.2 Pre-Flight Preparation Actions to be followed in the

16.2.1 Allocation of Duties event of a failures occurring
Allocation of duties will be as per FCOMs before and after V1 up to and
and SOPs of respective aircraft. including engine out
acceleration altitude.
16.2.2 Exterior Safety Inspection Appropriate speeds for
Prior to every flight an Exterior Safety configurations to be maintained
Inspection shall be carried out as per to provide obstacle clearance.
procedures laid down in FCOMs. The Type of approach required if an
responsibility for this inspection rests immediate return to land is
with the Captain. However at his required.
direction he/she may delegate this Intentions should a return to
duty to the other pilot. landing is unavailable due to
When conducting walk-around, Flight weather at the departure airfield.
Crew shall always wear the ramp Overweight landing
jackets provided to them. considerations.
The exterior Safety Inspection is a On ground emergency
visual check performed by the Flight evacuation.
Crew on each originating trip or crew
change before entering the aero plane 16.2.4 Final Cockpit Preparation
to ascertain no obviously unsafe Final Cockpit Preparation shall be
condition exists. conducted as per procedures laid
A further aspect of this inspection is to down in the FCOM of relevant
provide a general overview of the aircraft.
aircraft condition before it is moved As soon as refueling is complete, the
and may cover further technical CMI should select the SEAT BELTS
/operational aspects. switch ON. This will assist the Cabin
Note: Ensure parking breaks are set and Crew with final cabin preparation.
exterior lights are ON before proceeding for The CM1/CM3 will check the total
the Exterior Safety Inspection. fuel, fuel uplift, and Tech Log when
they are available, and ensure that
16.2.3 Emergency Briefing defects in the tech Log have been
Before each departure in addition to cleared or carry forward.
standard takeoff briefing and
departure briefing as per SOPs an 16.2.5 Calculation of Takeoff Data
emergency briefing must be given by Prior to each takeoff the CMI shall
the CM1 and must contain at least the ensure that the appropriate takeoff
following item: calculations have been completed.
Actions in the event of a failure or After receipt of the load-sheet (refer
malfunction affecting the safety or CHAPTER 12 of this manual for
performance of the aircraft before V1. information on the load-sheet) using
The following items are normally the current surface conditions, the
reviewed by the Captain; CM2/CM3 will calculate and prepare
Allocation of PF and PM the T/O Data card. The CMI will then
functions. cross check the information referring
to the Runway Analysis Book. Where
Edition 1 Page 7
Rev: 00
NORMAL PROCEDURES
applicable, the following information

shall be determined.
Departure airfield surface conditions.
Runway regulated takeoff gross
weight
Flap setting
Maximum takeoff EPR / N1 Setting.
Go-around EPR / N1.
Reduced EPR / N1.
The VI, VR and V2 speeds.
Flap/Slat retraction speed.
Takeoff CG / Stabilizer trim setting.
16.2.6 Takeoff/Departure Briefing
Takeoff/ Departure briefings shall be
conducted as per procedures laid
down in the SOPs of relevant aircraft.
The most appropriate time is at the
end of cockpit preparation and prior to
engine start which needs to be done on
the first sector of the day unless there
is a change of crew member.
Edition 1 Page 8
Rev: 00
NORMAL PROCEDURES

16.3.1 Changes to Departure Times
All crews should be aware of the
differences between the terms
re-scheduling and Delay.
Changes in proposed departure times
as notified to crew, can occur in two
ways:
Marketing/Central Control plans a
change for a particular flight at
least 48 hours in advance. Thus
the flight is rescheduled for that
day only and the STD is
amended.
Short notice changes in departure
time due to AOG, late arrival of
the inbound aircraft etc., are
delays and STD is not amended.
In either case Operations Control
will enter the new ETD of the
rescheduled or delayed departure
time when requesting the CFP.
The CFP will show this new ETD
time in the usual way as STD, Intentionally Left Blank
since this time is the basis for
wind and route calculations.
Therefore in the case of a delay
crews should not copy the flight
plan STDs onto the Voyage
Report but should use the times
given on the normal schedule as
issued to them, converted to UTC
time. When a flight is delayed or
rescheduled, Operations Control
has been instructed to show the
STD/STA on the CFP under the
Remarks heading.
Edition 1 Page 9
Rev: 00
NORMAL PROCEDURES
16.4 Pushback and Start requirements in the FCOM for the

Pushback and Start procedures shall type of aircraft being operated. Proper
be conducted as laid down in the communications and clearance from
FCOMs/SOPs of relevant aircraft. the airfield ground control and ground
During engine start and push back personnel outside the aircraft are
flight deck communication should be essential for safety. It is the Company
limited to the calls required for this procedure to start engines during
phase of the operation. Standard calls pushback, provided that
and terminology are essential when communications with the Ground
communicating with Ground Crew are maintained, airport
Engineers. procedures are adhere to, and subject
to any other limitations.
16.4.1 Closing of Doors The CM1 should use standard
After the load sheet has been phraseology while communicating
completed and all ground staff has with the Ground Engineer to avoid
disembarked, the Senior Parser shall any misunderstanding. These will
inform the Captain on interphone and normally be by interphone, unless
ask for clearance to close the doors. prior arrangements have been made
Before closing doors, the Senior for hand signals to be used.
Purser shall ensure the following: The Flight Crew shall closely monitor
All galleys are secured. the entire maneuver in order to be
All cabin baggage is securely ready to intervene if necessary for any
stowed and hat racks are closed. reason. When advised by the Ground
All passengers are seated. Engineer to set the brakes, the Captain
The Purser will inform the flight deck must ensure the aircraft has stopped
through cabin readiness signal or prior to setting the parking brake.
interphone when all doors are closed
and cabin is ready. The Captain will 16.4.3 Clocks
then confirm this information from the When commencing the pushback:
ECAM / EICAS or other door The CM1 will start the elapsed
open/close indications in the cockpit. timer.
When ready for departure or pushback
the flight crew will instruct the cabin 16.4.4 Departure from Parking Position
staff to arm the door slides. For non- The Captain is responsible when the
standard situations such as a delay on aircraft is moving under its own
stand with the jetty withdrawn, or a power. During pushback or towing
non-pushback departure, the Captain operations, this responsibility rests
may at his discretion, order doors to with the ground personnel (the
be armed earlier, provided the ground Ground Engineer or the Handling
equipment is clear of the aircraft and Agent).
will not obstruct slide deployment. The responsible ground personnel
must ensure that all ground equipment
16.4.2 Pushback/Tow-out has been removed from the aircraft
These operations shall be performed and that the area is clear before giving
in accordance with local airfield the ALL CLEAR to pushback, towing
procedures and the applicable or taxiing of aircraft.
Edition 1 Page 10
Rev: 00
NORMAL PROCEDURES
Such flights without cabin crew, the When the signal is observed the Pilot
First Officer (or the Flight Engineer) on the appropriate side will
will check that all doors are properly acknowledge with a Thumbs Up.
closed and latched and galleys Taxi after engine start must not be
secured. commenced unless an all clear
signal from ground personnel has been
16.4.5 Engines Starting received. This confirmation that the
Engine start procedures depicted in aircraft is clear will normally be
the Jeppesen airway manual for the signaled by the Ground Engineer
relevant airfield shall be followed. displaying the steering by-pass pin
Engine start is not permitted when a with one hand and giving a Thumbs-
passenger or cargo door is open or up signal with the other hand. If no
while the aircraft is being refueled. It Ground Engineer is present the crew
is the responsibility of the ground must use any other means available to
personnel to ensure that the danger ensure that the aircraft is clear before
areas around the aircraft are clear taxiing.
before giving clearance to start The Parking Brake is to remain set
engines. until:
Engines may be started either at the After the All clear signal has
parking stand or during pushback in been sighted AND
co-ordination with the responsible Both Flight crew have cross
ground personnel and ATC. checked that everything is clear
Anti-collision lights shall be turned on and that the All clear has been
prior to starting any engine as an given AND
additional warning to anyone near to, Taxi clearance has been
or approaching the aircraft. received.
After ATC has given clearance to For full description of
start, CM1 will monitor the interphone communication procedures refer
and may reduce the volume, of the to Chapter 9 of this Manual.
VHF audio. The CM2 will advise
CMI of any ATC instructions.
On completion of the Start procedure,
the CMI will carry out the After Start
Actions.
When the Ground Engineer advises,
that the pushback has been completed
and requests that the parking brake be
set, the CMI will set the brakes and
advice the Engineer.
16.4.6 Prior to Taxi

When the ground equipment is
disconnected and the Ground
Engineer departs from the aircraft,
He/she shall confirm through thumbs
up and pin display (if applicable).
Edition 1 Page 11
Rev: 00
NORMAL PROCEDURES
16.5 Taxiing Symmetrical thrust should normally

At all airfields, taxi instructions shall be used.
be obtained prior to moving the Great care must be taken when taxiing
aircraft under its own power. on slippery surfaces.
For all ground maneuvering, the CM1 The wing mounted engines are close
should carefully judge the situation to the ground. Avoid placing engines
ahead and behind the aircraft, handle over unprepared ground e.g. over the
the throttles with regard for blast edge of taxiways. Avoid high thrust
damage and noise abatement, and settings at low ground speeds due to
adjust taxi speed to suit the prevailing the risk of ingestion (FOD).
conditions.
Taxi guidelines and markings may Notes
vary from airfield to airfield and may A. Caution is necessary while turning the
not always ensure adequate obstacle aircraft in congested areas on the ramp.
clearance, especially in congested If necessary, have ground personnel
areas. Whenever doubt exists, the monitor wingtip clearance. Wingtip
aircraft should be stopped and and horizontal stabilizer turning radii
assistance from ATC or ground are greater than that of the nose.
personnel should be requested. B. Good taxi technique requires an
All Flight Crew members are expected awareness of the proximity of obstacles
to be vigilant when the aircraft is and the effects of thrust causing
taxied in close proximity to other damage to equipment or injury to
aircraft or obstructions. personnel, as well as consideration of
For taxing techniques and speed passenger comfort.
limitations refer to FCOMs/SOPs of C. Make all turns at a slow taxi speed
the relevant aircraft. with as large a turn radius turns as
possible. Minimum radius turns result
16.5.1 Procedures in heavy side loads and unnecessary
The Captain will taxi the aircraft in scrubbing and heating of tyres.
normal operations. D. Do not use reverse thrust to control taxi
Before commencing taxi the CM1 will speed except in an emergency.
select Nose Light to Taxi/ON and E. During taxi, any time the aircraft is
Runway Turn Off lights to ON. brought to a complete stop, the parking
During taxi, no action or checklist brake should be set to prevent
should be initiated until the aircraft is unmonitored movement of the aircraft.
clear of congested areas. F. A specific characteristic of brakes is
When ATC confirms the runway to be that relatively greater wear rates occur
used, both pilots will cross check that when they are subjected to frequent
the takeoff data has been calculated light braking inputs as compared to
for relevant runway, and the takeoff making less frequent but firm inputs.
conditions have not become more At light weights or downhill, the
limiting, and review any revisions. aircraft may accelerate to a higher
Required power to move the aircraft speed than required. Do not ride the
and during taxi will depend on the brakes to prevent high taxi speed.
ambient conditions and weight of the Allow the aircraft to accelerate, than
aircraft. brake smoothly to a slow taxi speed,
Edition 1 Page 12
Rev: 00
NORMAL PROCEDURES
release brakes smoothly and repeat the All galleys and class divider
sequence. Intermittent brake usage curtains are opened and secured.
provides a cooling period between All loose items are securely
brake applications. Use brake fans (if stowed.
installed) as required before significant All galleys are secured, all carts
temperature buildup. and trolleys stowed and secured.
G. Whenever maneuvering on an active All window curtains are open.
runway for an extended period, it is All Cabin Crew, are seated with
recommended that the Strobe be seatbelts and shoulder harnesses
selected On. fastened.
At CM1 discretion, and when clear of Thereafter Cabin Staff are to
congested areas, Before Take-Off remain seated until the Seat belt
Checklist will be completed. sign goes out or called by the
CM2 will obtain the ATC clearance Captain.
(if not received earlier) and write the The Cabin crew at your stations
clearance on the master copy of the for take off P.A. shall be made after
CFP. the cabin safety announcements and
Both pilots will review the clearance prior to entering the runway for take-
and confirm: off. The CM2/ flight engineer shall
Correct runway and departure. make this announcement.
Initial clearance altitude selected
on FCU/MCP 16.5.2 Runway Change Prior to Takeoff
Required FCU/MCP modes Should a runway change occur after
selected and displayed on FMA the commencement of taxi or prior to
as applicable. takeoff, the following items must be
Correct transponder code set considered:
Navaids as required and course T/O Data must be recalculated.
set. If the takeoff is not performance
Situations may require altering RWY limited and a reduced thrust takeoff
and /or SID in the FMS. In this case can still be performed, it is
CM2 will enter the required data and recommended to use the same flap
re-select FCU/MCP modes and setting as for the originally planned
navaids as required. The CM1 will takeoff since this will reduce the
confirm all changes. required actions and configuration
Prior to take-off the Senior Purser changes in the cockpit.
shall advise the Captain through The change in departure or noise
interphone or display signal abatement procedures which might be
confirming that the safety required due to the change of runway.
announcements have been completed. Any other special procedures or
The Cabin Ready signal means that restrictions required due to runway
the Purser has confirmed the change.
following: Modify MCP/FCU and FMS settings
All passengers, including accordingly.
infants, are seated with seatbelts The necessary changes to the flap
fastened. setting V speeds, stab trim setting, and
Edition 1 Page 13
Rev: 00
NORMAL PROCEDURES
preparation for the departure

procedure will be made as required.
If the new runway in use requires a
lower allowable takeoff gross weight
than the actual, the Captain shall:
Request a runway for takeoff
which can accommodate the
extra weight, if one is available,
or
Reduce the gross weight of the
aircraft to comply with runway
limitations. This may be done by
unloading; first, extra fuel (when
conditions permit); next, a part
or all of the cargo and passenger
baggage; and finally passengers,
depending on Company
preference.
Edition 1 Page 14
Rev: 00
Pakistan International NORMAL PROCEDURES
25th Mar, 2008
16.6 Take off and Climb Procedures Facilities RVR/Visibility

16.6.1 Minima for Takeoff (Note 3)
Takeoff minima are normally Nil (day Only) 500M
established with reference to visibility Runway Edge Lighting and 250/300M
/or (Note 1 & 2)
only and are expressed as visibility or Runway Centre Line Marking
RVR limits. In general no minima Runway Edge Lighting and 200/250M
ceiling is required for takeoff. Runway Centre Line (Notes 1 & 4)
However, some specific airfields do markings
have minimum ceiling requirements Runway Edge Lighting and
and these must be considered. When Runway Centre Line marking 150/200M
minimum ceiling requirements are Multiple RVR Information (Notes 1 & 4)
stated on the Jeppesen Chart, they
must be observed in addition to the Note 1: The higher values apply to
usual visibility requirements. Category D aircraft.
A takeoff shall only be made if the Note 2: For night operations at least runway
official report on actual visibility is at edge and stop end lights are
or above takeoff minima and the Pilot required.
Flying has adequate visual guidance Note 3: The required RVR/visibility value
during Take Off. representative of the initial part of
When no reported meteorological the takeoff run can be replaced by
visibility or RVR is available, the pilot assessment when no reported
Captain may determine that sufficient RVR or visibility is available. The
visual reference exists to permit a safe takeoff run shall not be commenced
takeoff. When the reported visibility is unless it can be determined that the
below that required for takeoff and actual conditions satisfy the
RVR is not reported, a take off may applicable minima.
only be commenced if the Captain can Note 4: The required RVR value must be
determine that the actual visibility achieved for all relevant RVR
along the takeoff runway is equal to or reporting points with the exception
better than the required minimum. In given in Note 3 above.
making his assessment on adequate Note 5: For take off alternate Refer Chapter
visibility the Captain should consider 7, page 5, 7.1
the number of runway lights visible 16.6.2 Use of Auto-Brake System
based on a spacing of 60 meters For takeoff the auto-brake system shall be
between lights. armed when technically available. For detail
For special State regulations, refer to refer to the FCOM/OPERATIONS
the Jeppesen. MANUAL.
For takeoff restrictions in special
16.6.3 Take-Off
weather conditions, refer to
16.6.3.1 Choice of Runway
CHAPTER 18.
Preferably, the runway offering the
The Company minima for takeoff for
best safety margin under the
all aircraft types are ceiling zero and
prevailing weather and runway
RVR as per Table I following:
surface conditions shall be used. Due
regard shall be paid to other factors
Edition 1 Page 15
Rev: 00
25th Mar, 2008
such as ATC requirements, Engineer sets the take off engine

preferential runway system, noise power on CAPT.s command
abatement procedures and delays
involved 16.6.3.4 Takeoff Roll
The full length of any runway should Line up shall be made as closely as
be used for take-off. However, there possible to the runway centerline.
are runways at various airports where If takeoff is delayed for any reason
take-off from intersections can after reception of the takeoff clearance
increase operational efficiency or if MET conditions impair visual
without compromising safety. Crews control by the tower, it is advisable to
are authorized to perform intersection announce Rolling on starting the
takeoff on these runways provided takeoff roll.
the appropriate RTOW information is At the initiation of the Take Off run
published and made available in the the CM2 will start the elapsed time
TOGW Charts. function of his clock
During the takeoff role the PM will
16.6.3.2 Positive Runway Identification monitor engine instruments and
During darkness and reduced visibility announce any abnormality. The
at airfields with multiple runways or decision whether to reject a takeoff in
wide parallel taxiways, there is a risk case of a malfunction or failure
of runway incursions, taking off from always rests with the Captain.
the wrong runway or the wrong Speed call-outs on takeoff are
takeoff point, or take off from a performed according to the fleet
taxiway. It is vital that both Pilots be specific Standard Operating
aware of the expected headings on Procedures in the FCOMS/
taxiways or runways. These should be OPERATIONS MANUALS. The
checked against the aircraft heading to VI and Rotate call-outs are
verify the aircrafts actual position on mandatory in every case except where
the airfield. they are made by the auto callout, and
Both Pilots must verify before the incase of failure of auto call out.
commencement of the takeoff roll that Continuous monitoring and cross-
the aircraft is lined up at the correct checking of the flight instruments
position and check the aircraft heading during takeoff and climb outs is of the
after line-up. This is especially outmost importance. The PM shall
important during darkness and restrict other work to a minimum
reduced visibility, as well as on during initial climbs.
airfields with complex runway 16.6.4 Climb Phase
systems. 16.6.4.1 Policy
In the interests of safety, due to the
16.6.3.3 Setting Takeoff Thrust aircraft attitude, turns shall not
The CM1 will initiate T/O thrust by normally be initiated below 500 feet
triggering the TOGA switches. CM2 AGL. At airfields where the standard
ensures t/o power setting CM1 keeps instrument departures necessitate a
his hands on the thrust lever till V1. In turn at a lower altitude, turns may be
a 3 man cockpit setup, the Flight
Edition 1 Page 16
Rev: 00
25th Mar, 2008
smoothly started after passing an Many states publish speed restrictions

altitude of 200 ft. AGL applicable within the terminal area.
After takeoff, the climb outs shall be These are promulgated in the Jeppesen
performed in such a manner that Airways Manual.
maximum obstacle/terrain clearance is If the Jeppesen or the ATIS states that
obtained as soon as possible and speed limits are in force, Pilot shall
maintained during the entire climb. refrain from requesting higher speeds
Aircraft surrounded by high terrain unless operational considerations
offer special problems regarding necessitate.
climb-outs. A thorough knowledge of
existing navigational procedures is 16.6.4.4 Procedures
therefore essential. In busy terminal areas and/or in poor
Navigation aids and equipment not weather conditions it is recommended
required for departure shall be set for that an autopilot be engaged in CMD
the expected approach or to the as soon as possible after liftoff to
appropriate holding fix serving the reduce cockpit workload.
aircraft of departure. This will reduce The PM will monitor aircraft flight
the workload in case of a turn-back. path along the SID and alert the PF to
any discrepancy. The PF will, if
16.6.4.2 Noise Abatement necessary revert to raw data modes.
Takeoff and climbs-outs shall be Normal acceleration altitude is 3,000
operated in compliance with the noise feet above airfield elevation in
abatement procedures. compliance with ICAO Noise
At airfields which require a noise Abatement Procedure A. If a lower
abatement takeoff and publish a altitude restriction is given by ATC,
specific procedure, that procedure commence acceleration at that
shall be adhered to. In all other cases, altitude.
PIA aircraft will follow the standard Below 10,000 ft the PF should fly the
noise abatement profiles published for aircraft in a hands-on manner,
the aircraft type to be used. irrespective of autopilot usage,
16.6.4.3 Company Speed Restrictions guarding the operation of auto-throttle
It is recommended that the speed and control wheel. Above 10,000 ft
below FL 100 /10,000 ft shall not the PF should fly hands-on during
exceed 250 kts or recommenced clear any AFS mode changes to gain tactile
maneuvering speed whichever is feedback from auto-throttle and /or
higher, in order to enable prompt autopilot inputs.
traffic avoidance action as well as to Landing lights/runway turn-off lights
assist smooth traffic flow. This speed remain ON below 10,000 ft for bird
limit may be exceeded at the request avoidance and to increase aircraft
of ATC, or at the Pilots discretion visibility as per FCOM/SOP.
after all due factors have been Non-essential tasks should be kept to
considered. Particular consideration a minimum during critical phases of
should be given to the risk of bird flight None should be attempted
strikes unmonitored VFR traffic and below 10,000 ft.
the ATC environment.
Edition 1 Page 17
Rev: 08
22nd Nov, 2010
Delay all other non-essential tasks

until established in the cruise.The
Purser is cleared to release the cabin
staff to commence service when the
Seatbelt Sign goes OFF unless
otherwise briefed by the Captain.
However no galley equipment (such
as carts) will be removed from their
stowages until the Fasten seat belts
signs are also switched OFF.
With light aircraft and high cruise
altitude monitor cabin DIFF PRESS to
ensure it does not reach maximum
differential before the aircraft reaches
cruise level. If necessary, reduce
aircraft rate-of-climb to prevent
excessive cabin rates-of-climb.
16.6.4.5 Passing 10,000 ft / FL 100

When passing 10,000ft / FL 100, the
following will be selected:
Landing Lights/Rwy Turn off
lights to Off Intentionally Left Blank
Seat Belts:- Off
Auto for B-777
(Conditions permitting)
16.6.4.6 Passing Transition

Passing transition altitude, the PM will
announce Transition Altitude. Both pilots
shall set STD on the altimeter and cross-
check the altimeter readings.
16.5.4.7 Weather Rader Monitoring

Reduce radar tilt from take off setting and
adjust range as desired. Range and tilt
should be periodically adjusted to avoid
over scanning any weather. Some ground
return should be visible at near maximum
indicated range.
Edition 1 Page 18
Rev: 08
22nd Nov, 2010
16.7 Cruise, Descent & Approach Minimum Fuel Cruise.

16.7.1 Cruise Minimum Time Cruise.
The PF will concentrate on flying the Long Range Cruise.
aircraft. One pilot should monitor the Fixed Mach cruise.
aircraft at all times. Therefore, The FMS preferred profile is
paperwork should not be undertaken Economy Cruise as this optimizes the
at the same time by both pilots. cost of operating any given flight.
Communication between the flight A basic cost index is calculated by
deck and cabin will assist in assigning a weighting to each of the
maintaining comfortable cabin fixed operating costs according to its
temperatures. magnitude. The resultant value for the
Before top of descent the purser will index is then process by the onboard
inform the Captain whether or not any flight management system together
defects have been entered in the Cabin with the other relevant data inputs
Defects Log. He/she will pass on any such as enroute wind information and
request for wheel chair assistance and aircraft weight to provide a speed
inquire about ground temperature schedule giving optimum trip cost.
information etc. In view of this, it is PIA policy that
Prior to starting decent, the Captain the economy flight profile (ECON)
will call for all catering items to be should be used on all aircraft fitted
removed from the flight deck. with FMS.
16.7.2 Flight Log For aircraft not equipped with or with
The PM will complete the relevant flight an inoperative FMS, an economy
log entries during cruise phase (between top profile may be approximated by
of climb and top of descent). adhering to the speeds given in the
16.7.3 Weather Monitoring FCOM/SOP.
The flight crew members shall continually Minimum Fuel cruise is generally
keep themselves abreast with the current used only if fuel becomes critical on a
and forecast weather at the destination, the particular flight as this profile, while
destination alternate and the applicable reducing the cruise speed towards a
reroute alternate airports. point that gives the optimum lift / drag
A record of these weather conditions shall ratio, also incurs significant time
be maintained by the PM on the CFP. penalty.
16.7.4 Cruise Control Minimum Time cruise may be
This section is intended only as an adopted at the Captains direction
explanation of the cruise and profiles whenever it is considered that the
laid out in the various PIA aircraft commercial consequence of a delayed
operating manuals. The procedures arrival at destination outweigh the
specific to the individual types of increased operational costs. All such
aircraft are laid down in these occasions are to be reported in the
documents and operation of the Captains Debrief Report. Operations
aircraft should be based on them. Control may sometimes request
The five basic cruise profiles for Minimum Time cruise for urgent
operating modern jet aircraft are: operational reasons.
Optimum Economy Cruise
Edition 1 Page 19
Rev: 00
25th Mar, , 2008
It is nevertheless the responsibility of airport that is specified in the original

the Captain at all times to adopt a flight plan whilst the aircraft is
cruise strategy that maintains adequate enroute unless:
fuel reserves. The airport is unsuitable for
If is not possible to follow the operation of the aircraft type.
economy profile due to equipment The fuel and route requirements
malfunction or ATC restrictions, the cannot be complied with.
cruise technique to be adopted is at the Any amended flight plan details shall
discretion of the Captain. Provided be recorded on the original CFP.
that on-time performance is not Should it be necessary for any reason
prejudiced, it is recommended to use to amend a destination, Operations
long range cruise, which will optimize Control in Karachi must be advised of
fuel costs according to weight and the proposed course of action at the
flight level. earliest possible opportunity.
Fixed Mach cruise is generally used
when instructed by ATC in those 16.7.7 ATC Procedures
areas where cruising speed is In addition to normal position
regulated to maintain separation reporting, ATC will be notified
between aircraft. Cruise at a fixed without request whenever the aircraft:
Mach number or speed may also be Reaches a holding fix or a
used in turbulent flight conditions to clearance limit.
give optimum stability to the aircraft. Leaves previously assigned
altitude or flight level.
16.7.5 Fuel management Reaches a newly assigned
Fuel checks should be carried out at altitude or flight level.
regular intervals throughout each Leaves holding fix inbound on
flight in order to establish that actual final approach.
fuel consumption matches that Executes a Go-Around
planned. Such checks should be procedure
carried out over enroute waypoints at Encounters weather conditions
intervals normally not exceeding 30 which are either un-forecasted or
minutes. Comparison of actual fuel on hazardous.
board with the Minimum required as When ETA given by ATC for the next
indicated on the CFP will enable early reporting point will be in error by
identification of higher than more than three minutes, a revised
anticipated consumption. ETA must be given.
A comprehensive account of ATC must be advised whenever the
Companys In Flight Fuel true airspeed varies or is expected to
Management techniques may be vary from the true airspeed filed in the
found in Chapter 7 Page 9 of this original flight plan by 5% or more, or
Manual. by 0.01 Mach or more if a clearance
was issued to maintain a specific
16.7.6 Flight Plan Amendments Mach number.
The Captain may not change an The Captain will comply fully with all
original destination or an alternate ATC clearances unless:
Edition 1 Page 20
Rev: 08
22nd Nov, 2010
He/she obtains an amended And there after maintain a sterile

clearance. cockpit environment.
An emergency exits which
requires deviation from the 16.7.9 Transition
clearance. When descending through transition level,
The Captain deems that to the PM will announce Transition
adhere to the clearance would be Altitude. Both pilots shall check correct
hazardous under the existing QNH has been set on primary altimeters
conditions. and crosscheck altimeter readings. QNH
It is the responsibility of the Captain shall be selected on standby altimeters.
to ensure the aircraft is flown in a way
that ensures accurate compliance with 16.7.10 Passing 10,000 ft / FL100
all clearances issued. Below 10,000 ft 250 kts is the
Should deviation from the assigned recommended descent speed. The use
altitude or track be necessary due to of higher speeds by ATC request or
weather or collision avoidance, an approval is discretionary.
amended ATC clearance shall be At the lower of 10,000 ft or the setting
obtained unless an emergency exists of QNH, the PF will call for the
requiring immediate action. In the Approach Checklist. After the
event of such a deviation being required actions (Refer to SOP) have
necessary, ATC will be informed of been completed the PM will read the
the deviation and the conditions checklist.
requiring such action. Full use must be made of DME or
16.7.8 Descent Planning FMS Distance to Go information
The PM will obtain the ATIS where during the descent. ATC shall be
available. Each pilot should consult informed of the time or place at which
relevant charts and arrival plates. the descent is to be initiated in
The PF shall confirm the accuracy of sufficient time for co-ordination.
the FMS computed TOD against the Whenever possible, descent from the
one calculated manually (except B- cruising in altitude shall be planned
747/F-27). using the procedures and rates of
Prior to Top of Descent, the PF shall descent prescribed in the
brief for the approach and landing. FCOM/OPERATIONS MANUAL so
Refer to Chapter 17 -Page 4 for details as to:
of the approach briefing. Ensure arrival at the destination
On aircraft fitted with FMS, the or a radio fix serving as the
computed descent profile should be destination in a configuration
followed wherever possible, as this and at an altitude permitting an
gives the most economic profile. instrument or VMC approach
Passing FL 100/10000ft the PF shall procedure.
call for the Fasten Seat Belts sign to (Abnormal maneuvers for the purpose
be selected ON. This acts as a trigger of expediting decent and time
for the Cabin Crew to prepare the consuming maneuvers such as early
cabin and passengers for landing. descent with consequent low true
RWY Turnoff lights on airspeed should be avoided).
Edition 1 Page 21
Rev: 08
22nd Nov, 2010
Afford the greatest fuel

economy.
Allow sufficient time in the
descent for satisfactory
performance of the cabin
pressurization system.
Be performed smoothly, thus
keeping maximum passenger
comfort.
It is normal procedure to make
maximum use of the auto-flight
systems during descent. If the aircraft
is flown manually, the FCOM/SOP
rates of descent shall not normally be
exceeded.
To avoid overshooting the assigned
altitude during descent, the rate of
descent should be reduced to not more
than 1000 fpm when passing through Intentionally Left Blank
an altitude of 500 ft above the
assigned altitude. At low heights
above ground the flight crew shall
remain aware of possible inadvertent
terrain closure and shall restrict the
airplane rate of decent to 1000 ft per
minute or less.
The airspeed appropriate to the
particular Company approved descent
schedule for the type of aircraft
concerned shall be maintained during
the descent unless:
Turbulence is encountered,
requiring a reduction in speed.
Published ATC speed
restrictions are in effect.
ATC has requested a lower
speed.
It is necessary to change the
airspeed in preparation for an
Instrument or VMC approach.
Edition 1 Page 22
Rev: 00
25th Mar, 2008
16.8 Go- Arounds If the reported RVR overhead

16.8.1 General the outer marker or its
The applicable missed approach equivalent is below the
procedure is published on the acceptable minimum or if a
Jeppesen Approach Chart. successful outcome of the
The decision to initiate a go-around approach becomes doubtful e.g.
shall be clearly announced by PF. approach not stabilized or the
Refer to the SOP for the applicable localizer or glide-path tolerances
call. are exceeded.
Once such a decision has been made If at any time after descent
during final approach, no decision below DH/DA/MDA, visual
to abandon the go-around shall be reference to the ground or lights
taken. cannot be maintained.
In the event of any missed approach On instructions of the
due weather, it is PIAs policy that the appropriate ATC unit.
number of missed approaches to any If any required element of the
airport is limited to one (1) unless ground navigation system or
there is a significant improvement in airborne equipment becomes
the weather conditions and there is a inoperative or is suspected to be
good possibility of landing following malfunctioning while in IMC
a second approach. It is the Captains conditions.
responsibility to decide whether a
second approach is practicable after 16.8.3 Go-Around During Visual Circling
initiating a go-around from the first If visual contact with the ground is lost
missed approach. If the second whilst circling, the missed approach
approach fails, the Captain should specified for the instrument approach (if
divert to the alternate airport or hold published) shall be followed. If this is not
until the weather conditions improve possible, since the circling maneuver may
sufficiently for a third attempt. At all be accomplished in more than one direction,
times reserve fuel requirements shall an initial climbing turn toward the landing
be maintained. runway shall be made in order to establish
the aircraft on the prescribed missed
16.8.2 Initiation approach course.
A go-around shall be initiated for any
of the following reasons:
If the required visual reference
has not been established upon
reaching DH/DA/MDA
The time check over the FAF
serves as a back up in case of the
non-availability of the respective
navigation aid/fix, or when no
other means is available to
define the MAP
Edition 1 Page 23
Rev: 00
25th Mar, 2008
16.9 Holding
Official IFR holding patterns and
maneuvering procedures are given in
the Jeppesen Airway Manual.
Published instrument approach
altitudes are minimum altitudes.
Flying above these altitudes
throughout the entire procedure is
permitted, except if the given altitude
figure is indicated as compulsory or as
a maximum (e.g. due to traffic
separation). Holding altitudes
assigned by ATC are mandatory
altitudes and must be maintained to
comply with separation criteria and
the ATC clearance.
When instructions to hold have been
received, the aircraft is considered to
be in the holding pattern upon arrival
over the respective fix or facility.
Therefore, the airspeed at that time
shall not be higher than the stipulated
maximum holding airspeed. Intentionally Left Blank
When a clearance specifies departing
a holding fix at a particular time, the
Pilot must adjust the flight path within
the holding pattern limits so as to
leave the fix at the time specified.
After departing the holding fix,
normal speed should be resumed,
limited only by airspace speed
restrictions, if any, or ATC
constraints.
Although it is preferable to hold in
clean configuration, however aircraft
configuration maybe constrained by
holding speed requirement.
Edition 1 Page 24
Rev: 00
25th Mar, 2008
Flight Procedure (Doc 8168)

Table IV-1-1 Holding Speeds, ICAO Doc 8168, Volume I, Fourth Edition Flight Procedure
Levels (1) Normal Conditions Turbulence Conditions

Up to 4250m inclusive 425km/h(2) (230 kt) 520 km/h (3) (280kt)
(4)
14,000ft 315 km/h (170 kt) 315 km/h(4) (170kt)
Above 4250m to 6100m
inclusive 14,000ft to 20,000 445km/h(5) (240kt)
520 km/h (280kt)
ft
Or 0.8 Mach, whichever is
Above 6100m to 10350m
less (3)
inclusive 20,000 ft to 490 km/h(5) (265kt)
34,000ft
Above 10,350m 34,000ft 0.83 Mach 0.83 Mach
(1) The levels tabulated represent altitudes or corresponding flight levels depending upon
the altimeter setting in use.
(2) When the holding procedure is followed by the initial segment of an instrument
approach procedure promulgated at a speed higher than 425km/h (230kt), the holding
should also be promulgated at this higher speed wherever possible.
(3) The speed of 520km/h (280kt) (0.8Mach) reserved for turbulence conditions shall be
used for holding only after prior clearance with ATC, unless the relevant publications
indicate that the holding area can accommodate aircraft flying at these high holding
speeds.
(4) For holding limited to CAT A and B aircraft only.
(5) Wherever possible, 520 km/h (280kt) should be used for holding procedure associated
With the airway route structures.
Attention is drawn to the fact that many holding patterns presently published have been calculated
in accordance with the criteria specified in ICAO Doc 8168 Volume II, Second Edition. Many
holdings are calculated for lower speeds or other altitudes as shown in the following tables.
Edition 1 Page 25
Rev: 00
25th Mar, 2008
Table IV-1-2 PANS-OPS Second Edition Holding Speeds

Applicable to Many of the Presently Published Holdings
Jet Aircraft
Levels(1) Propeller Aircraft(2) Normal Turbulence
Conditions Conditions
up to 1850m inclusive 6000 ft 315km/h(170kt) 390km/h(210kt) 520km/h
above 1850m to 4250m (280kt) or 0.8
315km/h(170kt) 405km/h(220kt)
inclusive 6000ft to 14000ft Mach which
Above 4250m 14000ft 325 km/h (175kt) 445km/h(240kt) ever is less (3)
(1) The levels tabulated represent altitudes or company or corresponding flight levels
depending upon the altimeter setting in use.
(2) When the holding procedure is followed by the initial segment of an instrument
approach procedure promulgated at a speed higher than 425km/h (230kt), the holding
should also be promulgated at this higher speed wherever possible.
(3) The speed of 520km/h (280kt) (0.8Mach) reserved for turbulence conditions shall be
used for holding only after prior clearance with ATC, unless the relevant publications
indicate that the holding area can accommodate aircraft flying at these high holding
speeds.
Note: Holdings calculated in accordance with the Second Edition criteria should not be
flown at higher holding speeds as the lateral limits of the holding area are larger when the
holding speed is higher. The obstacle clearance or separation may not be guaranteed when
these holdings are flown at the new higher holding speeds.
Note: Holdings calculated in accordance with the Second Edition criteria should not be flown at
higher holding speeds as the lateral limits of the holding area are larger when the holding speed is
higher. The obstacle clearance or separation may not be guaranteed when these holdings are flown
at the new higher holding speeds.
Table IV-1-3. Holding Speeds per U.S.FAA Regulations

Levels All Aircraft
At 6,000ft or below 200kt
Above 6,000ft to and including 14,000ft 230kt
Above 14,000 ft 265kt
(1) Holding patterns from 6001ft to 14000ft may be restricted to a maximum airspeed of
210kt. This non-standard pattern will be deCapt.ted by an icon.
(2) Holding patterns at all altitudes may be restricted to a maximum airspeed of 175kt.
This non standard pattern will be deCapt.ted by an icon.
(3) Holding patterns at USAF airfields only-310kt maximum, unless otherwise deCapt.ted.
(4) Holding patterns at US Navy fields only-230kt maximum, unless otherwise deCapt.ted.
Edition 1 Page 26
Rev: 00
Pakistan International NORMAL PROCEDURES 25th Mar, 2008
16.10 Diversions and the capacity of the airport

16.10.1 Policy terminals with the likelihood of
If a flight cannot be operated to the having lesser handing efficiency.
planned destination for any reason, a Apron Parking Space. The first
diversion shall be made to the filed choice alternate may be severely
suitable alternate airport providing the congested due to previous
best available operational and diversions, and in extreme cases
passenger handing services. Flights unable to accept any more
may be diverted due to: aircraft. Forewarning of this
Operational or weather may be available through
conditions, which prevent the monitoring the pattern of
completion of the planned diversions. The ATC
operation. frequencies at any proposed
Technical problems requiring a diversion will give an accurate
landing at a more suitable airport Capt.ture of the situation there,
or a passenger in need of particularly with regard to
immediate medical assistance. airborne traffic congestion and
Weather conditions enroute the amount of holding time that
requiring an alteration to the may be expected. Where the
intended routing. latter is a factor, the minimum
In case of expected problems that are diversion fuel should be
apparent before departure, diversion recalculated accordingly or
priority should always be discussed another alternate chosen.
with Operations Control. The The Captain or the Senior Purser shall
responsibility to divert enroute rests inform the passengers via the PA
entirely with the Captain. However, system of the reasons for the diversion
the choice of alternate shall be and give all available information
governed as per alternate airfield regarding the continuation of the
policy which is part of fuel policy in flight. Passengers shall be requested to
Chapter 7. When a diversion is take all their personal belongings with
anticipated, the following factors them. No hand baggage should be left
should be considered by the Captain behind on the aircraft.
regarding the suitability of the airport Contact Flight Control in Karachi by
he/she should choose: the most suitable means and providing
Weather. Actual weather and details of the diversion.
TREND at the available
alternates is of prime concern. 16.10.2 Alternate Weather Requirements
Fuel. Both the availability of If deterioration occurs in the actual
fuel at alternates and the time weather conditions at the nominated
required for refueling should be alternate, it may continue to be used
taken into account. provided that the latest available
Ground Handling Facilities. If forecast (including TREND) indicates
a large number of aircraft are that the conditions at expected time of
diverting to the same airport, it use will be above the applicable
will impose a considerable strain landing minima on to the Jeppesen
on both its handling facilities approach chart.
Edition 1 Page 27
Rev: 00
Should this not be the case, a new 16.10.5 Diversion to an Airfield where no
alternate should be selected which Company Support may be expected.
satisfies these requirements. Alternate When an in-flight diversion takes
fuel should be recalculated place to such an airport the name and
accordingly. details of the contractual handling
Note: Once airborne, only the Jeppesen agent should be obtained from the
charted landing minima need be considered Flight Control.
for choosing an Alternate. It is most important that a message be
passed to that agent prior to the arrival
16.10.3 Contacting Ground Handing of the aircraft. If for any reason,
Agent Company channels of communication
For details of procedures to be are not available, ATC should be
followed once on the ground asked to forward a message. A telex
following a diversion, refer to or telephone contact number should be
CHAPTER 13. given if possible/available.
With regard to ground handling, in
flight diversions fall into two
categories; diversion to another PIA
destination or to an airport where no
Company support may be expected.
16.10.4 Diversion to another PIA

Destination
When an in-flight diversion is planned
to another PIA destination, the
Captain shall ensure that as much
prior notice as possible is given to that
station by the best means available. If
this cannot be achieved through
company channels, then as a last
resort ATC may be requested to relay
a message to the airport authorities for
onward passage to the PIA station
staff. If time and workload permit,
following details should be included:
ETA at the airport
Number of passengers on board.
Expected duration at the
alternate airport.
Any maintenance requirements.
Any medical assistance required.
Edition 1 Page 28
Rev: 00
16.11 Landing 16.11.4 Procedures

16.11.1 General On approaches where no glide path
16.11.1.1 Choice of Runway reference is available the PF shall aim for a
The captain should always check 3 degree glide slope.
which runway gives the best safety
margin under the actual weather and 16.11.5 Height Over The Threshold
runway conditions. In principle, The landing threshold shall normally
runway selection should take into be crossed either on the electronic
account all known safety, operational glide path or at 50 ft to 35 ft radio
and environmental factors, e.g. ATC height.
situation, preferential runway, noise Autoland is authorized only if the
abatement procedures, etc. wheel height clearance over the
The available runway length shall not runway threshold is at least 20 ft radio
be less than that required for the actual height.
landing weight under the actual Special Cases:
weather and runway conditions Depending on the aircraft type
according to data provided in the some ILS installations provide
FCOM/OPERATIONS MANUAL only marginal wheel height
and runway performance charts. clearance over the runway
The actual landing weight shall not threshold. If a small height
exceed the maximum weight allowed correction is made on short final
by runway limitations or maximum to cross the runway threshold at
landing weight according to the normal wheel height, due
FCOM/OPERATIONS MANUAL. consideration must be paid to the
available runway length.
16.11.2 Use Of Auto-Brake System In order to have the maximum
Use of the auto-brakes for landing is runway length available, a
at the Captains discretion. displaced threshold may be
Auto-brake has its advantages on wet crossed at a slightly lower height
and contaminated runways as well as than normal if favorable
in cases where minimum runway conditions permit. i.e. good
length is available. weather, no obstacles, no
Low auto-brake setting is obvious noise problems. A
recommended for auto-landings, landing before a displaced
low visibility approaches and threshold must be strictly
crosswind landings. avoided.
Medium auto-brake settings are On an auto-land approach, a
recommended for the wheel height of less than 20 ft
contaminated runways. over a displaced threshold may
be accepted provided that the
16.11.3 Landing Sequence section of the runway between
For approach and landing, ATC provides a the runway threshold and the
longitudinal separation of 3 to 5 nm displaced threshold is usable for
depending on the wake category of aircraft the respective aircraft type.
in the approach sequence.
Edition 1 Page 29
Rev: 00
If wind shear or turbulence is The available runway length

encountered during final approach, the after touchdown.
height over the threshold should be Touchdown speed.
slightly increased whenever the Aircraft gross weight
runway length available for landing Runway surface friction
will permit a touchdown slightly conditions.
beyond the normal aiming point. Wind component.
The availability of reverse
16.11.6 Touchdown thrust.
The desired touchdown point is For braking techniques and the
between 300 and 600 meters from the calculation of landing distances, refer
landing threshold. Corresponding to the FCOM/ OPERATIONS
runway markings, the position of MANUAL
VASI bars or lighted touchdown wing Reverse thrust shall be used on every
bars are of great assistance in landing. The amount of reveres thrust
determining the correct aiming point. used is at the Captains discretion and
If touchdown cannot be accomplished is dictated by factors such as runway
within the desired touchdown zone, a conditions, wind, runway length
go around shall normally be initiated available local procedures etc.
with due regard to the remaining Since reverse thrust is most effective
runway length. Actual position with at high aircraft speed it should be
respect to the runway, spin- up of applied as soon as possible after
engines and aircraft speed must be touchdown and shall be set
carefully evaluated. symmetrically. Particular caution must
Every effort shall be made to land on be taken when only asymmetric
and remain on the runway centerline, reverse thrust is available. For details,
as this provides the best margin for refer to the relevant FCOM/
correction in case of alignment OPERATIONS MANUAL.
difficulties after touchdown.
Unless the runway length or other
factors dictate otherwise, only
moderate breaking should be applied
after landing. The use of heavy
braking for the purpose of making a
runway turnoff shortly after
touchdown should be avoided unless
compelling operational considerations
require it.
16.11.7 Landing Roll

The Captain must decide whether
immediate brake application is
required for deceleration or whether
the braking may be delayed having
considered:
Edition 1 Page 30
Rev: 00
16.12 After Landing, Parking and

Leaving the Aircraft
16.12.1 Clearing the Runway after
Landing
Unless other instructions have been issued,
the active runway should be cleared at the
first opportunity after the aircraft speed has
been reduced to normal taxi speed. Only
authorized runway turnoff points shall be
used. After clearing the runway, taxi
instructions shall be obtained prior to
taxiing to other points on the airfield. No
clean-up actions will be undertaken until
both pilots have confirmed the taxi route
and instructions.
16.12.2 Parking
Both pilots will maintain a lookout while
approaching the parking bay. First officer
shall announce aircraft type on AGNIS
(other system types) and relevant stop Intentionally Left Blank
markings .If there is any doubt about
clearance available, stop the aircraft and
wait for marshalling assistance to arrive.
16.12.3 Automated Guide in Systems

For details and use, refer to the Jeppesen
and Route Manuals.
16.12.4 Leaving the Aircraft

Each pilot should stow his Jeppesen charts
and tidy up the cockpit. Retain required
paperwork in the flight envelope. Switch off
flight deck and instrument lights, zero the
stopwatches and elapsed time. Reinstate
aircraft headset (if a personal headset has
been used).
Edition 1 Page 1
Rev: 00
Pakistan International APPROACHES 25th Mar, 2008
CHAPTER 17: APPROACHES

TABLE OF CONTENTS
17.0 General and Definitions 3
17.0.1 Approach Maneuvering Procedures... 3
17.0.2 Arrival Routes 3
17.0.4 Clearance Limit. 3
17.0.5 Decision Altitude/Height (DA/DH).. 3
17.0.6 Downgrading. 3
17.0.7 Final Approach Fix (FAF). 3
17.0.8 Hold/Holding Procedure 3
17.0.9 IMC Approach.. 3
17.0.10 Intermediate Approach Segment 3
17.0.11 Initial Approach Segment.. 4
17.0.12 Minimum Descent Altitude/Height (MDA/H) 4
17.0.13 Missed Approach Point (MAP).. 4
17.0.14 Missed Approach Procedure.. 4
17.0.15 Precision Approach.. 4
17.0.16 Procedure Turn 4
17.0.17 Racetrack Procedures.. 4
17.0.18 Reversal Procedure. 4
17.0.19 Visual reference..
17.1 Preparation for Approach 5
17.1.1 Principles....... 5
17.1.2 Meteorological Information . 5
17.1.3 Landing Data ............ 5-6
17.1.4 Approach Briefing ........ 6
17.1.5 Identification of Airfields and Runways 6
17.1.6 Setting Navigation Aids. 6
17.1.6.1 NDB Approach.. 6
17.1.6.2 VOR Approach.. 6-7
17.1.6.3 ILS Approach. 7
17.1.6.4 Radar Approach.
17.2 Approach Authorization & Terrain Clearance 8
17.2.1 General.. 8
17.2.2 Aerodrome Operating Minimum. 8
17.2.3 Commencement and Continuation of Approach (Approach Ban). 8
17.2.4 Met Visibility/RVR Conversion
17.3 Terrain Clearance 9
17.3.1 IMC-Descent/Approach 9
17.3.2 Descent Under Radar Control ...
17.4 Segments of the Instrument Approach 10
17.4.1 Initial Approach Fix.. 10
17.4.2 Intemediate Fix (IF).. 10
17.4.3 Final Approach Fix or Point (FAF/FAP).. 10
17.4.4 Missed Approach Point (MAP). 10
17.4.5 Initial and Intermediate Approach.
Edition 1 Page 2
Rev: 00
17.4.6 Noise Abatement... 10

17.4.7 Aircraft Stabilization on Approach 11
17.4.8 Outer Marker Check . 11
17.4.9 Standard Callouts .. 11
17.5 Minima
17.5.1 Determination of Minima .
12
17.5.2 Takeoff Minima.
12
17.5.3 Circling Minima
12
17.5.4 Presentation of Minima
12
17.5.5 Takeoff Minima
12
17.5.6 Landing Minima
13
17.5.7 Conditions for Use of Minima...
13
17.5.8 ILS.
13
17.5.9 Secondary Power Supply...
13-14
17.5.10 Visual Aids..
14
17.5.11 Approach Lights..
14
17.5.12 DA/DH & MDA......
14
17.5.13 Visual Segment of Instrument Final Approach ..
14
17.5.14 Optical Illusions .
15
17.6 Approaches General
17.6.1 Work Distribution:
16
17.6.1.1 Pilot Flying (PF).
16
17.6.1.2 Pilot Monitoring (PM)
16
17.7 Non-Precision & Circling Approaches
17.7.1 Non-Precision
17
17.7.2 DME ARC Procedure
17
17.7.3 Circling Approach.
17
17.7.3.1 Approaches with Visual Reference to the Ground.
17
17.7.3.2 Visual Contact Approach
17
17.7.3.3 Visual Circling
17-18
17.7.3.4 Cirling requirements...
18
17.7.4 Company Cirlcing Minimum Reported Weather..
18
17.8 CAT -1 Approaches
17.8.1 CAT-1 Approach. Classification...
19
17.8.2 Policy ....................
19
17.8.3 Approach Path Deviations on Final Approach .
19
17.8.3.1 Localiser.
19
17.8.3.2 Glidepath.
19
17.8.3.3 Autoland/Coupled Approach..
19-20
17.8.3.4 Manual Approach ..............
20
17.8.3.5 Malfunctions...
20
17.8.4 Deficiency Reporting of Ground Equipment ....
20
Edition 1 Page 3
Rev: 00
17.0 GENERAL AND 17.0.6 Downgrading

DEFINITIONS A change of procedure to a precision
17.0.1 Approach Maneuvering approach category with higher minima due
Procedures to system malfunction or deficiency in the
Such procedures are part of the initial aircraft or ground equipment.
approach segment and are constructed
in order to enter the intermediate 17.0.7 Final Approach Fix (FAF)
approach either in level flight or while The fix from which the final approach
descending. (IFR) to an airport is executed, and
which identifies the beginning of the
These procedures may consist of:
final approach segment.
Reversal procedures or
It is designated in the profile view of
Racetrack procedures. Jeppesen Terminal charts by the
Radar Vectors Maltese cross symbol for non-
precision approaches and by glide
17.0.2 Arrival Routes slope/path intercept on precession
Routes identified in an approach procedure approaches.
by which an aircraft may proceed from the
en-route phase of flight to an initial 17.0.8 Hold/Holding procedure
approach fix. A predetermined maneuver which keeps an
aircraft within a specified airspace while
17.0.3 Circling Approach awaiting further clearance from air traffic
An extension of an instrument approach control.
procedure which provides for visual circling
of the airfield prior to landing. 17.0.9 IMC approach
A flight path by reference to flight
17.0.4 Clearance Limit instruments from the initial approach fix or,
The point to which an aircraft has received where applicable, from the beginning of a
an ATC clearance. defined arrival route (e.g. turning base leg
when being radar vectored) to a point from
17.0.5 Decision Altitude/Height (DA/DH) which a landing can be made.
The specified altitude or height in a
precision approach at which a missed 17.0.10 Intermediate approach segment
approach must be initiated if the That segment of an instrument approach
required visual reference to continue between either the intermediate approach
the approach has not been established. fix and the final approach fix or point, or
Decision Altitude (DA) is referenced between the end of a reversal, racetrack or
to mean sea level (MSL) and decision dead reckoning track procedure and the
height (DH) is referenced to the final approach fix.
threshold elevation..
Decision Altitude (DA) is measured 17.0.11 Initial approach segment.
on the barometric altimeter Decision That segment of an instrument approach
Altitude (DA) is measured on the procedure between the initial approach fix
radio altimeter. and the intermediate approach fix or, the
final approach fix point..
Edition 1 Page 4
Rev: 00
17.0.12 Minimum Descent 17.0.18 Reversal Procedure

Altitude/Height (MDA/H) A procedure designed to enable the aircraft
A specified altitude or height in a non- to reverse direction during the initial
precession approach or circling approach approach segment of an instrument
below which descent may not be made approach procedure. The sequence may
without visual reference. include procedure turn or base turn.
17.0.13 Missed Approach Point (MAP) 17.0.19 Visual Reference

That point in an instrument approach Sufficient visible cues to be able to
procedure at or before which the positively establish actual aircraft
prescribed missed approach procedure position relative to the desired flight
must be initiated in order to ensure path. The following are considered to
that the minimum obstacle clearance be the minimum acceptable visual
is not fringed. references at DH/DA/MDA.
For a precision approach the MAP is CAT 1. A minimum of 6
the position where the glideslope and consecutive lights. These may be
localizer intersect the DH/DA. For a approach or runway lights, or a
non-precision approach at MDA, the combination of both.
MAP be charted as: Non-Precision Approach. A
A navigational facility. minimum of 7 consecutive
A fix. approach lights if available. At
A specified distance from the least the threshold of the runway
FAF. of intended landing if approach
lights are not available.
17.0.14 Missed Approach Procedure During the circling maneuver,
The procedure to be followed if the visual contact with the surface
approach cannot be continued further. and visual reference with the
landing runway must be
17.0.15 Precision Approach maintained. The altitude flown
An instrument approach procedure utilizing should be the highest consistent
azimuth and glide path information with visual contact and
provided by ILS or PAR. separation from the cloud
ceiling.
17.0.16 Procedure Turn
A maneuver in which a turn is made away
from the designated track followed by a
turn in the opposite direction to permit the
aircraft to intercept and proceed along the
reciprocal of the designated track.
17.0.17 Racetrack Procedure

A procedure designed to enable the aircraft
to reduce altitude during the initial approach
segment and/or establish the aircraft
inbound when the entry into a reversal
procedure is not practical.
Edition 1 Page 5
Rev: 00
17.1 Preparation for Approach surface conditions, etc. full use shall
17.1.1 Principles be made of automatic terminal
Descent, approach and landing require information service (ATIS) and
the concentration and optimum co- reliable PIREPS (pilot reports) that
operation of all crew members update ceiling and visibility
concerned. Therefore it is important conditions.
that: For landing, the latest wind
The applicable approach information given by ATC Tower
procedures are strictly followed shall be considered in the context of
as long as the aircraft is flown the operational limitations or
under IMC. Any deviations from recommendations for the aircraft type.
standard approach procedures The wind information derived from
must be fully briefed. other sources, e.g. IRS, FMS, etc, is
Standard Operating and FCOM for information purposes only.
Procedures of the respective
aircraft shall be strictly adhered 17.1.3 Landing data
to. The landing weight shall be determined and
All phases of approach shall be speed bugs set according to the fleet
timely and thoroughly specific FCOM.
preplanned.
Both pilots shall continuously 17.1.4 Approach Briefing
monitor the approach progress The detail of the briefing should
and cross-check the flight reflect weather conditions and fuel
instruments. state at the destination and should
The navigation aids and equipment include appropriate items from the
providing the optimum approach following:
guidance shall be used regardless of Weather, Fuel, Alternate,
weather conditions and shall comply Holding
with the cleared approach and missed Check aircraft system status.
approach procedures. Descent, Arrival
In the context of this policy, the ADF Approach, Go-Around
receivers shall be set on the same Runway, Taxi, Parking
frequency for instrument final A good approach begins with proper
approach in order to enable easy planning and briefing. Before
cross-checking and to avoid commencing the descent, Pilot Flying
misinterpretation. (if applicable) (PF) shall brief all flight crew
The Captain is to decide whether or members on the intended procedure.
not an approach shall be commenced This approach briefing should include
based on operational requirements, appropriate items from the following:
weather and the probability of a Descent point
successful landing Weather conditions at
destination and alternate.
17.1.2 Meteorological Information Holding capability at destination
The latest meteorological information before diversion and diversion
shall be obtained and evaluated before routing.
commencing an approach. Due regard
must also be given to the runway
Edition 1 Page 6
Rev: 00
Expected inbound routing or 17.1.6.1 NDB Approach

STAR including any speed or Two ADF selectors having one
altitude restriction. frequency selected on each control
Holding facilities and box will use the following guidelines:
procedures. ADF No 1. set the primary NDB
Setting/use of navigation for the procedure.
aids/equipment. ADF No2. set to go-around
A review of the relevant NDB. If not available or
Approach Chart for: applicable set the primary NDB.
o Altitude restrictions and terrain If possible, the VOR Receivers should
considerations be tuned to facilities which can
o Planned altitude for visual or provide additional position
circling approach information.
o Speed restrictions and For further details refer to fleet
acceleration altitude for G/A specific SOPs.
o If the FMS is to be used for G/A
then the FMS procedure must be 17.1.6.2 VOR Approach
verified with Jeppesen chart. VOR of PF. Set the primary VOR and
Communication failure radial for the approach.
procedures. VOR of PM. Set to any facility (VOR
Special considerations due to or DME) required for transition to the
conditions (e.g. use of auto main VOR final approach. When
brake, windshield wipers etc). radial or distance information is no
Runway condition longer required from this source,
Any un-serviceability of airfield switch to the main VOR facility for
equipment. the rest of the approach.
Anticipated taxi route after ADF setup as for NDB approach.
landing. For further details refer to fleet
specific SOPs.
17.1.5 Identification of Airfields and
Runways 17.1.6.3 ILS Approach
At certain airfields the proximity of The appropriate ILS frequency should
adjacent airfields, multiple runways and be tuned on the appropriate selector.
even the proximity of highways to a runway
Both VORs should initially be set up
can create confusion and result in a landing in the optimum configuration for the
at the wrong airport or on the wrong initial approach procedure. Once
runway, especially during darkness, all
established on the localizer the
measures shall therefore be taken using all selections appropriate to the go-round
resources to ensure proper identification of procedure should be made. If,
the assigned runway.
however, DME or radial information
is required at a point after the initial
17.1.6 Settings Of Navigation Aids approach fix, this selection should be
During an instrument approach it is delayed accordingly. If neither the
suggested that the ADF and/or VHF NAV initial approach nor go- around
receivers shall be set as follows. requires procedural use of VORs then
any available field VOR should be
Edition 1 Page 7
Rev: 00
selected. For further information see

the FCOM.
ADF setup as for NDB approaches.
17.1.6.4 Radar Approach

The navigation radios should be set up
on facilities in the immediate vicinity
of the airport which will supply the
best available position information for
secondary reference during the
approach.
Before commencing any instrument
approach, the missed approach
procedure should be reviewed. Any
change to navigational radio
frequencies required by this procedure
should be fully anticipated in the
event that a missed approach becomes
necessary.
Should an actual missed approach be
initiated, all navigational radios shall
be tuned and identified as required by Intentionally Left Blank
procedure.
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Rev: 00
17.2 APPROACH AUTHORIZATION The approach may be continued below

& TERRAIN CLEARANCE DA (H) or MDA (H) and a landing
17.2.1 General may be completed, provided that the
Before the commencement of any approach required visual reference is
it is the responsibility of the Pilot in established at DA(H) or MDA(H) and
Command to determine that, on the basis of is maintained.
all available information the weather at the
airfield concerned and the condition of the 17.2.4 Met visibility/RVR conversion
runway to be used should not prevent a safe If only meteorological visibility is reported,
approach, landing or missed approach the charted RVR can be substituted by
having regard to the appropriate reported Meteorological VIS for straight in
performance information. instrument approaches as shown in table
below.
17.2.2 Aerodrome Operating Minimums This table shall not be applied for
(AOM) calculating Take-off or Category II/III
State minimums are in correspondence with minimums or when RVR is available.
JAR-OPS 1. For additional details refer to
Air Traffic Control Chapter of Jeppesen Table for Conversion of reported
Airway Manual. Meteorological VIS to RVR.
17.2.3 Commencement and continuation Lighting RVR =Reported Met VIS X

of Approach (Approach Ban) Elements in Day Night
An instrument approach may be Operations
commenced regardless of the reported HIALS & 1.5 2.0
RVR/VIS, but shall not be continued HIRL
beyond the outer marker (OM), or Any type of
equivalent position, if the reported Lighting 1 1.5
Installation
RVR/VIS is less than the applicable
other than
minimums. above
If, on a straight in approach, after No Lighting 1 Not
passing the OM or equivalent position Applicable
the reported RVR/VIS falls below the
Notes:
applicable minimum, the approach
RVR reported for a particular
may be continued to DA/H or MDA.
runway shall not be used for
Provided that the required visual other runways.
reference has been established at the
For a non-precision and CAT-1
DA/(H) or MDA(H) and thereafter, ILS approach, only the
the approach and subsequent landing
RVR/VIS of touchdown zone
may be completed.
need be considered.
Where no OM or equivalent position
exists, the Pilot-in-Command shall
decide whether to continue or abort
the approach before descending below
a height of 1000ft above the
aerodrome on the final approach
segment.
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Rev: 00
17.3 TERRAIN CLEARANCE vectored in this manner, the flight

17.3.1 IMC-Descent/Approach crew shall utilize all possible navaids
In order to ensure safe terrain to monitor the aircrafts position and
clearance, the published minimum height. Where doubts exist about
altitudes, flight levels and positive identification, no descent
intermediate approach altitudes must below the applicable minimum flight
be strictly adhered to at all times. level/altitude shall be made.
Once a positive check against When being radar vectored to the final
navigation aid (e.g. published VOR approach course, pilots should not
radial/DME position, etc.) indicates report established or field in sight
the correct position, further descent or until it is absolutely certain that the
continuation of the approach as approach can safely be completed
stipulated on the approach chart may without radar assistance.
be made.
In this context:
A MEA, MOCA or MORA
lower than the respective MSA
may be flown only when it can
clearly be established that the
aircraft is within the defined
sector /distance.
Following an ILS/glidepath on a
direct approach using own
navigation is only authorized
when established on the localizer
and if:
o The ILS/glidepath is
intercepted within its
coverage sector
(approximately 10 nm out).
o The ILS/glidepath is being
intercepted from below.
o The ILS/glidepath vs. height
can be checked against
ILS/DME or other distance
measuring means.
17.3.2 Descent under Radar Control
A clearance given by ATC, for a flight
level or altitude below the applicable
MOCA or MORA shall be accepted
only if the aircraft if positively
identified and vectored by approved
radar. In this case the radar controller
is responsible for ensuring adequate
terrain clearance while vectoring the
aircraft. However, when being
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Rev: 00
17.4 SEGMENTS OF THE 17.4.3 Final Approach Fix or Point

INSTRUMENT APPROACH (FAF/FAP)
The procedure is normally divided FAP is defined as the FIX or point of an
into 5 segments: arrival, initial, instrument approach procedure where the
intermediate, final and missed Final Approach Segment commences.
approach, where each segment may
begin at a designated aid or fix. 17.4.4 Missed Approach Point (MAP)
That point in an instrument approach
SEE APPROACH DIAGRAM procedure at or before which the prescribed
missed approach procedure must be
IAF initiated in order to ensure that the
minimum obstacle clearance is not
infringed.
Arrival
IF Route
Intermediate 17.4.5 Initial and Intermediate Approach
Approach Normally arrival routes are published
from the enroute phase to a fix or
Segment IAF facility used in the instrument
FAP approach procedure. This arrival route
ends at the initial approach fix. If no
FAF
such fix or facility is available, the
instrument approach procedure is
constructed with one of the following
Final Approach
Segment
procedures:
Reversal procedure, or
Racetrack procedure.
Care must be taken to remain within
the stipulated maneuvering area. Time
MAPt and speed control must be closely
observed unless local speed
restrictions are specified or ATC
requests otherwise.
17.4.6 Noise Abatement

Missed The initial and intermediate approach shall
Approach Segment be flown with the lowest possible drag,
preferably in a clean configuration and
arranged so as to join a 30 glidepath not
17.4.1 Initial Approach Fix (IAF) lower than 2000 ft AGL whenever possible.
IAF is defined as an aid/fix where the initial
approach segment begins. 17.4.7 Aircraft Stabilization on Approach
The approach is considered to be
17.4.2 Intermediate Fix (IF) stabilized when the aircraft is tracking
IF is defined as an intersection between the on the approach path with the required
initial and the intermediate approach configuration, attitude, and rate of
segments. descent, speed and corresponding
thrust.
Edition 1 Page 11
Rev: 00
Strong winds and gusts on the

approach should be compensated for
by applying speed increments in
accordance with the FCOM. To detect
windshear and the magnitude of winds
aloft, all available aircraft equipment
such as FMS, IRS, etc, shall be used.
For the effects of wake turbulence,
refer to Chapter 19- Section 19.3
A go-around is mandatory if the
aircraft is not stabilized on approach
as follows:
In IMC by 1000 ft AGL
In VMC by 500 ft AGL
Where certain types of approaches
(e.g. low visibility, circling, non-
precision) necessitate turns for
alignments purpose below 500 ft, it is
essential that special attention be
given to bank angle.
17.4.8 Outer Marker Check

On all straight-in approaches the
following shall be checked upon
passing the OM or any substitute as
published on the approach chart:
Altitude.
Time (for non-precision
approaches where necessary).
This check is initiated by the PM who
will call Outer Marker and
announce the correct crossing altitude.
The PF will the cross-check the
altitude and call Check. For a non-
precision approach, stopwatches
should be started as necessary.
17.4.9 Standard Callouts

Both pilots shall monitor the approach,
and PM shall make the appropriate calls
as specified in Chapter 9- Section 9.1
Edition 1 Page 12
Rev: 00
17.5 MINIMA PIAC ceiling and visibility requirements for

17.5.1 Determination of Minima a circling approach are as under :-
Lowest applicable meteorological minima Aeroplane MDH Visibility
will be the higher of the CAA Pakistan Category
approved minima or the published Jeppesen A 400 ft 1500m
Minima.
B 500ft 1600m
17.5.2 Take-off Minima
Take-off minima at all aerodromes shall be C 600 ft 2400m
greater than, or equal to, the applicable
landing minima unless an approved take-off D 700ft 3600m
alternate aerodrome is available for use; in
no case, however, shall it be less than 500
m RVR, except as provided below in Or as published on Jeppesen Charts
conjunction with the specified facilities; whichever is higher
Note: Circling is not authorized for B-747
RVR/VISIBILITY FOR TAKE-OFF aircraft.
Facilities RVR/Visibility
(Note 3) Authorized Instrument Approach
Nil (day only) *500m Aircraft Type of Minima
Runway edge Category Approach Ceiling RVR
lighting and /or *250m/300m A,B,C,D Non-
central line marking. (Notes 1& 2) Precision * *
Runway edge and *200m/250m
A,B,C,D CAT- I **200ft **550m
centre line lighting (Note 1)
Runway Edge and
Center Line Lighting *150/200m C,D CAT-II **100ft **350m
and Multiple RVR (Notes 1 & 4)
information
* As published on Jeppesen Approach Chart
* or as published on Jeppesen Chart 10- ** Or as published on Jeppesen Approach
9/10-9-A whichever is higher. charts, whichever is higher
Note: 1 The higher values apply to Category II Minima shall only be flown by
category D aeroplanes. a pilot duly authorized and current on B-
Note: 2 For night operation, at least 747,B-777 and A-310 types of aeroplanes.
runway edge and runway end light
are required. 17.5.4 Presentation of Minima
Note: 3 The reported RVR/Visibility value Minima in the Jeppesen approach charts are
representative of the initial part of presented as follows:
the take-off run can be replace by
Pilot assessment 17.5.5 Takeoff Minima
Note: 4 The required RVR value must be Ceiling/vertical visibility and Visibility /
achieved for all of the relevant runway visual range (RVR).
RVR reporting points with
exception given in Note-3 above.
17.5.3 Circling Minima
Edition 1 Page 13
Rev: 05
The complete ground equipment

17.5.6 Landing Minima shown on the respective chart
Precision Approach: for the intended procedure is
Decision altitude (DA) or decision fully operative.
height (DH) and visibility (VIS) or The required aircraft systems
runaway Visual range (RVR). according to FCOM are fully
Whenever the reported visibility is operative.
less then 800 meters RVR must be The crew is qualified
reported. Incase RVR is not being accordingly.
reported refer to table under 17.2.4 These applicable values shall be
(met visibility/ RVR conversion) governing for the selection of
Non-precision Approach: destinations and alternates in
Minimum decent altitude (MDA) and connection with the pre-flight
visibility (VIS) or RVR. planning rules. For approach
Circling Approach: authorization, the actual conditions
Minimum descent altitude (MDA) and must be assessed and taken into
visibility (VIS). consideration with respect to the use
Note: RVR values are only shown on of the minima.
the Jeppesen approach charts when the The Captain is authorized to apply
value is not the same as the extra increments to the minima for
metrological visibility value. Where a other reasons if, in his/her judgement,
difference occurs, the RVR and it is necessary for the safe operation of
metrological visibility values are the aircraft e.g. the possibility of
prefixed RVR and VIS respectively. severe turbulence or windshear, or if
When there is no difference the the physical condition (under fatigue)
minimum is shown only once and of any Flight Crew member so
means either RVR or visibility. requires.
Note: In principle, minima for straight
in NDB/VOR approaches will be 17.5.8 ILS
published where the final approach
ILS minima are based on the
course does not diverge more than 20
availability of a complete ILS
degrees from the centerline of the
installation, i.e. localiser, glidepath
runway.
and outer marker or substitute as
published on the chart.
17.5.7 Conditions for Use of Minima
For a precision approach, the middle
During normal operation it is marker may be disregarded.
prohibited for PIA aircraft to land on
In case of unservicebility of the ILS
runways, or makes approaches using
glidepath, a localizer approach may be
navigational aids, for which there is
flown if published. The minima are
no appropriate Jeppesen chart.
only valid when an outer marker or
Minimum values given on the substitute, as published on the chart,
Approach Chart for a specific type of permits a positive check of the
approach may be considered prescribed altitude at this point. The
applicable, if: middle marker normally serves as the
missed approach point (MAP).
Edition 1 Page 14
Rev: 00
17.5.9 Secondary Power Supply set at the MDA, DA or Circling

The non availability of a secondary minima as appropriate or as stated in
power supply for ground navigational the SOPs. Whenever it is apparent
equipment does not affect the that the barometric altimeter indicator
operation and minima unless the is in error and continuation of the
facility is officially downgraded. descent would be unsafe, a go-around
shall be made. Thereafter, the Captain
17.5.10 Visual Aids shall determine a safe course of action
If a partial failure of lighting is considering the available information
reported the following applies: and conditions governing the
Partial un serviceability of up to approach and landing.
50% e.g. every second or third The radio altimeter, set in accordance
light of any visual aid with FCOM procedures, shall be used
unserviceable: No effect. to determine Decision Height (DH).
However, the complete failure of Upon reaching the MAP, the PF must
the first half of the runway lights decide whether:
has to be considered as total Adequate visual reference exists
failure. to complete the approach and
Unserviceability in excess of landing or,
50%: the visual aid has to be A missed approach should be
considered as unserviceable. initiated.
17.5.11 Approach lights For precision approaches the decision
If high and low intensity approach to continue or perform a missed
lights are reported to be unserviceable, approach must be made latest at the
the applicable minimum visibility for Decision Altitude /Height.
planning purposes shall be increased Descent below DH/DA/MDA is
by 900 m to a minima of at least 1500 considered safe only, if:
m (1sm/nm) Adequate visual reference exists.
On some airfields where local The aircraft position relative to
conditions do not allow or necessitate the runway is such that a landing
the installation of approach lights, may be accomplished without
corresponding minima are specifically excessive maneuvering.
constructed and published on the 17.5.13 Visual Segment of Instrument
chart. This minimum may be used Final Approach
without increment.
Visual ground cues will vary in extent
17.5.12 DA/DH & MDA and clarity with the type of approach,
(Decision Height/Altitude (DH/DA) and decision height (altitude) visibility and
Minimum Descent Altitude (MDA) aircraft attitude. The perceived visual
The barometric altimeter, adjusted to ground segment will therefore
the current QNH for the appropriate comprise portions of the runway
airport shall be used to determine lighting system and markings.
Minimum Descent Altitude (MDA), On runways equipped with PAPI or
Decision Altitude (DA) and Circling VASI, the visual glide slope shall be
Altitude. The altimeter bug shall be adhered to as closely as possible.
Edition 1 Page 15
Rev: 00
VASI can and should be used during down correction can lead to a
day as well as night operations. dangerous situation.
Additionally, a yellowish glow
17.5.14 Optical Illusions created by the lighting must be
Illusions occur particularly in expected, which impairs the
conditions of reduced visibility and at detection of visual cues
night. necessary for adequate and
Darkness provides excellent timely assessment of altitude and
camouflage and the eye loses much of displacement.
its perception. Pilots should be aware There is only one way to avoid the
of the flowing optical illusions which consequences of optical illusions, and
can lead to critical situations: that is to use and cross check all
available flight and navigation
Fascination occurs when a pilot instruments for the duration of the
does not succeed in perceiving approach.
clearly defined stimuli in an Pilots should be aware of the intensity
adequate way due to attention that the approach and runway lights
being too heavily focused on one are operating at, and of the likely
object or task. Fatigue, stress or intensity should dimming be
emotional disturbances will requested.
increase this tendency.
The slope of the approach terrain
can seriously affect the pilots
perspective. If the terrain slopes
upwards, the Pilot may perceive
that his glidepath is steeper than
in reality and vice versa.
The runway slope may also
produce various illusions, as the
pilot normally tries to follow the
three degree glidepath relative to
the runway plane. Thus, for an
uphill slope the tendency will be
to approach too flat and vice
versa.
Rain and fog can affect both
distance and approach angle
judgment. Maximum caution is
required in conditions of shallow
fog, where the lighting is clearly
visible from higher altitudes. On
entering such a layer, visibility
can suddenly be reduced to a
very low value, giving the
impression of a pitch up
tendency. A subsequent nose
Edition 1 Page 16
Rev: 00
17.6 APPROACHES GENERAL One Hundred Above or

17.6.1 Work Distribution Minimum.
17.6.1.1 Pilot Flying (PF)
The PF will normally take control at
top of descent, but at the latest when
leaving the final approach fix, or
turning base leg when being radar
vectored. He/She will perform the
approach according to the relevant
procedures, and will fly on
instruments until visual contact is
established. The autopilot may be
disconnected at the PFs discretion.
When the PF has sufficient visual
references and the flight path is
satisfactory he/she will announce
Landing upon reaching minimum.
If sufficient visual reference is not
acquired at minimum/MAP or if the
flight path is not satisfactory, the PF
must initiate and announce the go
around.
17.6.1.2 Pilot Monitoring (PM)

The PM will monitor flight progress
until landing. He/she will scan inside
and outside the cockpit to announce
flight path deviations and announce
Minimum upon reaching minimum.
He/she must continuously cross check
all instruments and components,
including the raw data information
down to landing, even though visual
conditions may exist. He/she will
further call out One Thousand One
Hundred Above and, on widebody
aircraft without a serviceable
automatic call-out feature, the radio
heights normally called by the auto
call out.
Note: At any stage of the final
approach, the PF may call Visual if
he/she has the landing area clearly in
view. Thereafter the PM need not call
Edition 1 Page 17
Rev: 00
17.7 Non Precision & Circling 17.7.3 Circling Approach

Approaches 17.7.3.1 Approaches with Visual
17.7.1 Non-Precision Reference to the Ground
Descent to the next lower altitude In general, such approaches may only be
/MDA shall be commenced or performed when the position of the aircraft
continued only if the aircraft bearing can be precisely determined by means of
is within +/-50 of the published final visual ground cues. Cross-checks with all
approach track or within one dot available means shall nevertheless be made.
deflection for an ILS localizer or back
beam approach, and after having 17.7.3.2 Visual Contact Approach
passed the respective FAF for the This type of approach may be
procedure. The descent should be performed, e.g. to shorten an
planned and flown at a constant but instrument approach. The following
slightly higher rate of descent than conditions must be fulfilled:
that corresponding to the approach The airport and landing runway
angle for the procedure. Under no can be continuously kept in
circumstances shall a rate of descent sight.
of 1500 fpm be exceeded. The appropriate ATC clearance
On approaches where no glidepath is obtained.
reference is available the PF shall aim Proper terrain clearance can be
for a 3 degree glideslope. maintained throughout the visual
part of the approach.
17.7.2 DME Arc Procedure
Arrival and departure procedures utilizing a 17.7.3.3 Visual Circling
DME arc are used at some airfields. The A circling approach may be carried
procedures can be flown using the autopilot, out when the aircraft cannot be flown
e.g. turn knob mode, heading-select mode, on a straight course from the approach
etc. A DME arc interception of aid to the runway in use and visual
approximately 900 may be required on a guidance must be used to position the
radial either inbound or outbound. At clean aircraft for final approach. The
maneuvering speeds a lead of circling area may be limited to
approximately 1-2 NM is required. specific sectors.
Maintaining a DME arc is simplified by After initial ground contact, the PF
reference to the RMI in a 900 or 2700 off must proceed at an altitude not below
bearing. Correct the heading approximately the applicable circling minimum. This
10 degrees towards the inside of the arc for altitude must be held, maintaining
every mile offset outside the arc. Correct visual ground contact, until the normal
the heading approximately 5 degrees glideslope of approximately 30 has
towards the outside of the arc for every been intercepted on base leg or final.
mile offset inside the arc. During descent a normal safe
glideslope shall be followed, taking
into account the spot elevations in the
approach path. A left downwind /base
leg shall normally be flown unless
cleared otherwise or when stipulated
Edition 1 Page 18
Rev: 00
in the approach chart. The PF is The instrument approach (to

primarily looking out in order to circle) should only be
remain within the safe area and to commenced if meteorological
prepare for a proper line-up for final conditions are reported to as
approach. The PM should cross-check being above the required
flight and navigation instruments as minima. Having commenced the
well as assisting with the lookout. approach, descent may be
continued to the circling MDA
17.7.3.4 Circling Requirements (H).
Circling Approaches at destination or Visual Contact Established
alternate may be employed for If visual contact with the surface
planning and/or operating a flight with is established and maintained,
the intention of carrying out a visual flight may continue towards the
approach and landing, when the Missed Approach Point, at the
following requirements are met: highest altitude which is clear of
An Air Traffic Control or cloud, but not below MDA (H).
Airfield Flight Information Once visual contact with the
Service, including a facility for airport is established and
the reporting of metrological maintained, the circling
conditions is available. manoeuvre may be continued
VHF R/T communications are towards the landing runway,
available otherwise initiate a go-around at
At least one of the following the Missed Approach Point.
radio navigation aids, either at
the airfield or elsewhere, which During the circling manoeuvre,
will enable location of the visual contact with the surface
airfield, is available: NDB,VOR, and visual reference with the
RADAR. landing runway must be
maintained. The altitude flown
17.7.4 Company Circling Minimum should be the highest consistent
Reported Weather with visual contact and
Circling MDA (H) separation from the cloud
Obtain the circling MDA from ceiling.
the Jeppesen Instrument Descent below the MDA (H) is
approach charts and set that not permitted until established
altitude on both altimeter bugs. on a 30 approach slope.
The briefing for the applicable Configuration
instrument approach should Maintain Flap 20 degrees/ gears
include the Missed Approach down, then select final flap when
Procedure and how this ready for landing. For flight
procedure would be regained patterns, refer to the applicable
following loss of visual FCOM.
reference during the circling
manoeuvre.
Approach Ban
Edition 1 Page 19
Rev: 00
17.8 CAT-I APPROACHES actual MET condition permit,

17.8.1 CAT-1 Approach Classification However, the new approach must be
Precision approach with a specified established and establized in every
minima not lower than: respect, including revise approach
200 ft DH/DA briefing, new DH/DA, systems status,
550m MET VIS or RVR. etc at the latest when passing
1000 ft AGL. Conditions for
17.8.2 Policy
downgrading below 1000ft, where
It is the Company policy to use the applicable, are listed in the FCOM.
most suitable equipment in the aircraft
as well as on the ground and the most 17.8.3 Approach Path Deviations on
suitable procedure to perform Final Approach
approaches in low visibility 17.8.3.1 Localizer
conditions. Descent for final approach shall not be
As a general rule the types of initiated as long as the localizer shows full
precision approaches flown by PIA scale deflection. After becoming
aircraft may be divided depending on established, descent must not be continued
aircraft type into autoland, coupled, if the localizer deflection is more than one
and manual. dot as shown on the PFD/Instrument Panel.
Manual approaches may only be After passing the OM every effort shall be
flown down to landing when the made to follow the localizer as closely as
weather is at or above CAT 1 minima. possible.
Either Captain or First Officer may be Note: A deviation of 1/3 dot is on the
PF. The Pilot flying the approach will localizer between 100 ft and 50 ft AGL
make the landing unless weather corresponds to approximately 19meter of
conditions are below limits for First runway centerline.
Officers (Refer to Chapter 14 Section
14.1 Page 3. 17.8.3.2 Glidepath
Coupled approaches may be flown at After intercept, the glidepath deviation shall
any time down to CAT 1 limits, but not exceed one dot as shown on the
should be flown if actual weather is in PFD/Instrument Panel. The glidepath shall
doubt or close to minima. Coupled however be flown as accurately as possible
approaches generally increase the and the deviation must be close to zero at
probability of a successful landing. DH/DA.
Detailed descriptions; duty Note: A deviation of dot on the glidepath
assignments, call outs, system checks between 100 ft and 50 ft AGL
of each individual approach procedure corresponding to approximately 5 ft of
are to be found in the FCOM for the aircraft height.
particular aircraft type.
To assess autopilot and autothrottle 17.8.3.3 Autoland/Coupled Approach
performance, each autoland shall be For ILS approaches to runways that
recorded according to current do not have CAT II or CAT III
instructions as laid down for the certified equipment, either Pilot may
respective type of aircraft. fly a coupled approach, but the
A downgrading, including a change of autopilot must be disconnected by 200
approach procedure, is authorized if ft AGL/minimums, at the latest and
Edition 1 Page 20
Rev: 00
the aircraft be manually landed. below 1000ft AGL that requires

Where coupled approaches are made corrective action by the flight Crew,
to CAT II minima, All Weather the approach shall be discontinued.
Operating Procedures shall be used. A new approach may only be
Autoland approaches may only be commenced if:
carried out to runways that have ILS Technical handling of the
equipment certified for CAT II or III malfunction is completed, and
approaches. The Captain will always Existing conditions (technical
perform the duties of PF and the First status of the aircraft/ ground
Officer those of PM irrespective of equipment, metrological
actual weather conditions, all autoland situation) fulfill the respective
approaches will be performed approach requirements.
according to All Weather Operating If a malfunction occurs below
Procedure, No reversal of task is decision height it is the Captains
permitted. decision whether to discontinue the
Approach briefing for autoland approach or not, depending on the
approaches will always be given by actual situation.
the Captain.
17.8.4 Deficiency Reporting of Ground
17.8.3.4 Manual Approach Equipment
It is PIA normal practice to use all Normally, ATC will ensure that Flight
automatics (autopilot; autothrottle Crews are informed of changes to the
etc.) for every approach to avoid performance category of the ILS
increasing the workload of the PM. glidepath and localiser, as well as the
Manual approaches may be practiced status of airport lighting and RVR
any time the reported weather is better equipment before the aircraft passes
than scattered at 2500 feet and 5 kms the outer marker.
visibility. After passing the OM information
Where the intention is to carry out a given to Flight Crew is limited to total
manual landing the autopilot must be failure of airport lighting facilities e.g.
disconnected by minimums at the approach lights, Center line lights etc.,
latest. and any change to the performance
Should malfunctions require a manual category of ILS glidepath or localiser.
flown approach then CAT 1 minima The Captain must decide whether the
shall apply. approach can be continued or a missed
approach must be flown according to
17.8.3.5 Malfunctions the minimum requirements for the use
Continuation of any approach below of ground aids.
1000 ft AGL in the event of any
aircraft or ground system malfunction
is normally permitted only when
adequate visual reference can be
maintained until touchdown.
In the event of an aircraft or ground
system malfunction occurring in IMC
Operations Manual (Part A) Chapter18
Edition 1 Page 1
Rev: 00
ALL WEATHER OPERATIONS 25th Mar, 2008
CHAPTER 18: ALL WEATHER OPERATIONS

TABLE OF CONTENTS
18.0 General & Definitions
18.0.1 General 3
18.0.1.1 All Weather Operations (AWO).. 3
18.0.1.2 Low Visibility Procedures (LVP). 3
18.0.1.3 CAT II Approaches (CAT II APP).. 3
18.0.1.4 Basic Requirements. 3
18.0.1.5 Flight Crew Qualifications... 3
18.0.1.6 Use of Auto Modes.. 3
18.0.2 Definitions... 3
18.0.2.1 Alert Height.. 3
18.0.2.2 ILS Critical Areas. 3-4
18.0.2.3 ILS Sensitive Area... 4
18.0.2.4 Minimum Approach Brake-off Height (MABH). 4
18.0.2.5 Runway Visual range (RVR).. 4
18.0.2.6 Specified Minima 4
18.0.2.7 Automatic Landing System. 4
18.0.2.8 Fail Operational Automatic Landing System... 4
18.0.2.9 Fail Passive Auto Landing System.. 4
18.1 Taxi & Takeoff. 5
18.1.1 Low Visibility Takeoff (LVTO).. 5
18.1.1.1 Limitation. 5
18.1.1.2 Flight Crew Qualification 5
18.2 Airfield Equipment and ATC Procedures. 6
18.2.1 Considerations. 6
18.2.2 Terrain Profile.. 6
18.2.3 Obstacle Limitation Surfaces... 6
18.2.4 Obstacle Free Zone (OFZ)... 6
18.2.6 ILS Critical Areas 8
18.2.7 ILS Sensitive Areas. 8-9
18.2.8 ILS Standby Power. 9
18.2.9 RVR and Weather 9
18.2.10 Air Traffic Control. 11
18.2.11 Low Visibility Procedures. 11
18.2.12 Airfield Ground Equipments. 11
18.3 AWO Procedures
18.3.1 PIA CAT II ILS .. 13
18.3.1.1 ILS Classification (CAT II Approach). 13
18.3.1.2 Philosophy and Policy.. 13
18.3.1.3 Approach Briefing.................... 13
18.3.1.4 Use of APU... 13
18.3.1.5 Task Sharing.. 13
Operations Manual (Part A) Chapter18
Edition 1 Page 2
Rev: 00
18.3.1.6 Failures and Associated Actions... 13

18.3.1.7 The Decision Process................ 13-14
18.3.1.8 Visual Reference Requirements 14
18.3.1.9 Visual Reference for CAT II.... 14
18.3.1.10 Loss of Visual Reference.... 14
18.3.1.11 Incapacitation. 14
18.3.1.12 Approach Minima.. 14
18.3.1.13 Table of Approach Minima (CAT I/II).. 14-15
Edition 1 Page 3
Rev: 08
ALL WEATHER OPERATIONS 22nd Nov, 2010
18.0 GENERAL & DEFINITIONS Demonstrate atleast 3 ILS approaches

18.0.1 General in line operations. (To a training or
The main objective of this Chapter is to check airman) using Cat-II procedure.
provide a compact reference for AWO and On completion of the above
to highlight the difference in terminology requirements the pilot will be certified
not normally covered in other operations. It to carry out Cat-II operation with
should be read in conjunction with, restricted minima of 150. And RVR
respective aircraft SOP and FCOM. (as depicted on the approach chart).
The flight crew members will be
18.0.1.1 All Weather Operations (AWO) issued a Certificate of Competency -
Refers to CAT II/III operation and takeoff Low Visibility Operations Card by
in weather conditions below CAT I landing GM Crew Training to be carried by
Minimums. the respective crew.
18.0.1.2 Low Visibility Procedures The pilot will be released to operate
(LVP) down to CAT-II minima of 100 ft.
CAT II/III operations requires special after completion of at least 150 hours
procedures for air traffic and flight crew, for captain and 50 hours for first
and are referred as Low visibility officer.
Procedures. Category II minima shall only be
18.0.1.3 CAT II Approaches (CAT II flown by pilots duly authorized on the
APP) B-747, B-777 and A-310 types of
An authorized instrument approach aeroplanes.
procedure which provide approaches to a 18.0.1.6 Use of Auto Modes
height of less then 200ft but not less then In CAT II weather all approaches must be
100ft above the threshold or touch down automatic and must be flown by the captain,
zone and minimum RVR of 350M. Instructor Pilot or check airman.
18.0.1.4 Basic Requirements
PIA approved limits for CAT II
18.0.2 DEFINITIONS
approaches are:
18.0.2.1 Alert Height.
Decision height not less then The height of the wheels above the ground,
100ft read on a radio altimeter, above which a go-
Lowest authorized RVR 350M. around would be initiated if a failure
Authorized aircraft occurred in one part of the aircrafts fail-
Authorized runway at the operational system. Below this height the
airport. probability of failure is such that if a part of
CAT II qualified crew, current the system fails the operation can still be
on the equipment. continued by the remaining part while
Or complying with the safety criteria (i.e.
As published in Jeppesen Airway double failure extremely improbable).
Manual Approach Charts (whichever
is higher). 18.0.2.2 ILS CRITICAL AREAS
18.0.1.5 Flight Crew Qualification Areas of defined dimensions around the
Complete the CAT II Simulator localizer and glide path transmitter antenna
Training. in which environmental changes, including
Successfully demonstrate CAT II the presence of vehicles and aircraft will
Simulator evaluation
Edition 1 Page 4
Rev: 00
cause disturbances to the ILS signals which 18.0.2.8 Fail Operational Automatic
will probably be unacceptable to aircraft Landing System
using the signals. Upon the failure of a component or part of
the system; the operation may be continued
18.0.2.3 ILS Sensitive Area on the remainder of the system.
An area extending beyond the Critical Area
where the parking and or movement of 18.0.2.9 Fail Passive Auto Landing System
vehicles and aircraft will affect ILS signals A system is fail passive if in the event of a
and may be unacceptable to aircraft using failure it disengages without any significant
these signals for automatic landing or roll- deviation of trim, flight path or attitude.
out guidance.
18.0.2.4 Minimum Approach Break-Off

Height (MABH)
The lowest height of the wheels above the
ground where if a go-around is initiated
without external visual references in normal
operation; the aircraft does not touch the
ground during the procedure. With critical
engine failure during the go-around, it can
be demonstrated that taking account of this
failure probability; an accident is extremely
improbable.
18.0.2.5 Runway Visual Range (RVR)

The range over which the pilot of an aircraft
on the centerline of a runway can see the
runway surface markings or lights
delineating the runway or identifying its
centerline.
18.0.2.6 Specified Minima

Specified in relation to takeoff and
approach minima means details of operating
minima as specified in the Airfield
Operating Minima charts.
18.0.2.7 Automatic Landing System

The airborne equipment which provides
automatic control of the aircraft during the
approach and landing.
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Rev: 00
18.1 TAXI & TAKE OFF 18.1.1 Low Visibility takeoff (LVTO)
Refer to Chapter 16 of this Manual for A takeoff on a runway where the RVR is
visibility limits for take-off. less then 400M and low visibility
In low visibility, a Pilot can expect to procedures are enforced.
see bright lights at ranges similar to
the reported RVR value, but aircraft 18.1.1.1 Limitation
and other objects may only be visible RVR not less then 150M for CAT A,B
at half those ranges. It is therefore and C and 200M for CAT D aircraft
essential that safe slow taxi speeds are Or
maintained and the position of other As published in Jeppesen Airway
aircraft checked with ATC if required. Manual approach charts. (Whichever
The taxi charts should be used to is higher).
assess the aircrafts position and Authorized aircraft
anticipate bends and holding points. Authorized runway at airport
Taxiway lights have the spacing Crew qualification on
reduced from 30 meters to 15 to 7 equipment.
meters on bends. CAT II/III holding
point markings and lightings are 18.1.1.2 Flight Crew Qualification
shown in the Jeppesen Airway Flight crew shall be required to demonstrate
Manual. one complete takeoff and one rejected
Pilot in command must ensure that the takeoff at RVR 150M for CAT A, B and C
aircraft does not cross the CAT II/III and 200M for CAT D aircraft.
holding points.
At take-off, it should be confirmed
that the aircraft is aligned on the
runway centreline lights and not the
edge lights. The number of visible
centreline/edge lights should be cross-
checked against the RVR.
As a general rule the take-off should
be discontinued if visual reference is
lost below 100 kts. At higher speeds
the take-off should be continued
making use of centreline guidance
(yaw bar).
If it necessary to reject the take-off,
directional control with reference to
the centreline lights becomes more
difficult as the speed reduces.
Full / maximum thrust settings are
recommended to be used when Low
Visibility Procedures are in force.
Edition 1 Page 6
Rev: 00
18.2 AIRFIELD EQUIPMENT ATC approach form 1000 ft, and also for
PROCEDURES pitch control during the flare from
When operating under Low Visibility about 50 ft.
procedures, both the aircraft and the airfield Before a runway is approved for CAT
are required to be equipped with specific II/III operations, the terrain profile as
equipment. Details of aircraft requirements well as the runway is investigated for
are provided in the relevant FCOMs and its suitability in accordance with
FCTMs. Following are the details of CAT established criteria. Similarly, the
II airfield equipment: runway profile must be within
specified limits.
18.2.1 CONSIDERATIONS
The following are the relevant 18.2.3 OBSTACLE LIMITATION
considerations for assessing the SURFACES
suitability of any airfield for CAT II For any precision approach runway,
operations: the obstacle clearance must be
The physical characteristics of considered in the determination of
the runway and environment Decision Height (DH). Obstacle
including approach and limitation surfaces and requirements
departure terrain. should be applied wherever possible.
Obstacle clearance including In the case of an ILS, this clearance is
Obstacle Free Zone. 500 ft at the Outer Marker, reducing
Visual aids, their standard and to 100 ft within a strip 2000 ft wide,
reliability. symmetrical about the runway
ILS installation ensuring centreline and extending from the
conformity with ICAO standards outer edge of the approach lights to
and recommended practices. the upwind end of the runway.
Meteorological services and Thereafter an aircraft going round has
assessment and dissemination of 100 ft clearance provided its climb
RVR information. gradient exceeds 2.5%. See Figure
Air traffic control and ground 18.1 on next page.
movement control.
The full considerations and/or 18.2.4 OBSTACLE FREE ZONE (OFZ)
requirements on each of these items There is an additional set of surfaces
are fully specified in ICAO Document comprising the Obstacle Free Zone for
9365-ANO 910019 (Manual of All airfields with CAT II/III facilities. The
Weather Operations). Following are purpose of the OFZ is to protect and
some of the more significant items: aircraft after a missed approach from,
at or below DH. Within the zone,
18.2.2 TERRAIN PROFILE exceptions are made for essential
The terrain profile under the approach visual and electronic guidance
path should be free of excessive up or equipment. The precise entry of an
down slopes and discontinuities since aircraft into to OFZ is assured by the
the radio altimeters provide an input accuracy of the ILS guidance. See
signal to the auto-pilot for gain Figure 18.2 on next page.
programming during a coupled
Edition 1 Page 7
Rev: 00
Runway
Edition 1 Page 8
Rev: 00
18.2.5 VISUAL AIDS 18.2.6 ILS Critical Areas

Full approach lighting is not To ensure that ILS signal integrity is
necessarily required for CAT II/III maintained during an approach by an
operations. Complex calculations for aircraft all vehicles and aircraft on the
each aircraft type are required to ground must remain outside the ILS Critical
establish the visual segment, but the Area. If a vehicle or aircraft is within the
general result allows the following critical area, it will cause reflection and/or
table to be used: disturbance to the guidance signals on the
approach path. It follows therefore when a
Minimum Approach Lighting required Captain is maneuvering his aircraft on an
to be operative.(as measured from the airfield where Low Visibility Procedures
threshold to approaching aircraft) are in force, that he/she must pay particular
attention to ensuring that no part of his
aircraft is positioned beyond the markers
Minimum Approach Lighting
that indicate the boundary of the critical
DH (ft) Metres of Approach area, until given clearance by ATC.
Light
CAT II 100 Last 450 meters See Figure 18.3 for ILS Critical Areas and
respectively on the following pages.
Runway lighting and markings should 18.2.7 ILS Sensitive Area

include: Similarly an aircraft overflying a
White painted centreline-line. localizer at close range may cause
Touch down zone marking. interference, particularly if it is large.
Distance marks including This interference could jeopardise a
distance codes. CAT II/III approach.
Runway threshold lights. To create the necessary protection, a
High intensity runway edge sensitive area is established which
lights. may vary from one installation to
Centre-line lights extending over another, according to the regulatory
the full length of the runway. authority.
Centre-line lighting spaced at 30 Figure No. 18.4 on the following
meters for CAT II and at 15, or page shows the typical ILS Sensitive
7.5 meters for CAT III. Areas
Secondary power source for Sensitive areas away from the ground
runway lighting. surface are protected by ensuring that
Taxiway lighting and marking should aricraft and vehicles operating near
be provided to the requirements of the localiser or glide slope transmitters
ICAO specifications. Clearly defined are clear before approaching or
holding positions should be installed departing aircraft can be affected by
at entry points to the runway. Further deviated signals.
details may be found in the Jeppesen To minimise the risk, ICAO. requires
Airway Manual. that an aircraft passing over a localiser
must be past it before an aircraft
carrying out a CAT II/III approach has
Edition 1 Page 9
Rev: 00
descended to a height of 200 ft above aircraft within 15 seconds. RVR trans-

the runway. missometers are installed at the
Again, when an aircraft has landed, it Touch-Down (TD) and Mid Point
must clear the runway and be beyond (MP) of the runway for CAT II and in
the markers showing the limits of addition at the stop end (or Roll-out)
CAT II/III prtection before the for CAT III. TDZ RVR, which is the
succeding aircraft has passed a height governing value, should always be
of 200 ft above the ruway. ATC are passed but other RVR may not
responsible for spacing the aricraft so necessarily be passed.
as to provide this protection. For these In most States the requirement is for
reasons the speed controls must be the other RVR to be passed when
strictly adhered to. either or both values are:
Having successfully completed a CAT
II/III approach, safe but expeditious Less than TDZ and less than 800
runway clearance will give the meters, or
succeding aircraft a better chance of Less than 400 meters.
also completing its approach. When the available runway length
Caution: The accuracy of localizer indicates that the aircraft will require
and glide slope is often less than full the Roll-Out zone for the landing the
CAT II/III standards when Low corresponding RVR (RO) should not
Visibility Procedures are not in use be below 75 meters.
due to beam deflections by other As well as receiving TD RVR the
aircraft, ground vehicles or signal captain should call for MP and RO
quality of the ground installation. In values, if he/she has any doubts as to
view of these permissible fluctuations, the suitability of the runway visibility
pilots are cautioned that temporary for the approach and landing.
deviations in aircraft track or descent Equipment capable of measuring wind
profiles may occur. speed and direction should be
installed, and the information
18.2.8 ILS Standby Power displayed should be available for
Airfield secondary power supplies must be transmission to an aircraft carrying out
available. an approach.
18.2.9 RVR and Weather

For All Weather Operations both the
touchdown zone and mid zone RVR
are to be considered. As a general rule
the mid zone value must be at least
one half of the published minimum for
the approach.
RVR measuring devices are an
essential part of an airfields CAT
II/III capability. Such measurements
are displayed and available so that
ATC can pass changed readings to the
Edition 1 Page 10
Rev: 00
REIFFER LINE
Edition 1 Page 11
Rev: 00
and/ or the cloudbase falls below 200

18.2.10 Air Traffic Control ft.
ATC will announce when LVP are in
operation (ATIS). Early notice of 18.2.12 AIRFIELD GROUND
aircraft/ crew landing capability to EQUIPMENT
ATC, (i.e. CAT II/IIIA/IIIB) may The effect on landing minima caused by
result in preference being given over temporary ground equipment failures is
other aircraft. illustrated in the following table:-
Clearance to carry out a CAT II/III
approach must be obtained from
Approach Control, who will check the
status of the ILS and lighting and
protect the sensitive areas from
incursion by vehicles. An approach
during LVP may not be undertaken
until the clearance has been received.
Before 1000 ft, (OM if required) RVR
values for TD, MP and RO where
available, will be obtained and
compared with values in FCOM.
When practicing CAT II/III
procedures in weather conditions of
CAT I or better, it will not be feasible
to expect ATC to provide LVP
protection. Captains should be alert to
the possibilities of beam deflection by
aircraft and vehicles on the ground
and preceding traffic and notify ATC
that they will be doing a practice
approach.
It must be appreciated that separations
of up to 10 nm between aircraft on the
approach may be necessary and that
the resulting effect on landing delays
must be allowed for.
ATC requirements and special RT
calls particular to the airfield or State
should be included in the approach
briefing.
18.2.11 Low Visibility Procedures

In general, Low Visibility Procedures
are put into force at airfields
authorized for CAT II/III operations
when the RVR falls below 400 meters
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Rev: 00
GROUND EQUIPMENT REQUIREMENTS FOR CAT II APPROACHES AND

LANDINGS
Decision Height 15 15/50 100
(Feet)
Runway Visual 125 200/250 350
Range (Meters)
Status CAT III Authorized Authorized Authorized
CAT II Not Authorized Not Authorized Authorized
Standby Capability Required Required Not required
ILS OM if Associated
with Approach Alternate means of determining promulgated
Approach Lighting Not required Last 210 metres Last 450
System available metres
available
Runway Edge * Required *Required **Required
Centre line Required minimum * Minimum
spacing 15 or 7.5 Minimum spacing of 30
RWL meters as per visual spacing 30 meters
aids metres
Touchdown Required Required Required
Secondary Power Required Required Required
Touchdown Required Required Required
RVR zone***
Mid Point Zone and If both Installed and one unit fails this does not prohibit
Stop End Zone CAT II/III operations.
Notes
* May be unavailable by day (CAT II by day operation with failure of TDL and/or CLL
acceptable)
** May be unavailable by day with good contrast between RWY markings and surface.
*** Touchdown Zone: State may allow valuation to derive TDZ from MPZ Pilots will be
notified.
Edition 1 Page 13
Rev: 00
Ground Facilities for Landing Following CAT III: A few centreline lights and
an Instruments Approach. 1or 2 barrettes of the touchdown zone
lights.
The lighting and markings of each The standard colour coding of the
runway are shown on the Jeppesen runway centreline and edge lights gives
approach chart. Under conditions of useful information regarding available
reduced visibility it is essential that runway length remaining under
these are thoroughly reviewed. Pilots conditions of reduced visibility:
must also be familiar with taxiway CAT II/III Runway End Lighting
lighting and markings. Distance to Color of Lights
In case of actual CAT II and CAT III Runway End
landings the typical ground segments 900 Metres Centreline alternate red
that may be expected to be seen at and white
DH/DA are as follows: 600 Metres Edge lights change to
CAT II: At least 1 crossbar and about 4 yellow
lights / barrettes in row on the 300 Metres Centreline lights changes
centerline. to all red
Edition 1 Page 14
Rev: 00
18.3 AWO PROCEDURES will give readily available backup
18.3.1 PIA CAT- II ILS following failure of Engine Generator.
18.3.1.1 Classification (CAT II approach)
Precision approach with a specified 18.3.1.5 Task Sharing
minimum below CAT -I but not lower than: For All Weather Operations CM-1 is
100 ft DH the Pilot Flying (PF), controlling the
350 m RVR aircraft by means of the AFS. The
workload is distributed in such a way
18.3.1.2 PHILOSOPHY AND POLICY that the PFs primary tasks are
Both Flight Crew members must have supervising and decision making. The
full authority for the approach to be primary task of CM-2, the PM is
initiated to CAT-II minima. If one monitoring the operation of the AFS.
Flight Crew member has only a For more details of task sharing see
limited authorization than that will receptive FCOM/FCTM.
define the limits for that approach. Note: For CAT II approaches it is a
Refer to Chapter 3 of this manual for must requirement to be stabilized,
AWO Authorization requirements. no later than 1500ft AGL.
18.3.1.6 Failures and Associated Actions

18.3.1.3 APPROACH BRIEFING
In general there are three possible
In addition those listed in Chapter 17 responses to the failure of any system,
of this manual, the following items instrument or element of the AFS
should be covered: during the approach which causes
Confirmation that the crew is capability reduction:
CAT II qualified. REVERT to a higher minima
Check of aircraft systems status and proceed to a new DH,
and any enroute deficiencies. provided it has been included in
Review and set applicable DH the landing briefing
for CAT II and downgraded GO-AROUND and re-assess the
CAT I DA on barometric capability.
altimeter. LAND if the required visual
Review distribution of tasks and reference has been attained. The
procedures in case of a nature of the failure and the
malfunction. point of its occurrence will
Review procedures for determine which response is
downgrading CAT II-I. appropriate.
Review approach ban, ATC
A detailed summary of failure cases
calls required and LVP runway
and associated actions is given in the
exits.
respective FCOMs.
Check seat positions and flight
deck lighting.
APU, auto brake as required. 18.3.1.7 THE DECISION PROCESS
It should be stressed that the DH is the
18.3.1.4 Use of APU (Recommended) lower limit of the decision zone
The APU, if available should be during which in limiting conditions,
started prior to commencing a CAT II the CM-1 will be assessing the visual
approach in actual conditions. This references. He/she should come to this
Edition 1 Page 15
Rev: 00
zone prepared for a go-around but the landing threshold or a barrette of
with no pre-established judgment. the touch down zone lighting.
He/she should make his decision
according to the quality of the 18.3.1.10 LOSS OF VISUAL
approach and the way the visual REFERENCE
references develop as the DH is Before touchdown Go-around
approached. For CAT II approaches After touchdown continue the landing.
DH shall be determined from the
radio altimeter. 18.3.1.11 INCAPACITATION
In CAT II operations, at DH the Full details of incapacitation are
approach may be continued provided given in Chapter 21 of this Manual.
that the visual reference is adequate However, in AWO conditions due
and the flight path is acceptable. If consideration should be given to the
both these conditions are not satisfied question of whether it would be safer
a go -around is mandatory. for the remaining crew member(s) to
continue the automatic approach and
18.3.1.8 VISUAL REFERENCE landing or to execute a go-around and
REQUIREMENTS divert to an airfield that is having
For take-off, the visual guidance CAT I or better weather conditions.
derived from runway lights and /or
markings should be sufficient to 18.3.1.12 Approach Minima
ensure adequate take-off alignment PIA approved approach minima for
and directional control for take-off, CAT II Operations is given in
and stopping after an emergency. section 18.1 of this chapter.
Although additional instruments, such The associated JEPPESEN CAT II
as the localizer commended yaw bar charts for the runway should be used
may enhance the safety of the for all reference.
operation, reference to visual aids is The RVR Required for Take off
the primary requirement, whilst still displayed are those authorized for a
available. crew which is qualified and current
for AWO. These minima are
18.3.1.9 Visual Reference for CAT II. applicable when HIRL (high intensity
An approach may not be continued runway lighting) and CL (centre line
below the CAT II decision height lighting) are available and RVR
unless visual reference containing a reported.
segment of atleast three consecutive
lights being: 18.3.1.13 Table of Approach Minima
The centerline of the approach (CAT I/II)
lights, or The table indicates the required DH and
The touch down zone light, or RVR for various types of CAT 1 and
The runway centerline lights, or CATII approaches. In some cases the
The runway edge lights or minima authorized by a particular State
A combination of these is may be more restrictive than those below.
attained and can be maintained. In such cases the appropriate minima will
The visual references must include a be reflected on the Aerodrome Operating
lateral element of the ground pattern Minima chart within the Jeppesen Route
i.e. A cross bar of the approach lights, Manual.
Edition 1 Page 16
Rev: 00
TABLE OF APPROACH MINIMA

Decision Met. RVR RVR RVR Stop
Height (ft) Visibility Touchdown Midpoint End
(metres) (metres) (metres) (meters)
CAT I 200 800 550 200 *Captains
Discretion
CAT II Full *Captains
Authority 100 ----- 350 175 Discretion
Auto to 50
ft or below
*Note: Not below 75 metres when Stop End of runway required by landing distance.
Approaches and Landing on

Contaminated Runways
For specific details regarding CAT II

approaches and landings on wet and
contaminated runways please see the
respective FCOMs.
Edition 1 Page 1
Pakistan International Rev: 00
ADVERSE WEATHER
25th Mar, 2008
CHAPTER 19: ADVERSE WEATHER

TABLE OF CONTENTS
19.0 Adverse Runway Conditions

19.0.1 General.. 3
19.0.2 Definitions..... 3
19.0.3 Major Effects on Aircraft Performance and Operation .... 3
19.0.4 Nature and Forms of Aquaplaning 3-4
19.0.5 Viscount Aquaplaning... 4
19.0.6 Dynamic Aquaplaning... 4
19.0.7 Reverted Rubber Aquaplaning... 4
19.0.8 Reporting of Braking Conditions... 4-5
19.0.9 Reporting of Runway Contamination ... 5
19.0.10 Performance Corrections . 5
10.0.11 Operational Limitations... 5
19.0.12 Wind Component Limitations. 5
19.0.13 Captains Considerations 6
19.1 Operations in Icing Conditions
19.1.1 General .. 7
19.1.1.1 Operational Guidelines... 7
19.1.2 Definitions ..... 7
19.1.2.1 Clear or Glaze Ice... 7
19.1.2.2 Rime Ice.. 7
19.1.2.3 Hoar Frost... 7
19.1.3 Icing Regions..... 7
19.1.3.1 Warm fronts ... 7
19.1.3.2 Occluded Fronts. 7
19.1.4 Policy. 7
19.1.5 Ground De-Icing 7-8
19.1.6 Pre Flight 8
19.1.7 Starting... 8
19.1.8 Taxi 8-9
19.1.9 Engine Icing (Ground)... 9
19.1.10 Takeoff. 9-10
19.2 19.1.11 In Flight 10
19.1.12 Approach and Landing. 11
Operation in Turbulence and Wind Shear
19.2.1 Definitions ................................. 12
19.2.1.1 Turbulence ..................... 12
19.2.1.2 Wind Shear.. 12
19.2.2 Classification of Turbulence.. 12
19.2.2.1 Convective Turbulence... 12
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ADVERSE WEATHER
25th Mar, 2008
19.2.2.2 Orographic Turbulence... 12

19.2.2.3 Clear Air Turbulence.. 12-13
19.2.2.4 Wake Turbulence 13
19.2.3 Classification of Wind shear ..... 13
19.2.3.1 Thunderstorms 13
19.2.3.2 Downbursts. 13-14
19.2.3.3 Frontal Shear... 14
19.2.3.4 Lee Wave, Rotor Shear... 14
19.2.3.5 Temperature Inversions.. 14
19.2.3.6 Ground Effects 14
19.2.3.7 Policy...... 14
19.2.3.8 General Guidelines.. 14-15
19.2.3.9 Pilot Responsibility. 15
19.2.4 Takeoff and Climb-out ................................. 17
19.2.5 Cruise................................. 17
19.2.5.1 Avoidance... 17-18
19.2.6 Preparation. 18
19.2.7 Altitude.. 18
19.2.8 Stabilizer Trim... 18-19
19.2.9 Recovery ... 19
19.3 Operation in Areas Contaminated by Volcanic Ash
19.3.1 General... 20
19.3.2 Ground Operation.. 20
19.3.2.1 Parking.... 20
19.3.2.2 Taxi. 20
19.3.2.3 Takeoff.... 20
19.3.3 Flight Operations... 20-21
19.3.4 Ash Cloud.. 21-22
19.3.4.1 Reporting. 22
19.3.4.2 Approach and Landing 23
19.3.4.3 Taxi and Parking ... 23
19.3.4.4 Maintenance Action 23
Edition 1 Page 3
ADVERSE WEATHER
18th Mar, 2009
19.0 Adverse Runway Conditions and slush or snow as a result of

19.0.1 General dynamic drag acting on the
Contaminated runway conditions with all landing gear wheels and of spray
their adverse effects require special impingement drag on the
consideration and limitations. The type airframe.
specific information and instructions are Reduced tyre /surface friction
contained in the FCOM. which degrade aircraft braking
action and directional control.
19.0.2 Definitions Extreme slipperiness in the form
A distinction is made between a of viscous aquaplaning can
damp/wet and a contaminated runway occur at the onset of the first
state. A runway is considered as rainfall on runway exposed to
contaminated whenever its surface is long period of dry weather in
affected by any deposit exceeding the particular in arid zones due to
state of or wet, the latter being defined dust or sand.
as a water depth of up to 3 mm. Considerable slipperiness must
A runway covered with ice or a wet be anticipated within that part of
surface in connection with dust or a runway covered with rubber
sand should always be considered as deposit whenever the surface is
contaminated irrespective of the damp or wet or otherwise
extent of converge. covered with a fluid deposit.
Aquaplaning is possible whenever a Proper operation of the anti-skid
runway is covered with a fluid deposit braking system may not be
exceeding 3 mm depth. provided on slippery runway
surface due to inadequate wheel
19.0.3 Major Effects on Aircraft spin up on touchdown. Positive
Performance and Operation touch down and immediate
There are risks to aircraft operations deployment of spoilers may
whenever ice, snow or slush is facilitate wheel spin up.
adhering to or impinging upon the The use of reverse thrust
aircraft such as: requires caution in crosswind
Blocking of flight controls and condition or in asymmetric
trim devices. modes, because directional
Disturbance of the airflow over control may be lost due to the
wings, stabilizer and fuselage changed thrust vector or yawing
causing loss of lift and increase moments.
of drag. Reduced visibility and optical
Damage to engine compressors illusions during precipitation, e.g.
or fans by the ice detaching from blowing snow, heavy rain demand
the airframe. caution.
The aircraft take off and landing
performance is degraded to a degree
dependent on the type and extend of 19.0.4 Nature and Forms of Aquaplaning
the deposit as follows: Aquaplaning occurs when direct
Slower acceleration on runway contact between tyre and runway
covered by the standing water surface is partially or completely lost
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18th Mar, 2009
due to fluid pressure equal to or 19.0.7 Reverted Rubber Aqua-planning

exceeding tyre inflation pressure. This Wherever a tyre is sliding for prolonged
is the reason why aquaplaning period of time (i.e. no wheel spin up),
(viscous and dynamic combined) must considerable heat is generated in the
be expected at high speeds on footprint area. As a result, the outermost
standing water, slush and wet snow layer of the tyre tread melts, thereby sealing
with a measured depth of more than 3 the footprint. The entrapped water is
mm. The factors and conditions which converted to high-pressure steam causing
can cause high water pressure in the complete loss of contact between the tyre
tyre footprint area are manifold. Three and surface. Once commenced this kind of
forms of aquaplaning can be aquaplaning can persist down to taxi
distinguished. speeds.
19.0.5 Viscous Aquaplaning 19.0.8 Reporting of Braking Conditions
The viscosity of water or a lubricant The accurate reporting of braking
mixture of water with a contaminant (dust, conditions and the depth of
fine sand, etc) is of such magnitude that contamination are both important,
penetration of even thin films requires since conditions can vary considerably
contact pressures well in excess of the tyre along the runway and change within a
inflation pressure. Accordingly, direct short period of time. They various
contact between tread and runway surface methods used for determining braking
can only be established through local peak conditions are not uniform.
pressure developed at sharp corners of the
The measurement of friction
surface texture. Therefore, runways with
coefficient is only representative and
smooth surfaces which lack adequate
reliable for compact snow and ice
sharpness will generally be prone to viscous
formations. Whereas it is generally
aquaplaning under contaminated conditions.
too low in cases of dry loose snow on
Viscous aquaplaning once onset can persist
an otherwise bare runway.
to very low speeds. Aircraft braking ability
In case of standing water, slush or wet
on runway covered with compacted snow or
snow, friction measurements are
ice may drop significantly as the speed
highly speed dependent due to
reduces during landing. This phenomenon is
aquaplaning effects, and may not
attributed to the melting of ice, induced by
reflect the braking conditions actually
tyre contact pressure, causing viscous
experienced.
aquaplaning.
Special caution is required with wet
snow because it can gradually turns
19.0.6 Dynamic Aquaplaning into slush with significant
The inertia of a measurable depth of performance deterioration due to:
standing water, slush or wet snow causes OAT rising above OoC.
increasing resistance to displacement with Initial pavement temperatures
increasing speed. As a result water pressure above OoC.
develops progressively and, at a critical Solar radiation.
rolling speed reaches a magnitude sufficient Most state and airfield authorities do
to lift the tyre off the surface. not promulgate friction coefficient of
braking action under such conditions,
but report the actual state in terms of
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18th Mar, 2009
the type of contamination and In addition the following requirements

measured depth instead. have to considered:
Pilot reports from comparable aircraft For determination of the
types are to be used as guidance only. maximum acceptable crosswind,
the lowest reported Friction
The braking conditions are given Coefficient of Braking Action
either as Friction Coefficients (FC) or (FC/BA) value along the runway
in the form of a descriptive Braking length shall be used. The
Action. (BA) terms (Good, Medium, maximum crosswind limitation
Poor) for each third or the total length stipulated in the FCOM must be
of the runway. If Friction Coefficients adhered to. On runways covered
and Braking Actions are issued, the with a deposit of less than 25%,
Friction Coefficient reflects the more the application of these limits is
accurate value for assessment of the at the discretion of the Captain.
actual conditions and shall be applied If the cleared or treated runway
in the first place. width is less than 40 m, the
Captain should carefully
19.0.9 Reporting of Runway evaluate the maximum
Contamination acceptable crosswind. The
Existing contamination of dry or wet available runway width shall not
snow, slush, standing water or ice is be less than 30 m/100 ft and the
reported for each third or the total appropriate FC/BA requirements
length of the runway and will be must be met.
published in the SNOWTAM and 19.0.12 Wind Component Limitations
MOTNE runway report. The crosswind and tailwind
The extent of contamination in the component values for takeoff,
respective areas (thirds or total length) approach and landing shall be limited
will be expressed as percentage to the manufacturers demonstrated /
coverage in steps of 10%, 25%, 50% recommended values as given in the
and 100%. respective FCOM and FCTM. These
include situations such as runway
19.0.10 Performance Corrections contamination, degraded stopping
Corrections must be applied for capability, use of autopilot or any
performance loss considering the kind other relevant operational factor.
and depth of deposit and braking Snow banks adjacent to the cleared
conditions. width of runways and taxiways and
When variable braking conditions are the edges of aprons must be limited to
reported along a runway, the lowest such height that adequate protection is
value shall be used for takeoff and provided against engine ingestion,
landing weight calculations. damage to engine pods or extended
flaps or slats with the aircraft
19.0.11 Operational Limitations manoeuvring on the edge of the
Operational limitations shall be cleared area. Follow taxiway and
applied in accordance with the runway centrelines as closely as
instructions given in the respective possible and request guidance from
FCOM. the airfield authority in case of doubt.
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18th Mar, 2009
19.0.13 Captains Considerations

The following criteria shall be
considered for decision making when
using the lowest acceptable values:
Surface wind / crosswind.
The relationship between
required available runway
lengths (After application of all
FCOM corrections).
Available runway width and
presence of snow banks along
runway edges.
Runway surface grooved or un-
grooved.
The visibility or RVR.
Clarity of threshold, centreline
lights and runway edges.
Risk of optical illusions (e.g. Intentionally Left Blank
blowing or drifting snow).
Reliability of reported runway
conditions.
Aircraft well established on
short final, i.e. no wind shear, no
excess speed, etc.
Pilot reports from a comparable
aircraft type (to be used as
guidance only).
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18th Mar, 2009
19.1 Operations in Icing Conditions 19.1.3 Icing Regions

19.1.1 General 19.1.3.1 Warm Fronts
19.1.1.1 Operational Guidelines The entire region of the cloud system
The following information may assist associated with a warm front presents
crews with their decision to either potential icing conditions, and can vary
bypass, or prepare for and negotiate from light to severe. Cold fronts, squall
areas of severe or hazardous weather. lines and air mass type thunderstorms will
It is, however, general in nature and usually produce clear ice due to the
should not be used as a substitute for presence of the stronger updrafts necessary
approved FCOM procedures. to allow the formation of large water
Operating aircraft in cold weather droplets.
conditions presents no major 19.1.3.2 Occluded Fronts
problems. Additional procedures and Icing conditions are similar to those in a
precautions are required during warm front, but the extensive cloud cover
ground operations to ensure safety of may necessitate considerable flying time in
flight. All normal operational checks the clouds with intermittent type formation
shall be performed. and severity of icing conditions.
19.1.4 Policy
19.1.2 Definitions
19.1.2.1 Clear or Glaze Ice The authority to decide whether de-
This is the most serious type of icing icing or anti-icing of the aircraft is
encountered by aircraft and is capable of necessary lies generally with the
very rapid accumulation on the airframe. In Captain however it is the
many instances the water droplets from responsibility of ground staff to ensure
which it originates do not freeze that the aircraft is cleaned and de-iced
immediately upon impact and in according to relevant instructions.
consequence may cause airfoil deformation Close contact shall however be
as they run back along the wings. maintained between Flight Crew and
ground staff concerning the
19.1.2.2 Rime Ice. procedures applied, fluids used, hold
Stratiform clouds and stable weather over times. For details of de-
conditions normally produce rime ice. This icing/anti-icing fluids and hold over
type of cloud usually precipitates fine times refer to Holdover Time
droplets of water which freeze upon impact Guidelines booklet available in
and accumulate more slowly than clear ice. Technical Library on board the
Rime ice will create a rough surface and aircraft.
cause more drag than clear ice, however it In all cases where the formation of ice
is more easily removed. frost on wings and control surfaces
may be expected e.g. cold wings,
19.1.2.3 Hoar Frost temperature just above freezing and
Frost will form on the airframe while high moisture content of the air; the
aircraft is stationary and the temperature is Captain should personally inspect
below OoC. In flight, clear moist air can those parts of the airframe where ice
cause hoar frost when it comes in contact may be expected to form (Wing
with a colder surface. surfaces, stabilizers, upper fuselage
etc.).
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18th Mar, 2009
Within PIA route network all stations that the upper portion of the fuselage
which can reasonably be expected to is clean. Operating portions of the
require ground de-icing shall have the gear doors should be clear of ice.
required facilities/ personnel to carry Water rundown from snow removal
out such functions. may refreeze in front of the static
The de-icing/anti-icing procedures ports and cause an ice build-up which
must always be done by trained and can give an erroneous static reading
qualified personnel. Outsourced even if the static ports themselves are
service providers carrying out such clear.
functions must be trained and Chocks should not be placed on ice.
qualified as per local regulations. They should also be positioned to
19.1.5 Ground De-icing allow small clearance from the tyre. A
As a guide, snow, ice or frost on any chock frozen to the ground or tyre can
part of the aircraft, which may cause delay.
adversely affect its performance, shall All operational checks are the same as
be removed before takeoff. Exceptions for normal checks. Modifications,
for thin ice layers may be stated in the where necessary will be indicated in
FCOMs i.e. ice formation on fuel the FCOM. Flight control checks will
tanks and thin layers of hoar frost on be carried out only when control
the fuselage. Dry snow shall not be surfaces are properly cleared of ice
left to blow off during the takeoff run. and snow.
The time interval between de-icing the Flight Controls should be operated
aircraft and the takeoff shall be as through their full range of travel,
short as possible. In order to facilitate particularly when the aircraft has been
this, de-icing will be carried out standing overnight. The APU may be
wherever possible with passengers used to operate the air-conditioning
aboard, doors closed and the aircraft system and heat the interior of the
ready for departure. For the local de- aircraft before flight.
icing procedures /holdover time limits, 19.1.7 Starting
comply with the Local De-icing Allowing an engine to cool in subfreezing
Agents rules. temperature after exposure to snow flurries
It is recommended that the Captain or freezing rain may result in ice
should personally check the aircraft accumulation around the fan compressor
condition whenever he/she has doubts blades unless a blank is used to keep such
concerning the efficiency of the de- precipitation out. Keeping the engines
icing operation, or during prolonged blanked, periodically checking inlet drains,
taxi in heavy precipitation. and not starting an engine until it can be
19.1.6 Pre-Flight determined that fan compressor is rotating
Check that the ice and snow removal freely, are the best means of avoiding
procedures have been completed. delays due to starting problems. Be
Upper surfaces must be clean and prepared for possible manual start due to
clear. Limited deposits of frost may be icing of the starter valve solenoid.
permitted on undersides of the wings
(See FCOM). All control surfaces
must be clear of snow and ice. Ensure
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25th Mar, 2008
19.1.8 Taxi required to clear the oil clog

Maximum caution shall be exercised indications or exceeding the
and low speed maintained when maximum oil pressure limits.
taxiing on slippery surfaces. Pilots Use of engine anti-icing while taxiing
should be aware that tarmac and on contaminated taxiways is
taxiway conditions might be worse recommended even if it is not required
than the reported runway conditions. for takeoff.
Avoid taxiing in deep snow or slush, 19.1.9 Engine Icing (Ground)
as brakes and wheels may freeze up During prolonged ground operations,
after takeoff. periodic engine run-ups may be
During Taxi, caution should be used necessary to ensure that the engines
to avoid getting too close to other stay clear of ice. Specific details will
aircraft with running engines, the jet be found in the respective FCOM,
blast from which may blow snow or although as a general rule, such run-
slush into the air intake or onto the ups should be made at intervals not
airframe. Attempting to achieve de- greater than thirty minutes and should
icing by using the jet blast of last at least thirty seconds. Caution
preceding aircraft is not permitted. should be taken to ensure that the
Snow and slush throw up by main resultant jet blast does not blow snow
gear tyres can accumulate in the gap or ice on another aircraft.
between the aft and mid flap segments Ice protection must be used as
on extended inboard flaps during taxi. stipulated in the FCOM.
During retraction, the gap between the 19.1.10 Take Off
flap segments closes, and any snow or Takeoff from a contaminated runway
slush that has accumulated is incurs considerable performance
compacted. To reduce snow and slush penalties. The appropriate correction,
in this area, delay extending the slats as specified in the FCOM must be
or flaps during ground operation until applied.
takeoff is imminent. Taxi with slats Takeoff is not authorised in freezing
and flaps retracted until just prior to rain, during heavy falls of wet snow
taxiing into the runway. Use the (temperatures around O degrees C), or
lowest flap setting for takeoff unless if snow, ice or frost has accumulated
restricted by runway length. on the aircraft during taxi.
Whenever flaps are retracted during Takeoff must not be attempted if the
ground operations following exposure risk of icing during initial climb is
to snow and slush, monitor the flap forecast or reported to be such that the
position indicator to ensure flap anti-icing equipment may not be able
movement. If flap movement stops, to cope with the expected ice
promptly place the flap lever in the accretion.
FCOM-recommended position. For takeoff, use of the longest runway
Determine prior to entering the available is recommended (of course
runway for takeoff that the wing flaps all other factors such as braking
have been extended to their proper action, deposit etc. are also to be
position. considered). ATC requests to take off
There is no minimum engine oil from an intersection, (e.g. for noise
temperature. However with only a abatement reasons) should be refused.
short taxi, a warm-up period may be
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25th Mar, 2008
Before starting the takeoff, all control causing incoming air to expand in the
surfaces should be checked for full engine inlet.
and free movement. Under these conditions, air at an
Takeoff should be abandoned ambient temperature well above
immediately if the aircraft does not freezing may be reduced to sub-
seem to accelerate properly. freezing temperature as it enters the
After takeoff in slush it may be engine. Free moisture in the air may
advisable to delay gear retraction become super cooled and could cause
since the slipstream and vibrations engine icing while no external surface
caused by the rotating wheels may icing would be evident. The maximum
help to remove slush. temperature drop occurs at high rpm
Aerodynamic heating of the aircraft on the ground and decreases with
caused by high airspeed may be an decreasing engine rpm and increasing
effective means of removing any ice airspeed.
or frozen snow which may have Prior to the use of engine anti-icing,
accreted during takeoff or initial continuous ignition should be
climb. selected, to preclude the possibility of
19.1.11 In flight an engine flameout due to inlet ice
Whenever flying in areas where icing ingestion. Unusual thrust indications
may be expected, the anti-icing may be a warning that ice is forming
system should be used in anticipation in the engine inlet. Pilots should be
of icing conditions rather than waiting aware of the effect of engine probe
for actual icing to occur. icing on the engine indications of their
Known areas of severe icing shall be particular aircraft type.
avoided. When severe icing is Since ice formation on the wing
encountered, every effort shall be leading edges cannot generally be
made to find an altitude or an area seen from the flight deck, windshield
where icing is less (e.g. if encountered wipers, or any visible external
in the descent, keep the ROD high in protrusions should be monitored for
order to cut down the exposure time). ice build-up. Such accretion may be
Because of inlet pressure changes. expected even when the ambient
The total air temperature indicator is temperature is well below zero. Super
not 100% accurate in determining the cooled water droplets have been
possibility of engine icing. However, recorded at temperatures below 20C
the total air temperature indicator and in cumuliform clouds, therefore, use
the presence of visible moisture of engine and wing anti-icing is
remain the two best sources of recommended whenever operating at
guidance available in the cockpit. speeds less than 280 Kts. (indicated)
Engine inlet duct icing can occur in clouds other than cirrus type.
independently of general icing on Operation of the wing anti-icing
other aircraft surfaces. When jet system is not necessary and not
aircraft fly at speeds below recommended in clouds composed
approximately 250 kts and at high exclusively of ice crystals.
power settings as in a climb, the In general, operate all ice protection
intake air is drawn into the engine systems whenever ice is encountered
rather than being rammed in. This or before entering an area in which ice
suction reduces static air pressure, is expected. Plan descents to pass
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25th Mar, 2008
through known icing zones as quickly and even cause a false impression of
as possible. For an increased rate of drift during flare and rollout.
descent, use speed brakes. Blowing snow can considerably
See the FCOM for details of the reduce visibility particularly when
correct thrust setting/limits associated using reverse thrust after touch down.
with use of anti-icing systems. Snow cover on an airfield can
19.1.12 Approach and Landing markedly reduce the visual cues
The effect of ice accumulation on the available for accurate assessment of
aircraft is to increase the stalling the position and orientation of the
speed considerably. It is runway position. Care is advised in
recommended therefore, in such such conditions to ensure that
conditions, to increase the minimum touchdown is at the correct depth into
pattern speeds, particularly the the runway and on the centreline.
approach speed. All other related Special attention shall be paid to the
factors should be taken into account following points:
when considering this option, in Perform a long, straight final
particular the available runway length approach.
and runway state. Land on the centreline.
If there is ice on the wing leading Aim for a firm touchdown.
edges, use wing anti-icing before In case of directional problems
extending slats. During approach and during landing, especially in
landing in icing conditions, all anti- crosswind conditions on a wet
icing systems should be used and rubber-contaminated
continuously. Extended periods of runway, the following
flight with slats or flaps extended guidelines shall be considered.
should be avoided. a. The partial crab landing
Make wide turns with less bank angle technique offers some advantage
than normal if ice is suspected on the over a sideslip landing, during
aircraft. If possible, a straight-in which an important initial lateral
landing shall be made. displacement may take place if
If freezing rain is reported at the the cornering friction coefficient
airfield special attention should be is poor over an extended length
paid to potential ice accumulation on of the runway.
the aircraft, braking conditions and the b. Use idle reverse thrust as soon as
subsequent takeoff. (Note: - Refer to possible after touchdown. Full
Take-off on previous page for reverse may be used once it has
restrictions for subsequent take-off). been established that there are
Caution must be exercised when no directional control problems
reverting from instrument to visual during the landing roll.
flying, especially in whirling snow, c. Wheel braking should be applied
when partial loss of orientation once all wheels are firmly on the
(altitude, direction of aircraft) may ground. Modulated braking
occur. should not be used since it
In fog or in falling or blowing snow, increases the stopping distance.
landing lights should be used with Use of auto braking, when
caution as the reflected light may available is recommended on the
actually reduce the effective visibility contaminated runways.
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25th Mar, 2008
19.2 Operation in Turbulence and sinking or rising motion. It is thus

Windshear categorised as:
19.2.1 Definitions Increased performance shear
19.2.1.1 Turbulence caused by increasing headwind
Turbulence is defined as a disturbed or decreasing tailwind
flow of air with embedded irregular component or vertical updrafts.
whirls, Eddies or waves. An aircraft in Decreased performance shear
turbulent flow is subjected to irregular caused by decreasing headwind
and random motion while more or less or increasing tailwind
maintaining its intended flight path. component or vertical
Intensity specifications for turbulence downdrafts.
reporting have been defined as
follows: 19.2.2 Classifications of Turbulence
Light. Slight discomfort, Light 19.2.2.1 Convective Turbulence
oscillations. This type of turbulence is caused by thermal
Moderate. Moderate changes in instability and is met in association with the
aircraft attitude or altitude development and activity of thunderstorms.
accompanied by small variations It can cause extreme air motion up and
in airspeed. Walking is difficult. downdrafts speeds of up to 6000 ft/min.
Loose objects move around. Most encounters with severe turbulence are
Strong intermittent jolts. experienced in connections with
Severe. Abrupt changes in thunderstorm activity.
aircraft attitude or altitude.
Aircraft may be out of control 19.2.2.2 Orographic Turbulence
for short periods accompanied Under certain conditions of atmospheric
by large variations in airspeed. stability and wind speed, the airflow over a
Occupants are forced violently mountain ridge creates a standing wave
against seat belts. Loose objects pattern on the lee side. In its larger form this
are tossed around. Aircraft is known as a Mountain Wave which may
handling is affected. cause severe turbulence. Typical tell-tale
signs are lenticular and rotor clouds, and
19.2.1.2 Wind Shear also clouds with waterfall appearance.
Wind shear is meteorologically The strongest turbulence maybe expected in
defined as the local variation of wind the rotor clouds.
velocity in a given (but changeable)
direction. Wind shear in aviation 19.2.2.3 Clear Air Turbulence
equates to the rate of change of wind
Where large wind shear is present,
velocity along the path of an aircraft.
turbulence may be expected. This
The factors that determine the
clear air turbulence (CAT) is of
resultant effect on aircraft are the kind
special significance, since its presence
of wind system, its development and
cannot be detected before it is
the aircrafts flight path and speed
encountered. Areas where CAT may
relative to the system.
be expected to occur are:
Winds shear, with or without Along the borders of jet streams.
turbulence, alters the lift forces acting On the upper side of a sloping
on an aircraft resulting in a significant tropopause.
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25th Mar, 2008
In the transition zone between danger is the imposed roll on the

cold and warm air masses. penetrating aircraft to a degree
exceeding its counter-control
19.2.2.4 Wake Turbulence capability.
Wake turbulence is produced by the
vortices trailing from the wing tips of 19.2.3 Classification of Windshear
an aircraft. These vortices are a 19.2.3.1 Thunderstorms
consequence of the differential The flow of air beneath thunderstorm cell is
pressure between the top and bottom rather complex. Strong downdrafts in the
surfaces of lift-producing wings. centre of the cell transport cooled air
Vortices have a contra rotating flow, downward, which then spreads outward
the direction of which is from under over the surface of the terrain. Warm air
the wing where the pressure is high, flows up and into the cell around the
around the wing tip to the top of the periphery in a counter-flow. The distance
wing where the pressure is low. The from the cell to the leading edge of a shear
vortices, if generated at altitude tend may be up to 15 nm. Shears may exist
to sink with a rate of between 300-700 simultaneously on several sides of a
feet per minute as they dissipate. If thunderstorm cell.
produced near the ground they sink to
a height of 100-200 ft and spread out 19.2.3.2 Downbursts
laterally at about 5kts. A slight The term downburst describes a
crosswind may keep the windward severe downward rush of air and its
vortex on the runway for more than 2 outburst of damaging winds on or near
minutes. the ground. Downbursts may be
The intensity of the vortices increases classified as either macrobursts or
with the weight of the generating microbursts according to magnitude.
aircraft, the wind loading and the Macrobursts and microbursts are
configuration. Strong wake turbulence downbursts of different sizes with a
may be expected from heavy aircraft, radial outflow at the earths surface
i.e. aircraft with weights above 136 lasting between 3 to 20 minutes. The
ton. The effect on a following aircraft meteorological parameters of micro-
depends on the separation and relative bursts are relatively complicated and
wingspan. The most violent wake predictions based on upper air and
turbulence is encountered about 3 surface observations have not been
miles behind a heavy aircraft. very promising. Microburst as
downbursts of less than 4 km in
Turbulence might also be expected diameter, originate and descend from
where parallel runways less than 2500 the base of parent clouds (AC, CU,
ft apart are being used. and CB). They sometimes occur under
The turbulence risk is greatly virga conditions, which is down
increased if the following aircraft is flow precipitation evaporating before
approaching the downwind runway in reaching the ground. The air rushes
crosswind conditions. The three basic down towards the earths surface at
effects of wake turbulence on a high speeds. High total pressure at the
following aircraft are imposed roll, centre then accelerates the air
loss of height or rate of climb, and outwards, in the course of which the
possible structural stress. The greatest velocity reaches values of up to 35-40
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25th Mar, 2008
kts. confined often to within 100 ft 19.2.3.6 Ground Effects

above the ground. At the outer Terrain irregularities or buildings which
boundary air moves up again in a interrupt the wind flow can produce
rotational movement and forms a significant wind shears close to the ground.
vortex ring. The time period over
which wind speeds exceed half the 19.2.3.7 Policy
peak value may last from 1 to 8 Flight through areas with known or
minutes. Depending on the movement forecast thunderstorms, severe
and the height of the base of the turbulence or wind shear should be
parent cloud, microbursts may occur avoided whenever possible due to the
as stationary or moving phenomena, various hazards involved e.g., hail,
either on the surface or in mid-air. lighting strikes, gusts, up and
downdrafts with subsequent altitude
19.2.3.3 Frontal Shear or attitude changes and high g
Frontal wind shear is present in both loads, etc.
cold and warm fronts, but exists in a Do not take off during heavy
different relative location in each type thunderstorm activity at the departure
of front. Because the cold front airfield. Delay the approach or divert
boundary slopes back behind the to an alternate airfield rather than
frontal surface, the wind shear line penetrate a severe thunderstorm in the
also slopes back. However with the approach area.
warm front, the frontal boundary Strong winds may reach a magnitude
slopes upward ahead of the surface where ground handling and operation,
front, so the wind shear does likewise. including taxi, will become unsafe or
Significant wind shears can be even impossible. If surface mean wind
expected if a big surface temperature speeds of 60 kt or above are reported,
difference (> 6 Degrees C) exists takeoff or landing is not authorised
across the front and if the front is and the airfield must be considered
moving rapidly (>30 kts). closed.
19.2.3.4 Lee Wave, Rotor Shear.
This type of wind shear is associated with 19.2.3.8 General Guidelines
mountain wave systems which produce Mutual information on development
strong vertical and horizontal wind shears. and position of thunderstorms by
Frequently, a second rotor will form up to Pilots and ATC, as well as a careful
100 nm from the lee side of the mountain. weather watch is of great importance
Depending on the moisture content of the for the early and adequate avoidance
air, lenticular clouds may be produced. of severe weather areas.
With thunderstorms in the vicinity of
19.2.3.5 Temperature Inversions the airfield, request radar vectoring
Strong inversions may be associated with through thunderstorm-free areas and
wind shear near the ground. They occur arrange for the climb-out or descent to
most markedly during winter, at around route a safe distance away from active
sunrise. The main negative performance CB clouds. Use all available
factor is caused by the decrease in engine information such as airborne weather
power resulting from the temperature rise. radar, Pilot reports, etc. It should be
noted that ATC cannot always issue
Edition 1 Page 15
ADVERSE WEATHER
25th Mar, 2008
detours in congested areas due to

other traffic and also technical Recommended Wake Separation
limitations of the ground radar. Take Off Two minutes behind heavy
Turbulence and wind shear present a aircraft
potential hazard during takeoff and 3nm medium behind medium
climb-out, and approach and landing. 4nm heavy behind heavy
With strong shears, aircraft can Approach
experience large fluctuations of 5nm medium behind heavy
airspeed and lift in very short periods.
Pilots should be cautious whenever
wind shear can be expected. 19.2.3.9 Pilot Responsibility
Immediate corrective action to avoid Wake turbulence may be encountered by
high sink rates close to the ground is aircraft in flight as well as when operating
of vital importance. on the airfield movement area. When
Pilots are encouraged to improve their accepting any traffic information from ATC
own standards of Judgment based on with regard to instructions to follow an
visual cues. They should also be aircraft or visual approach clearance, Pilots
aware of the extreme limitations of are reminded that they must maintain a safe
weather radar in producing a reliable distance in relation to other aircraft.
Capt.ture regarding the existence, Acceptance of a visual approach clearance
location and intensity of wind shear. is an acknowledgement that the Pilot will
Radar can only paint weather, whereas ensure safe takeoff and landing intervals
wind shear may occur some and accepts the responsibility of providing
considerable distance from any such his own wake turbulence separation.
visible weather.
At some airfields low level wind shear
alert systems attempt to provide
warning in the event of horizontal
changes in wind direction and velocity
exceeding certain values, and rapid
surface pressure changes, which help
to detect cold front passages and
thunderstorm gust fronts. In the case
of wind shear along the approach path
Pilot reports still represent the main
source of information.
For takeoff, approach and landing
ATS provides a longitudinal
separation depending on wake vortex
category (Heavy / Medium). The
recommended minimum separation is
at least:
The table above shows the
recommended turbulence avoidance
procedures for various situations.
Edition 1 Page 16
ADVERSE WEATHER
25th Mar, 2008
Recommended Wake Turbulence Avoidance Procedures

Landing behind a large aircraft Stay at or above the large aircrafts final approach flight
on the same runway: path.
Landing behind a large aircraft Consider possible drift to your runway. Stay at or above the
when a parallel runway is large aircrafts final approach flight path. Note its
closer than 2500 ft: touchdown point.
Landing behind a large aircraft
Cross above the large aircrafts flight path.
on a crossing runway:
Landing behind a departing
Note the large aircrafts rotation point. Land well before the
large aircraft on the same
rotation point.
runway:
Note the large aircrafts rotation point. If past the
intersection, continue the approach and land prior to the
Landing behind a departing
intersection. If the large aircraft rotates prior to the
large aircraft on a crossing
intersection, avoid flight below the large aircrafts flight
runway:
path. Abandon the approach unless a landing is assured well
before reaching the intersection.
Note the large aircrafts rotation point. Rotate prior to large
aircrafts rotation point and continue climb above and stay
upwind of the large aircrafts climb path until turning clear
Departing behind a large
of his wake. Avoid subsequent headings which will cross
aircraft:
below and behind a large aircraft. Be alert for any critical
takeoff situation which could lead to a wake turbulence
encounter.
Be alert to adjacent large aircraft operations, particularly
Intersection takeoffs on the upwind of your runway. If intersection takeoff clearance is
same runway: received. Avoid subsequent headings which will cross below
a large aircrafts path.
Because vortices settle and move laterally near the ground,

the vortex hazard may exits along the runway and in your
Departing or landing after a
flight path after a large aircraft has excluded a low missed
large aircraft has executed a
approach or a touch-and-go landing, particularly in light
low missed approach or touch-
quartering wind conditions. Ensure that an interval of at least
and-go landing:
two minutes has elapsed before taking off or landing.
Edition 1 Page 17
ADVERSE WEATHER
11th June, 2010
19.2.4 Takeoff and Climb-out only caused by loss of airspeed but

Pilots must be alert to the possibility also by a decrease of angle of attack
of wind shear during departure when which in turn reduces lift. This means
studying weather information that lowering the pitch attitude to
indicating: gain airspeed in a tail wind or
Thunderstorm cells are in the down-flow wind shear could result in
vicinity of the airfield at a a loss of lift and a subsequent heavy
distance of 15 mm or less. sink rate. Reduce attitude as soon as a
Frontal speeds exceeding 30 kts positive rate of climb is evident.
are evident. Watch for the return of normal
The presence of high base conditions, do not over correct when
convective clouds with high flying out of the wind shear zone.
surface temperatures and large Radio altimeter, GPWS and flight
dew point spread. path vector are the best indicators for
Strong temperature inversions. climb and descent in these conditions.
All these are indicators of the
existence of wind shear. If wind shear 19.2.5 CRUISE
is expected after takeoff, the following 19.2.5.1 Avoidance
precautions should be considered. Thunderstorms shall be avoided:
Use of maximum takeoff thrust. Visually by staying well clear of
Use of higher climb out speed. cumulonimbus clouds.
Use of recommended flap By using the airborne weather
setting. Normally this is the radar to find the most suitable
lowest flap setting. corridor.
Delayed takeoff. By requesting radar vectors from
Make optimum use of any installed ATC.
wind shear guidance system. If such a Whenever possible avoid:
system is not available, consider the Flight in cirrus clouds if
following: thunderstorm activity is reported
along the route, as they may be
Do Not Chase Airspeed hiding anvil tops and reduce the
Avoid pitch down when airspeed effectiveness of the airborne
decreases unexpectedly and hold pitch weather radar.
until reaching V2. If the descent is Flight at or near the freezing
unavoidable and risk of ground level where the heaviest icing
contact exists, use full thrust by and hail must be expected.
moving the throttles to the mechanical Altitudes between 10,000 ft and
limits. 25,000 ft, as they will provide
Instead, increase pitch attitude the roughest ride even outside
smoothly and progressively until active storm centres.
reaching stick shaker actuation. Flying below the overhang of
Release attitude slightly to stay just CB clouds. This is the area
below stick shaker. Do not trim the where heavy hail can be
aircraft for recovery. Loss of lift is not expected.
Edition 1 Page 18
ADVERSE WEATHER
11th June, 2010
Strong echoes shall be avoided by At maximum cruise altitude, the

10nm or more. This is most important margin between low speed and high-
at 20,000 ft and above and for speed buffet is small and any increase
circumnavigation of echoes which of g loads whether caused by
have prominent scallops or other manoeuvring or by turbulence, may
protrusions. lead to serious difficulties. This shall
be considered when trying to climb
19.2.6 Preparation over a turbulent region. Avoid
If flying through a thunderstorm or altitudes approaching maximum cruise
severe turbulence area is anticipated altitude. Allow altitude to vary. Large
or unavoidable, following altitude variations are possible in
preparations shall be made: severe turbulence. Sacrifice altitude in
Monitor airborne weather radar order to maintain the desired attitude
carefully and airspeed. Vertical speed mode is
Advise cabin crew about the the best mode to maintain altitude.
presence of adverse weather Maintain the recommended turbulence
conditions and the need to speed as target speed. Set thrust as
secure passengers and galleys. required and then do not change it
Food and drink service shall be unless required by large or persistent
minimized or even stopped airspeed or altitude variations. The
depending on the expected aircrafts real airspeed will remain
degree of turbulence. To within reasonable limits as long as
preclude injuries to passengers, thrust is set properly. Avoid large and
no hot liquids shall be served in rapid throttle.
moderate to severe turbulence. If caught unawares by turbulence, do
When severe turbulence is not slow the aircraft down rapidly.
expected, flight attendants shall Wait until a positive trend has been
be instructed to sit down and identified.
fasten their seat belts. Maintain Constant Attitude
Secure all loose items in the Maintaining a level flight attitude is
cockpit. most important. This is achieved by
Fasten the shoulder harness. the autopilot. Should it be necessary
Switch on cockpit lighting to for any reason to fly the aircraft
high intensity to avoid being manually, control pitch attitude with
dazzled by lighting in the smooth control inputs to the elevator.
thunderstorm. Closely monitor in the ADI/PFD, as it
Fly at the recommended may be the only correct indication. All
turbulence penetration speed. pressure instruments may be seriously
Switch on engine ignition and erratic.
anti-icing equipment.
19.2.7 Altitude 19.2.8 Stabilizer Trim
Do Not Chase Altitude . Do Not Chase Stabiliser Trim
Ensure Autopilot is engaged. Trimming in severe turbulence can
lead to Stabiliser settings, which can
Edition 1 Page 19
ADVERSE WEATHER
11th June, 2010
cause serious control problems, motors to drive the stabilizer in the

especially during recovery. desired direction.
Use of Autopilot and Flight
Director.
Since the autopilot will not be subject
to false attitude interpretations or
difficulties with erratic instruments.
Its use in the appropriate mode (one
that maintains constant attitude) is
strongly recommended.
That flight director can effectively
reduce work load and is therefore
recommended for use in turbulence. It
provides a good reference for controls
about all axis and will give a reliable
Indication for proper control inputs if
forced to fly manually.
19.2.9 Recovery
Should control be partially lost due to Intentionally Left Blank
severe turbulence, resulting in a steep
dive, the following recommendations
may be helpful for a successful
recovery:
Use speed brakes to prevent a
rapid speed at a reasonable
value. Do not retract speed
brakes until recovery is affected.
Keep one hand on the speed
brake lever until retraction.
Elevator forces can become very
heavy as speed increase, creating
safeguard against excessive g
loads. If Stabiliser trim is used
for recovery, use it with utmost
caution so as to avoid heavy
loads and a possible over trim,
which could result in a renewed
loss of control.
If strong elevator forces are applied.
The trim motors might become
ineffective (stalled). Reducing the
elevator forces will allow the trim
Edition 1 Page 20
ADVERSE WEATHER
11th June, 2010
19.3 Operation in areas contaminated by 19.3.2.2 Taxi

volcanic ash Following brakes release, advance the
19.3.1 General throttles in a smooth, deliberate
manner to the minimum thrust level
The following material provides required for breakaway.
operational recommendations and Return the throttles to ground idle
procedures for aircraft operation into when rolling.
areas of known or potential volcanic
Maintain the BLEED VALVES
activity.
closed.
Considering the potential adverse On airports areas where drifting
effects, operation from or to airports contaminant is present, avoid sharp or
contaminated with volcanic ash high-speed turns.
should be avoided, if possible. Following a backtrack on the runway,
allow ash and dust to settle prior to
19.3.2 Ground Operation initiating the take-off roll.
19.3.2.1 Parking Avoid taxing aircraft in contaminated
Aircraft exposed surfaces should be areas wherever possible by the use of
cleared of the ash layer which may tugs to tow to clean or cleaner areas
contaminate the lubricated parts, for engine start and preparation for
penetrate the seals or enter the engines TAKOFF. On LANDING, again limit
gas path, air conditioning system and taxi to an area where tugs can be used
other aircraft orifices. to move around the airport.
During preflight, insure that the inlet
and exhaust areas have been cleared 19.3.2.3 Take-off
of volcanic ash as much as possible. Make optimum use of the rolling take-
This ash may be removed by using off technique.
brooms and vacuum cleaners. Enter runway while rolling and slowly
but without hesitation, advance the
Inspect and clean away (as far as
throttles to take-off power setting.
practical) any volcanic ash within 25
Note: If ATS is used for take-off, slightly
feet of the engine inlets.
delay triggering GO levers to prevent
Prior to starting, dry motor the engine engine spool-up while the aircraft is still at
at maximum motoring speed for two low speed.
minutes prior to turning the fuel on.
This will help to blow out any ash that 19.3.3 Flight Operation
may have entered the booster area. Flight into areas of known volcanic
Do not use windshied wipers for ash activity must be avoided. This is
dust removal. particularly important during hours of
darkness or in meteorological
Do not use APU for air conditioning
conditions when volcanic dust may
and electrical power supply. Restrict
not be visible.
ground use of APU to engine starts, as
Avoidance is the only effective
required.
protection. Active NOTAMs,
SIGMETs and recent information
Edition 1 Page 21
ADVERSE WEATHER
11th June, 2010
from meteorological broadcasting exceedance restart the engine

stations or ATC should be carefully using the published procedures.
considered by flight crews. If an engine fails to restart,
Note: Volcanic ash is composed of very repeated attempts should be
small and dry particles and therefore do not made immediately to avoid
provide any weather radar return. solidification of molten ash on
the turbine blades.
19.3.4 Ash Cloud To use as much airbleed as
Flying through an ash cloud is an possible to increase engine.
extreme hazard for engines and Once the aircraft has successfully
aircraft and must therefore be avoided escaped the ash cloud land at nearest
by all means. The flight crew can be suitable airport; consider a runway
exposed to an accumulation of serious with autoland capability, if visibility
abnormal conditions, which may lead through the windshields is impaired.
to critical emergency situation. If a volcanic eruption is reported
Volcanic ash may extend for several while in flight, the flight should
hundred miles, and eruptions may remain well clear of the affected area
send ash plumes up to 40,000 ft. and, if possible stay on the upwind
However neither ash cloud nor side of the volcanic dust (typically
volcanic dust can be detected by the 20NM upwind of the erupting
WX-radar. volcano).
If the aircraft enters an ash cloud Volcanic ash cloud encounter may be
expect smoke, dust or acrid odours suspected, should one or several of the
similar to electric sparks in the cockpit following indications be observed :
and at dark heavy static discharges Smoke or dust appearing in the
around the windshield. Beside a cockpit.
multiple engine failure, engine surge Acrid odor similar to electrical
or overheat, airspeed may become smoke.
unreliable. Furthermore pressurization At night, St. Elmo fire/static
and electrical systems may be discharges appearing around the
affected. If for any reason ash cloud windshield.
encounter occurs it is recommended: Bright white/orange glow
Not climb in order to overfly the appearing in the engine inlets.
ash cloud. Landing lights casting sharp,
To reduce power to idle to distinct, shadows.
provide additional stall to escape Multiple engine malfunctions,
the ash cloud by descending and such as increasing EGT, power
flying a 180 turn (if terrain loss, stall or flame out.
permits). Should a volcanicash cloud be
To closely monitor attitude encountered accomplish the following
versus airspeed while initiating a 180o turn (so as to
To keep as many engines exit the volcanic ash cloud in the
running as possible. If an engine supposely shortest time):
has to be shut down due to EGT ATCNOTIFY
Edition 1 Page 22
ADVERSE WEATHER
11th June, 2010
CREW OXYGEN ENGINE

MASKSON / 100% PARAMETERS.MONITOR
As smoke, dust or acrid odor EGT should be particularly monitored
similar to electrical smoke may for any exceedance tendency.
be present/appear in the cockpit. To prevent exceeding EGT limits it
PASSENGERS may become necessary to consider a
OXYGEN..AS RQRD precautionary engine shut-down and
Depending on contamination. ENG RESTART IN-FLIGHT.
A/THRDISCONNECT R Notes: - For engine restart, switch off
This will prevent the auto ENG ANTI ICE and WING ANTI
throttle from generating throttles ICE to optimize engine-starting
activity. capability.
THRUST (conditions If first engine restart attempt is
permitting). DECREASE unsuccessful, repeated successive
So as to reduce ash ingestion, limit the attempt should be made immediately.
EGT rise and, thus, limit the build-up A successful engine restart may not be
of molten ash on turbine vanes. This possible until the aircraft has existed
will assist in maintaining the engine the volcanic ashcloud.
surge margin. Damage to rotating Upon restart, the engine acceleration
parts, due to erosion, will be also may be very slow and should not be
minimized. misinterpreted as a failure to start or
IGNITION..CONT RELIGHT an engine malfunction.
Selecting the continuous ignition will When clear of the volcanic ash cloud,
enhance the flameout profection and and if engines have been restarted,
maximize the rapid relight capability avoid thrust lever movement if
in the event of a roll-back or flame- possible. If compressor and or turbine
out. blades have been eroded, an increase
ENG ANTI ICE..ON in fuel flow and EGT may be noticed.
WING ANTI ICE....ON AIRSPEED INDICATIONS....MONITOR
AIR CONDITIONING..........NORM If unreliable or loss of airspeed
FLOW indication is observed, establish the
Increasing the bleed air extraction appropriate pitch attitude (and/or
significantly increases the engine angle of attack) and thrust level (as
surge margin but also slightly required), as per the procedures for
decreases the engine acceleration SPEED CONTROL WITH
capability. UNRELIABLE AIRSPEED
APU.START INDICATION.
If available, the APU may be started
in readiness for a starter assisted 19.3.4.1 Reporting
relight in the event of an engine Whenever operating in areas affected
flameout and to provide electrical by volcanic activity, flight crews
power in case of main engine power should be aware of volcanic activity
loss. reporting procedures and familiar with
the use of the ICAO Special Air-
Edition 1 Page 23
ADVERSE WEATHER
11th June, 2010
Report of Volcanic Activity (Model Whenever an aircraft is planned to

VAR) stay over at an airport contaminated
Should a volcanic ash cloud be with volcanic ash, engine inlet covers
encountered, flight conditions and as well as other protective covers and
crew duties permitting, the ATC plugs should be installed.
should be notified, providing
information concerning the location, 19.3.4.4 Maintenance Action
altitude and drift direction of the ash In order to assure that the technical
cloud. inspection for damage is carried out when
the aircraft structure has been exposed to
19.3.4.2 Approach and Landing abnormal stresses, e.g. severe turbulence,
Communication difficulties may be lighting strikes, etc., the flight recorder
experienced due to electrostatic EVENT button shall be pressed and an
conditions. entry shall be made in the Technical Log,
Because of the abrasive effect of the also stating gear position in case of
volcanic ash on windshields and turbulence. An exceedance of the engine
landing lights, the visibility for power limitation has to be noted in the
approach and landing may be Technical Log as well.
significantly reduced.
During landing, limit the use of
reverse thrust as much as possible, as
reverse flow may impair visibility.
If use of maximum reverse thrust is
anticipated, then apply reverse thrust
upon main landing gear touchdown.
At 80 Kts IAS or IAS fluctuations,
return reverse levers to the reverse
idle position.
Set reverse levers to the stowed
position when engines reach idle level
(approximately at 60 Kts IAS), unless
use of reverse thrust down to low
speed is required for safe aircraft
breaking.
Braking efficiency may be degraded
by the layer of ash on the runway.
Landing performance data for wet
runway (dry ash) or slush (wet ash)
should be considered.
19.3.4.3 Taxi And Parking

For taxi, limit engine operation to
ground idle level, as much as
practical.
Edition 1 Page 1
Rev:00
Pakistan International ETOPS/REMOTE DESTINATIONS 25th Mar, 2008
CHAPTER 20: ETOPS / REMOTE DESTINATIONS

TABLE OF CONTENTS
20.0 Remote Destination Flight Preparation and Planning

20.0.1 General ... 2
20.0.2 Weather... 2
20.0.3 Holding Reserve.. 2
20.0.4 Airfields . 2
20.0.5 Equal Time Point ... 2
20.1 ETOPS Flight Preparation and Planning
20.1.1General .... 3
20.1.2 Aircraft Serviceability..... 3
20.1.3 Use of Departure or Destination Airports as ETOPS Alternates 3
20.1.4 ETOPS Initial & Recurrent Training Requirements .. 3
20.1.5 MEL/CDL Considerations.. 3
20.1.6 ETOPS Orientation Charts ..... 3
20.1.7 ETOPS Suitable Alternate Selection .. 3
20.2 Enroute
20.2.1 Systems Monitoring ... 4
20.2.2 Weather Monitoring ... 4
20.2.3 Alternate Airport Suitability... 4
20.3 Computerized Flight Plan (CFP)... 5
Edition 1 Page 2
Rev: 00
20.0 Remote Destination Flight 20.0.4 Airfields

Preparation and Planning. Airfields designated as Remote will be
20.0.1 General listed in the Route Manual.
This chapter covers additional
requirements for flight to a Remote 20.0.5 Equal Time Point
Destination and ETOPS flights. For An equal time Point will be calculated
general flight planning requirements between the destination and the last suitable
Refer to Chapter 8. enroute alternate airfield, and this ETP will
For flights dispatched to a Remote be indicated on the CFP.
Airfield a fuel check must be carried
out at the last ETP. At this point the
fuel expected to remain overhead the
intended destination should not be
less than the Holding Reserve fuel.
Before reaching this ETP crew should
obtain, if possible, and updated
forecast and latest actual weather for
the intended destination.
This procedure may be applied if the
destination airfield is geographically
isolated and has no suitable alternate
airfield within a reasonable range. It
will be used only when authorized by
CAA and involves substituting a
Holding Reserve in place of the
Alternate and Final Reserve Fuel. The
following conditions must be
satisfied:
20.0.2 WEATHER
The weather forecast must indicate that for
a period of time from ETA at destination to
ETA plus two hours, the weather must be at
least a circling minima plus 300ft./1.0 km.
20.0.3 Holding Reserve

The Holding Reserve will not be less than
the fuel required to cruise for two hours at
the last flight planned cruising level using
Long Range Cruise consumption calculated
at the weight and temperature applicable to
arrival overhead the destination.
Edition 1 Page 3
Rev: 00
20.1 ETOPS Flight Preparation and point ETOPS service check will be
Planning considered valid for the intermediate
20.1.1 GENERAL stop departure.
This chapter covers additional
requirements for ETOPS flights and 20.1.3 Use of Departure or Destination
flights to a remote destination. Refer Airports as ETOPS Alternates.
to Chapter 8 for general flight For PIA ETOPS operations, the dispatcher
planning requirements. will check that the above conditions apply
ETOPS operations are those which at the selected airports and load these for
enable the operation of twin engine use on the CFP. The flight crew will
aircraft on routes which exceed 60 confirm these selections are suitable during
minutes single engine flying time their pre-flight planning.
from an adequate airfield for which
authorization has been given by CAA 20.1.4 ETOPS Initial & recurrent
to conduct a flight under ETOPS rules training Requirements
and it is defined by the approved Refer Chapter 3 of this manual and Training
maximum diversion time/distance for Policy.
the specific aircraft type.
An ETOPS flight is processed as 20.1.5 MEL / CDL considerations
normal flight with additional Any systems deficiencies that may have an
restrictions relating to extended range impact on the dispatch of the aircraft under
operations. PIA Operations Control ETOPS are notified to Operations prior to
dispatchers will liaise with dispatch. These items are reviewed by the
Engineering if there are any technical flight crew to assess what affect they may
restrictions affecting the aircraft, and have in terms of additional dispatch
provide the flight crew with all requirements and / or limitations (i.e.
relevant information to conduct the additional fuel requirements).
flight safely.
ETOPS Area of Operation 20.1.6 ETOPS ORIENTATION
CHARTS
The ETOPS Orientation chart depicts the
airway for the selected ETOPS route. The
purpose of the orientation chart is to permit
20.1.2 AIRCRAFT SERVICEABILITY
crews to confirm that the planned route is
Additional pre-departure checks are
within the 120 minutes arcs for ETOPS, or
carried out by Engineering, and the
if non ETOPS, that the route is within the
flight crew must check that the
60 minutes arcs.
aircraft Technical Log contains the
entry Cleared for ETOPS
An ETOPS service check will be 20.1.7 ETOPS SUITABLE
carried out ex-station for all ETOPS ALTERNATE SELECTION
flight departures. However, should the One of the distinguishing features of
service include an intermediate stop ETOPS is the concept of a Suitable
prior to the final destination, and as airport. An en route adequate airport
long as no ETOPS sensitive failures is defined as being suitable when:
have occurred, the initial departure
Edition 1 Page 4
Rev: 00
The forecast during a period of 1 weather requirements. If this is not

hour before the earliest and 1 possible, the flight must not enter the
hour after the latest time of ETOPS segment. If already in the
possible landing is equal to or ETOPS segment, the Captain will
exceeds the applicable ETOPS decide whether to continue or to re-
planning minima. The applicable route.
planning minima are predicated PIA Operations Control maintains a
in ETOPS Guides of respective flight watch for ETOPS flights. The
aircraft types (B-777 and A- flight watch personnel monitor.
310). Weather forecast and reports for
ETOPS en-route alternates,
20.2 Enroute Enroute weather forecasts and
20.2.1 Systems Monitoring sigmets.
The aircraft systems status should be Any alteration to the status of
monitored throughout the flight and enroute alternate facilities.
reviewed prior to entering the ETOPS Should any factor render an
segment. enroute alternate unsuitable, they
Should any failure occur which will contact the flight and assist
renders the aircraft unserviceable for with any re-planning that may be
ETOPS prior to entering the ETOPS required (i.e. selection of
segment, the flight must not proceed, different enroute alternates, fuel
and a return to the departure point or requirements, re-routing etc.).
re-routing on a non ETOPS route is Communications between the
necessary. aircraft and Flight Operations
If the failure occurs in the ETOPS will normally be through HF
segment, the flight may continue or with the flight crew using
divert at the commanders discretion. SATCOM if necessary/available
20.2.2 Weather Monitoring 20.2.3 Alternate Airport Unsuitability

During the flight planning stage, The loss of required facilities, or the
forecasts must indicate that the deterioration of weather conditions below
weather at the enroute ETOPS landing minima at the alternate render it
alternates will be at or above alternate unsuitable. If this situation occurs prior to
limits in order to nominate them as entering the ETOPS segment, and no other
suitable. suitable alternates can be used to continue
Once the aircraft has been dispatched, under ETOPS, then a return to the departure
the forecast need only indicate that the point is required (unless fuel on board
weather at the enroute alternates will permit re-routing on a non-ETOPS route). If
remain at or above the landing this situation occurs after entering the
minima. ETOPS segment, then the commander must
Should the weather at a selected make an operational decision as to whether
alternate deteriorate below landing to continue or to divert, given the prevailing
minima prior to entering the ETOPS conditions.
segment, or whilst in the ETOPS
segment, another alternate must be
nominated that does satisfy the
Edition 1 Page 5
Rev: 00
20.3 Computerized Flight Plans (CFPs)

The CFP is the master reference document
for ETOPS flight planning. In addition to
the normal information provided on the
CFP, specific ETOPS information is also
included on the last page of the CFP,
although the ETPs are also included in the
main body of the flight plan.
NOTE:
REFERENCE MAY BE MADE TO THE
ETOPS FLIGHT CREW GUIDES
PERTAINING TO BOEING 777 AND
AIRBUS A-310 ARE AVAILABLE FOR
FURHTER INFORMATION AND
DETAILS. THESE DOCUMENTS ARE
DULY APPROVED BY CAA PAKISTAN. Intentionally Left Blank
Edition 1 Page 1
Rev : 08
ABNORMALS 22nd Nov, 2010
CHAPTER 21: ABNORMALS

TABLE OF CONTENTS
1.0 Technical Malfunctions and Emergencies

21.0.1.1 Non-Routine Operation.. 3
21.0.1.3 Emergency.. 3
21.0.2 General.. 3
21.0.3 Safety Aspects... 3
21.0.4 Choice of Airspace.... 3
21.0.5 Throttle and Fuel Level. 4
21.1 Crew Management
21.1.1 Emergency In-flight Crew Management... 5
21.1.1.1 Command.... 5
21.1.1.2 Emergency Procedures.. 5
21.1.1.3 Emergency Authority of the Captain.. 5
21.1.1.4 Communication... 5
21.1.1.5 Recognizing the Emergency... 5
21.1.1.6 Crew Co-Ordination... 5-6
21.1.1.7 Identifying the Emergency.. 6
21.1.1.8 Evacuation Assignments. 6
21.1.1.9 Checklist Memory Items. 6
21.1.1.10 Use of Checklists.. 6
21.1.1.11 Execution of Abnormal/Emergency Procedure 6
21.1.1.12 Reviewing and Planning... 6-7
21.1.1.13 Reset of Circuit Breakers 7
21.1.1.14 Coordination with ground fire fighting agency 7
21.12 Evacuation
21.2.1 General... 8
21.2.2 Assessment of Need for Evacuation.. 8
21.2.3 Communication with Cabin.. 8
21.2.4 Evacuation Procedure 8-9
21.2.5 Conduct of Following Evacuation. 9
21.13 Starting & Taxi
21.3.1 Starting.. 10
21.14 Rejected Take-off
21.4.1 General.. 11
21.4.2 Policy. 11
21.4.2.1 Control of Aircraft.. 11
21.4.2.2 Decision Factors..... 11-12
21.4.2.3 Take-off Speed (VI) .. 12
21.4.2.4 Decision Management Below 80/100 Kts.. 12
21.4.2.5 Above 80/100 Kts & Below VI.. 13
21.4.2.6 Action in the Event of Fire on the Ground. 13
Edition 1 Page 2
Rev : 08
21.15 Take-off & Climb

21.5.1 Engine Failure after V1.. 14
21.5.2 Engine Fire Warning.. 14
21.5.3 Overlimit 14
21.5.4 Tyre and Brake Problems. 14-15
21.5.5 Inability to Retract the Landing Gear .. 15
21.6.1 Engine/ Systems Failures. 16
21.6.2 Four Engine Aircraft 16
21.6.3 Explosive Decompression/Emergency Descent... 16
21.6.4 Interception of Aircraft.. 16-17
21.6.5 Political/Military Orders for Unscheduled Landing.. 17
21.17 Engine-out Approaches and Missed Approaches
21.7.1 Single Engine Approach.... 18
21.7.2 Single Engine Missed Approach... 18
21.7.3 Terrain Avoidance Maneuver... 18
21.18 Landing
21.8.1Emergency Landings.. 19
21.8.2 Announcements..... 19
21.8.3 Hard Landings... 19-20
21.8.4 Overweight .Landings.. 20
21.8.5 Landing Gear Problems. 20
21.8.5.1 Landing Gear Not Locked Down... 20
21.8.6 Foam Carpets. 21
21.8.7 Communication with Airport Fire Services... 21
21.19 Ditching
21.9.1 General... 22
21.9.2 Determining the Ditching Heading.... 22
21.9.3 Sea State.... 22
21.9.4 Technique.. 22-23
21.9.5 Evacuation Following Ditching. 23
21.20 Loss of Communication Procedure.... 24-25
21.21 Incapacitation of Flight Crew Members
21.11.1 Types of Incapacitation 26
21.11.2 Action in the Event of Pilot Incapacitation...... 26
21.11.3 Care of the Incapacitated Flight Crew Member... 27
21.11.4 Standards Commands.. 28
Edition 1 Page 3
Rev : 08
21.0 Technical Malfunctions & cross-checking of others actions, and

Emergencies in the prioritization of normal, non-
21.0.1 Definitions normal or multiple non-normal
21.0.1.1 Non-Routine Operation procedures.
It is an operation that has to cope with a Depending upon the circumstances,
difficult or unusual situation or condition the Captain should consider all or only
calling for increased or immediate attention part of the following. It is up to his
by the flight Crew and the concerned good judgment to set the priorities
Operations Control Officer. necessary to terminate a flight safely.
21.0.1.2 Malfunction
It is a condition which might create or 21.0.3 Safety Aspects
contribute to an irregular operation of a The general safety of the flight shall
flight not directly endangering flight safety. be considered first:
Typical malfunctions are covered by Technical condition of the aircraft,
regulations in the relevant Company actual gross weight and remaining fuel
instructions and the respective FCOM. on board.
Terrain clearance requirements.
21.0.1.3 Emergency Enroute and terminal weather (wind,
It is a condition which affects safety in such temperature, icing, thunderstorms,
a way that continuation of a flight is etc.)
seriously endangered. Emergencies shall be Route and airfield facilities.
handled according to the policies and
procedures in this subsection, subject to the 21.0.4 Choice of Airfields
demands of the situation. In the following cases, a landing must
be effected at the nearest practicable
21.0.2 General
airfield:
Additional information and
Any fire on board an aircraft,
procedures are published in the
including engines, if fire fighting
relevant Company instructions and the
is not possible or not effective.
respective FCOM.
Failure of an engine on a two
It must be understood that it is
engine aircraft.
impractical to establish rules One main source of electrical
governing every possible situation.
power remaining.
All personnel concerned are therefore
Smoke of unknown origin.
expected to act according to their best Dual hydraulic failure.
judgment in each individual case.
Second engine failure on an
During commercial operations the aircraft with three or more
flight crew members are prohibited engines.
from simulating any emergencies. Structural damage.
Efficient management of non-normal Positive bomb threat. (Red
situations require concerted crew Threat)
coordination, adherence to the Practicable Airfield in this context
PF/PM/FE specific actions and duties means an airfield where a safe
as spelled out in the SOP, FCOM and landing for the respective aircraft
the Training and Standards Bulletins, type in the actual configuration can
Edition 1 Page 4
Rev : 00
ABNORMALS 25th Mar, 2008
be made, considering runway and

weather conditions, but disregarding
repair facilities, commercial
passenger handling facilities, etc. if
two or more possibilities exist, the
nearest airfield in terms of flight
time should normally be selected.
Incase of malfunctions (other than
those emergency cases listed above),
the Captain must decide whether a
landing shall be made at the nearest
suitable airfield or whether the flight
can safely proceed.
21.0.5 Throttle and Fuel Lever Handling

When the aircraft is on the ground the
Fuel Levers will always be operated
by the Captain. For any engine
abnormality in the air, the PF will
retard the affected throttle lever.
Auto-throttle should be disengaged on
the affected engine prior to calling for
any action requiring throttle lever
movement (i.e. Engine Fire, Fail, Stall
over limit etc.). The PM should guard
the unaffected throttle. When a drill Intentionally Left Blank
required the Fuel lever off, the PF will
guard the unaffected fuel lever and
the PM will select the appropriate
lever to off only after confirmation
from the PF.
Edition 1 Page 5
Rev : 08
21.1 CREW MANAGEMENT SOP. As a minimum these situations

21.1.1 Emergency in Flight Crew include emergency evacuation, severe
Management turbulence, cabin depressurization, forced/
21.1.1.1 Command emergency landing, ditching, crew
In all flight operations, the Captain is the incapacitation and cabin security breach.
legal commander of the aircraft, regardless MAYDAY and PAN PAN calls are
of which seat he/she is occupying or who is internationally recognized emergency
handling the flight controls. The sole transmissions that initiate ICAO prescribed
exception to this rule is where the Captain procedures and offer decided advantages to
has suffered incapacitation, in which case the pilot in difficulties. The radiotelephony
the sequence of command is described distress signal MAYDAY and the
under Section 21.12 radiotelephony urgency signal PAN PAN
shall be sued at the commencement of the
21.1.1.2 Emergency Procedures first distress or urgency communication.
The FCOM incorporates aircraft emergency 21.1.1.5 Recognizing an Emergency
procedures. This section of the FOM Generally, the earlier an emergency is
contains general information applicable to recognized and dealt with, the less hazard
all Company aircraft and to certain exits. Nearly all emergencies are dealt with
situations not expressly covered in the more easily when they are recognized early.
FCOM. Each crew member shall be alert to unusual
conditions and report them to the Captain.
21.1.1.3 Emergency Authority of the Such reports are essential in dealing
Captain effectively with a potential or actual
The Captain is permitted to deviate from emergency. Cabin Crew is to be encouraged
prescribed rules, minima, regulations and in this regard. They are to report promptly
procedures as required for flight safety any unusual sound, smell, appearance, or
consideration during emergencies. An vibration of the aircraft. Should such a
aircraft in distress has the right of-way report concern an item that proves to be of
over other air traffic. ATC should be kept little or no consequence, a Flight Crew
informed of deviations from clearance or member should, nonetheless, give a full
flight plans and will give priority to an explanation to the Cabin Crew member
aircraft that has declared an emergency. making the report.
21.1.1.4 Communication
21.1.1.6 Crew Co-ordination
The Captain must ensure that Flight and
As in normal operation, effective
Cabin Crew, passengers, ATC and the
Company are promptly notified of essential action during an emergency depends
information. There should be no reluctance on the crew members functioning as a
team. The unexpected and critical
to declare an emergency. Assistance can be
alerted immediately and cancelled later if nature of emergencies requires good
command discipline and management
appropriate.
skills. Discipline is the basis of
Communication between flight crew and
cabin crew during normal, abnormal or effective crew action during an
emergency.
emergency situations shall use standard
terminologies, signals or commands as The Captain must ensure that the crew
specified in the OM or SEP or the specific is provided with clear directions.
Without directions the crew members
Edition 1 Page 6
Rev : 00
will act on their own in an effort to accomplish from memory the duties
cope with the situation. Such efforts specified in the evacuation assignments, for
can lead to confusion and ineffective his or her station, and also be familiar with
action. When an emergency occurs, assignments of other crew members.
the Captain is to instruct the crew on
their actions. Crew action should be 21.1.1.9Checklist Memory Items
deliberate and coordinated. When applicable, boxed or recall/memory
items are to be accomplished as called for
In an emergency it is important to by the Captain and as described in the
establish communication without emergency chapter of the FCOM. Each
delay between the Flight and Cabin Flight Crew member must have all boxed or
Crew members. All crew members recall/memory items committed to memory
should be kept as aware of the and must be able to accomplish from
problem and the plan that follows as memory all of those items applicable to his
time and good judgment permits. station. These items are highlighted on the
When an emergency occurs, the emergency checklist for the applicable
following items must be considered procedure.
in sequence:
Aircraft Control One pilot 21.1.1.10 Use of Checklists
must fly the aircraft. Usually After accomplishing any recall items
this is the Pilot flying at the or, if there are none, after identifying
time, but the Captain may elect the emergency, the PF should call for
either to fly the aircraft himself the appropriate checklist.
or to instruct the First Officer to Using the checklist, the Pilot
fly it. Assuming control of the Monitoring should confirm the
aircraft does not relieve the completion of all recall/memory items
Captain of the responsibility for and then declare that they have been
directing crew action. completed. If a recall/memory item
has not been accomplished, he/she is
21.1.1.7 Identifying the Emergency to call out that item.
The crew member who first recognizes the Following the recall/memory items,
emergency should announce it in a firm, he/she should read the challenge and
clear voice, for example. Engine failure response for each subsequent item.
or Engine fire. Any aural warning should The Flight Crew member
be silenced promptly without command. accomplishing the required action
The Captain should confirm the condition should repeat the response.
and then direct the required crew action. On aircraft fitted with ECAM/EICAS
systems the checklist items and
21.1.1.8 Evacuation Assignments responses are to be read out and dealt
Crew member duties specified in the with in accordance with the FCOM
Evacuation Drills are to be accomplished procedure.
when ordered by the Captain. The
evacuation assignments are in the 21.1.1.11 Execution of Abnormal/
emergency chapter of the FCOM and in emergency procedures
Cabin Crew Emergency Manual (SEP). To ensure cross check and verbal
Each Crew member must be able to confirmation by two flight crew
Edition 1 Page 7
Rev : 08
members before the action of any should be done in Co-ordination with

below mentioned aircraft system engineering personnel.
controls, refer to fleet specific
FCOM/FCTM: 21.1.1.14 Coordination with Ground Fire
Engine thrust levers Fighting Agency
Fuel master and control switches Under certain situations flight crew
Engine fire handles or switches may be required to coordinate fire
Engine fire extinguisher fighting procedure with a ground
switches agency. Under such circumstances
IDG/CSD disconnect switches crew should confirm the VHF
frequency of the ground fire fighting
21.1.1.12 Reviewing and Planning agency from the control tower and
If time permits, applicable procedures establish direct communication with
and information should be reviewed. them for optimum coordination.
These are in the FCOM and in other
parts of this chapter. A plan for
subsequent action should be prepared
and thoroughly understood by each
crew member concerned.
Should an aircraft be evacuated for
any reason, and is subsequently
available for boarding by persons
other than the Flight or Cabin Crew,
precautions should be taken to
safeguard any valuables left on board
by the passengers at the time of the
evacuation.
If possible all personal belongings of
the passengers should be placed in
bags and labeled with the number of
the seat at which they were found. Intentionally Left Blank
21.1.1.13 Reset of Circuit Breakers

Flight Crew reset of tripped fuel
pump and fuel pump control circuit
breakers is prohibited. Reset of any
other tripped circuit breaker is not
recommended, unless in the judgment
of the captain, the situation resulting
from the circuit breaker trip has a
significant adverse effect on safety.
These other tripped circuit breakers
may be reset once, after a short
cooling period (approximately 2
minutes). A ground reset of a tripped
circuit breaker by the Flight Crew
Edition 1 Page 8
Rev : 08
21.2 EVACUATION If the Captain determines that the

21.2.1General possibility of an evacuation no longer
For specific crew assignments during is exist, he/she should announce
an evacuation, refer to FCOM. Cabin Crew and passengers
The need for most emergency remain seated
evacuations comes about with little or Any abnormal occurrence on the
no warning. As a result, such an ground that does not require an
evacuation is conducted without the evacuation but that
benefit of specific briefing. This Could be of concern to cabin
means that its success depends on occupants, such as a very sudden stop
each crew members knowledge of or an unusual sound, should be
evacuation assignments and related explained promptly to prevent any
considerations. undesirable reaction on the part of
21.2.2 Assessment of Need for Evacuation Cabin Crew or passengers. After such
An emergency evacuation shall an occurrence and before continuing,
always be initiated whenever a the Captain should check the door
situation with risk of fire occurs in warning lights for assurance that an
connection with takeoff, landing, evacuation has not begun.
taxiing or even with the aircraft If no Flight Crew member has
parked on the tarmac. provided the necessary direction, the
The Captain shall give clear orders if Purser should attempt to contact the
and when he/she wants an evacuation flight deck, either by interphone or in
to be started. However, if no order is person to obtain instructions. An
received from the flight deck due evacuation must not be initiated while
Pilots being incapacitated and the the aircraft is moving.
necessity of an immediate evacuation 21.2.4 Evacuation Procedure
is evident, the Purser may initiate The Standard aircraft evacuation
evacuation immediately. announcement is made by the Captain
If the Captain decides that evacuation or designated crew member as
is not required, he/she shall advise the follows: Evacuate, Evacuate,
Cabin Crew by PA announcement. (LH/RH/ALL/FWD/REAR/ALL
Every evacuation shall be carried out AVAILABLE) exits. Additional
as quickly as possible. The passengers instructions should be included as
shall be instructed to leave the aircraft conditions warrant.
without their belongings and directed When the command to evacuate is
to a position which is a safe distance given, the evacuation must be
away. conducted aggressively. The hazard to
21.2.3 Communication with the Cabin passengers and crew may increase as
Whether an evacuation is planned or time passes. Variations from standard
unplanned, early advise to the cabin procedures should be avoided unless a
occupants is essential. specific condition clearly indicates a
If the need for an evacuation cannot non-standard course of action.
be determined immediately, the The suitability of an exit should be
Captain should announce Cabin evaluated before it is used. Some
Crew at Stations considerations are: height above the
Edition 1 Page 9
Rev : 00
ground, its proximity to a fire, or its On land, if the aircraft is not

relationship to waves or the water line. hazardous, it may be re-boarded to
If an exit is not safe to use, passengers remove items that could improve the
should be directed to another exit. As passengers comfort, such as first aid
each passenger reaches an exit, he/she kits, life rafts, beverages, food, shoes,
must be urged to move rapidly coats, and blankets.
through it and onto the slide or, in the All crew members should mix with
event of ditching, into the life raft or the passengers and reassure them that
the water. arrangements for their welfare are
If the evacuation is conducted on land, underway. Crew members should not
passengers should be instructed to group together or disassociate
clear the bottom of the slide, move themselves from the passengers.
without delay as far away as possible, Survivors should remain in the
and remain assembled in a group. vicinity of the aircraft unless there is
Passengers evacuating ahead of the definite reason to believe that search
wing should be directed beyond the and rescue efforts will not locate it.
nose of the aircraft. Passengers First aid instructions are in each first
evacuating behind the wing should be aid kit. Survival instructions are in a
directed beyond the tail. This is survival booklet which, together with
intended to reduce the exposure of a first aid kit, is in the accessory kit
persons to a wheel or fuel explosion. attached to each life raft.
When all that is possible has been
21.2.5 Conduct Following Evacuation done concerning the welfare of the
As soon as the evacuation has been passengers and crew, the Captain
completed the Captain should direct should take whatever precautions
activities as necessary to ensure the he/she can to safeguard the aircraft
general welfare of the passengers and and its contents.
crew. Injured persons should be given When rescue assistant arrives, the
all available aid and comfort. If there Captain should oversee the orderly
is a physician or trained nurse among transfer of responsibility for the care
the passengers, he/she or she should of passengers from his own and his
be asked to assist. crews jurisdiction. Until this is
While the primary object of an aircraft accomplished, the primary
evacuation is to offload all occupants responsibility of the Captain and his
promptly, consideration should also crew is the welfare of the passengers.
be given to removing emergency This must have priority over all other
equipment that could be of use duties and responsibilities.
following the evacuation, such as fire Following an accident, it is important
extinguishers, first aid kits, to enlist the co-operation of airport
flashlights, megaphones and the officials and the police to ensure that
emergency radio. This consideration is vital evidence is not lost by
particularly important if the interference with the wreckage before
evacuation is accomplished away the arrival of the official investigating
from an airport, in a remote area, or in team.
extremes of temperature.
Edition 1 Page 10
Rev : 00
21.3 STARTING & TAXI

21.3.1 Starting
Engine/tailpipe fires developing
during start up shall be brought under
control by Flight Crew action as per
the appropriate checklist. The Fire
Department must be called to assist as
soon as possible.
Note: The fire extinguishers used by
Ground Crew are of limited value for
such types of fires for reasons of
accessibility of engines, type of agent,
etc.
Edition 1 Page 11
Rev : 00
21.4 REJECTED TAKE-OFF specific phases of takeoff as stated in

21.4.1 General the FCOM.
The occurrence of a malfunction The probability of a system
during takeoff calls for the full co- malfunction should always be
operation of all Flight Crew members considered prior to each takeoff to
as well as for sound and quick minimize the possibility of a hasty or
decisions by the Captain. To be erroneous decision during the actual
properly prepared for such situations, takeoff run.
a good takeoff briefing is essential. The decision on whether to reject a
takeoff is influenced by several
21.4.2 Policy factors, including:
21.4.2.1 Control of Aircraft Nature of the failure or
The decision to continue the takeoff or malfunction. Actual
to reject rests solely with the Captain. speed at time of failure or
The stop action shall be made by malfunction.
CM1. Actual takeoff weight in relation
CM1 keeps his hand on the throttles to the maximum possible value.
until V1 is reached whether he/she is Runway length and surface
the PF or PM. conditions.
If he/she decides to reject the takeoff, Obstacles in the climb out path.
he/she shall announce his intention by Meteorological conditions, etc.
calling out STOP. At the same time, Accordingly, the following policy
he/she shall initiate the reject shall generally apply:
procedures listed in the respective Serious failures or malfunctions
FCOM for the particular type of such as engine or aircraft fire,
aircraft. structural damage, flight control
If the First Officer is making the failure, unsafe takeoff warnings,
takeoff, the Captain shall keep his etc. before VI shall in principle
hand on the thrust levers until V1. be handled according to the basic
Should a rejected take-off be policy below.
necessary, the Captain will make the Minor malfunctions may justify a
decision and initiate it. By calling continued takeoff, especially in
STOP the Captain automatically marginal conditions and at a
takes control of the aircraft and the speed close to VI.
First Officer will assume the actions Note: A lack of any response to a
of the PM. malfunction should be considered a subtle
incapacitation.
21.4.2.2 Decision Factors There shall be no attempt to
It is impossible to list all the factors troubleshoot or rectify a fault during
which could lead to the decision to the takeoff roll.
reject the take-off, but in order the Certified performance data is
help in the decision process, the normally based on a smooth, dry, hard
ECAM (A-310) / EICAS (B-777) / surfaced runway unless otherwise
Master Warning inhibits the warnings specified. When the speed is above
which are not paramount during 80/100 kts, a takeoff should be
discontinued only if a serious
Edition 1 Page 12
Rev : 00
malfunction affecting safety occurs, in the calculation of the stopping

such as sudden loss of thrust, engine distance on a dry runway.
fire, explosion, or serious malfunction With an engine failure near VI
of the flight controls. on a marginal, wet runway, the
Therefore, the basic policy is to be go- associated wet runway
minded, but if the stopping actions can performance corrections might
be initiated prior to V1, reject the not entirely compensate for the
take-off. increased stopping distance
Additionally, only those malfunctions actually required.
which have a direct bearing on the The ability to stop in the remaining
decision to abort should be called out runway can be affected by any of the
during the take off roll. The call following factors:
should be made in clear and concise Delay in initiating stopping
terms by the crew member who first procedures.
notices the malfunction. Tyres damaged.
If a rejected take-off is initiated at or Brakes worn or not working
near VI during a runway limited correctly, initial temperature
takeoff it is essential that the higher than normal.
manufactures recommended Brakes not fully applied.
procedure be followed to achieve Runway friction coefficient
maximum stopping capability. reduced.
Standard calls must be adhered to Error in gross weight
unless the safety or performance of determination.
the aircraft is considered to be Runway line up not considered.
affected.
21.4.2.4 Decision Management Below
21.4.2.3 Take-off Speed (VI) 80/100 kts.
Although we cannot list all the causes,
A Rejected Takeoff is a demanding discontinuing the take-off should be
maneuver, especially when speeds seriously considered if any.
approach VI. ECAM/EICAS/Master Warning
In case of a rejected takeoff before VI, comes on.
the basic VI concept provides If the aircraft is dispatched with a
protection to reject a takeoff safely known defect which may activate
within the required runway length, ECAM / EICAS /Master Warning but
provided that: which in itself does not warrant a stop
The decision to stop has been call, the Captain may wish to ignore
made before VI and the first such ECAM/ EICAS warnings.
action of retardation has been Note: The speed of 80/100 kts is not critical
initiated by VI. and is chosen in order to help the captain
The runway is dry. make his decision and avoid unnecessary
Full braking is applied. stops from high speed.
Note: Use of reverse thrust
additionally decelerates the
aircraft although the effect of
reverse thrust is not considered
Edition 1 Page 13
Rev : 00
21.4.2.5 Above 80/100 kts & Below VI The aircraft should be stopped,
Rejecting the take-off is a more straight ahead on the runway
serious matter, particularly on slippery centerline. If the aircraft is brought to
runways and could lead to a hazardous a halt on the runway, the Captain must
situation when the speed is close to ensure that the emergency is under
VI. The decision to reject the take-off full control before attempting to taxi
should only be taken for a very few the aircraft clear. Emergency vehicles
causes the main ones being: can approach the aircraft more easily
Fire warning or severe damage when it is on a runway rather than on
Sudden loss of engine thrust a taxiway
Conditions or malfunctions
where there are unambiguous
indications that the aircraft will
not fly safely
ECAM/EICAS/Master Warning
(which are not inhibited above
70 kts)
Any fire on board.
Engine failure
T.O. Configuration Warning
Note 1: Nose gear vibration should not lead
to an RTO above 80/100 kts.
Note 2: In case of a tyre failure in the VI
minus 20 to VI range: unless debris
from the tyres have caused serious
engine anomalies it is far better to get
airborne, reduce the fuel load and
land with a full runway length
available.
Note 3: Flight control jamming will most
likely be detected at the 80/100 kts
check or at rotation. When felt at
80/100kts the takeoff should be
rejected, while after VI the takeoff
must be continued, using PM
assistance if necessary.
Note 4: The call VI has precedence over
any other call.
21.4.2.6 Action in the Event of Fire on the

Ground
As soon as such an emergency
becomes apparent, e.g. fire risk, fire or
structural failure, etc. the Flight Crew
shall perform the On-Ground
Emergency checklist.
Edition 1 Page 14
Rev : 00
21.5 TAKE-OFF & CLIMB control of the aircraft until it is safely

21.5.1 Engine Failure After VI stopped or safely airborne.
The PF shall establish a safe climb out
and plan for a landing at a suitable 21.5.3 Overlimit
airfield as stated in the preflight Whenever an over limit warning
briefing. One of the following occurs while an inversion is forecast
solutions should be considered: or reported, or in the Captains view
Climb to the appropriate engine an inversion was a contributory factor,
out acceleration altitude. Level record the fact in the Tech Log. If
off, accelerate and configure the possible, record the OAT increase
aircraft for maneuvering. Climb through any inversion.
to MSA or the altitude advised Monitoring of the aircrafts
by ATC at maneuvering speed. performance and flight path takes
Proceed towards a convenient precedence over recording of any
holding site or as advised by data.
ATC.
Follow the special engine out 21.5.4 Tyres and Brake Problems
procedure if published in the Experience has shown that blown
Jeppesen Route Manual as it tyres or structural failures of the
provides safe obstruction landing gear during takeoff may cause
clearance in case of engine severe damage to other parts of the
failure. aircraft such as wings, flaps, fuselage,
Follow the normal SID or part engines, hydraulic and electrical
of it as contained in the ATC systems. In cases of suspected or
clearance if aircraft gross weight reported failures of this type it is
and climb performance permit therefore recommended:
and obstruction clearance in not To leave the landing gear
in doubt. extended, performance
Follow any route over known permitting in order to avoid
obstruction free areas at the further complications such as
Captains discretion. jammed gear, wheel well fire or
Should an engine fail during climb to an explosion.
cruising altitude, a landing at the To ask via ATC for an
airfield of departure shall normally be inspection of the takeoff area in
made. ATC shall be notified and order to check for evidence of
advised of the Captains intentions as possible damage and to avoid
soon as possible following an engine hazards caused by debris on the
failure. runway.
Note: While ATC may be requested to
21.5.2 Engine Fire Warning visually examine the aircraft for external
An engine fire warning during takeoff has damage during the course of normal
to be handled operationally in the same way maneuvers, low passes over the control
as an engine failure on takeoff. It is the tower should not normally be made. For
Captains responsibility to decide at what more information refer to Landing Gear
moment the engine has to be shut down. Problems in section 21.8.
The first priority must be the complete
Edition 1 Page 15
Rev : 00
Low landing weights are more

favorable for a landing with damaged
landing gear, but dumping of fuel,
where possible, is not advisable if a
risk or susCapt.ion of fire exist. It will
depend on the situation whether an
emergency evacuation shall be
prepared and performed. Additional
precautionary measures may be
advisable depending on the situation.
The critical area around the landing
gear should be avoided as far as
possible for at least 20 minutes after
landing.
Captains should be reluctant to
continue the flight as damage may not
show up immediately, but the
aircrafts condition may deteriorate
during continued Flight.
21.5.5 Inability to Retract the Landing Intentionally Left Blank

Gear
If the landing gear cannot be retracted
after takeoff, the flight may, at the
Captains discretion, land at the
nearest suitable airfield or continue to
the planned destination. If the decision
is made to continue the flights,
consideration shall be given to:
Weather enroute.
Terrain enroute.
Aircraft performance (including
the possibility of subsequent
engine failure).
Trip length.
Increased fuel consumption.
Any further restrictions
stipulated in the FCOM.
Edition 1 Page 16
Rev : 08
21.6 CRUISE, DESCENT AND 5500kg (B747) as minimum fuel

APPROACH for landing criteria shall also
21.6.1 Engine/System Failures apply for calculating fuel
In case of an engine failure en-route, a requirement for 3-engine flight to
landing shall be made at the nearest the destination and diversion to
practicable airport. Captains shall the designated alternate.
exercise their good judgment over the
selection made. In the event of system 21.6.3 Explosive Decompression/
failure the recommendations of the Emergency Descent
FCOM should be followed. During flight at high altitudes, all
In all cases replanning must be carried Fight Crew members must be
out and it must be ensured that the prepared for an explosive
flight proceeds at or above the decompression of the cabin. In case of
MOCA/MORA. Drift down such an event, an emergency descent
procedures as contained in FCOM must be initiated immediately to
must be used. protect passengers due to the limited
Note: On ETOPS sectors, the ETOPS availability of emergency oxygen. Be
segment shall not be entered unless all the aware that an emergency descent as
requirements relating to equipment such exposes the aircraft, its
serviceability are met occupants and other aircraft in the
area to further hazards (The oxygen
21.6.2 Four Engine Aircraft requirements on routes involving high
In case of an engine failure the PIC terrain are calculated by Operations
must, depending on the circumstances Engineering and charts are inserted in
(e.g. technical condition of aircraft, Jeppesen Route Manual, where
terrain, weather, etc) decide whether a required).
precautionary landing at a practical If an emergency descent has to be
airfield has to be made, or whether it made, the aim must be to bring the
is safe to continue to the destination. aircraft down rapidly to an altitude
If the PIC decides to continue the where the passengers can breathe
following shall apply: normally. Ensure that there is no
A practical airfield shall be serious damage to the aircraft
available within 2 hour at 2- structure before commencing a high
engine-out cruise speed at all speed descent.
times, on the planned route. Do not make a steeper descent than
The 2-engine-out drift down the situation warrants. Recommended
altitude shall be above initial level off altitude is the higher of
MOCA/MORA on the planned 10,000 or MORA.
rout. For detailed guidance relating to flight
For a possible 2-engine-out crew actions, functions and task
diversion to an emergency sharing refer to aircraft specific
airfield, fuel dumping is FCOM .
authorized to the extent that
landing is made with minimum
of 5500kg (B747) of fuel.
Edition 1 Page 17
Rev : 08
21.6.4 Interception of Aircraft

In case of a PIA aircraft being intercepted
by a military aircraft the Captain shall,
whenever possible, comply with the
interceptors signals /demands in the
interest of flight safety. For a detailed
explanation of signals and procedures refer
to the Jeppesen Route Manual.
21.6.5 Political /Military Orders for

Unscheduled Landing
Political or military order via ATC for
an unscheduled landing are only
compulsory if the given reason is
legal. The Captain is normally not in a
position to judge this legality at the
time. In order to avoid repercussions,
the Captain is advised to comply with
such imperative requests:
As long as the aircraft proceeds
over the territory of the requiring
state, and
If the safety of the operation
permits (weight, navigation Intentionally Left Blank
facilities, runway and airport
conditions).
PIA will initiate the necessary
diplomatic steps if the landing request
was illegal and thus caused
embarrassment to passengers or the
Company.
Edition 1 Page 18
Rev : 08
21.7 ENGINE-OUT APPROACHES & adjustment to the minima for an

MISSED APPROACHES approach if they consider that the
21.7.1 Single Engine Approach required missed approach gradient
The lowest possible one-engine out will not be met under conditions of
minima depend on the certification of degraded aircraft performance. e.g.
the particular aircraft type. It is PIA engine, flap, landing gear malfunction
policy that engine-out approaches etc.
shall not be made to minima below
CAT1 unless there is no other option. 21.7.3 Terrain Avoidance Maneuver
It is the Captains prerogative, taking A GPWS/ EGPWS activated Terrain Alert
into consideration such factors as shall require an aggressive pitch-up
weather, runway conditions, maneuver by recall by the flight crew to
additional technical problems actual extract maximum performance from the
weight, etc. to select a higher minima airplane. The exception to this need shall
than that published for the approach. only be when flight crew is visual with
If possible an airport should be ground/ terrain and they can confirm the
selected with weather conditions of at alert not to be a threat. Aircraft specific
least circling minima, and a runway FCOM/ SOP crew actions and task sharing
where glidepath assistance is shall be adhered to until the imminent threat
provided. is removed.
21.7.2 Single Engine Missed Approach.

The missed approach procedure
published on the approach chart is
normally based on a climb gradient of
2.5%.
If obstacles exist around the airport
and an even higher climb gradient
may be required. This will be
published on the applicable Jeppesen
missed approach procedure.
For such critical airfields engine-out
minima may additionally be published
in the Jeppesen Route Manual based
on climb performance, maximum
landing weight and standard
conditions for temperature and
pressure.
The acceleration altitude for all engine
and engine out missed approaches will
be the Jeppesen published missed
approach altitude.
Generally a 2.5% gradient will, in
almost all cases, be exceeded during
an all-engines missed approach.
However, Captains should make an
Edition 1 Page 19
Rev : 08
21.8 LANDING passengers on the exits to be used.

21.8.1 Emergency Landing Consideration should be given to the
The amount of preparation that can be type of emergency in progress, and
made for an emergency landing or passengers must be instructed not to
ditching depends on the time available use certain exits if they are liable to be
before landing. In case of an hazardous. For an emergency
anticipated emergency landing the landing on land, two adult males
Captain shall summon the Purser to should be assigned to precede other
the Cockpit by announcing: passengers down each slide and
Purser to Cockpit immediately instructed to hold the slide in position
Preparations must be as thorough as and assist other passengers. This is
time permits. The following should be important in strong or gusty winds.
accomplished:
For a ditching, complete the 21.8.2 Announcements
preceding announcements, as The following announcements are
outlined. provided for use as conditions
Review the general evacuation indicate. When an emergency landing
plan, including the operation of or ditching is imminent, the Captain
the seat belts, doors, slides, (or his delegate) shall announce two
emergency exits, life vests, and minutes prior to touchdown:
life rafts. Cabin crew take positions for
Designate able bodied and Landing
willing passengers to primary Cabin crew take positions for
and alternate exits with briefing. Ditching.
Assign competent people to aid 30 seconds before touchdown, Captain
children and handicapped or designated Crew member shall
passengers. announce;
Place hand baggage, loose items Brace for impact
that cannot be stowed securely, Once the Captain has decided to
and potentially dangerous evacuate the aircraft:
personal articles in lavatories .Evacuate, Evacuate,
and lock the doors from the (LH/RH/ALL/FWD/REAR/ALL
outside. AVAILABLE) exits
Turn off the galley power. The cabin attendants will direct the
Secure the galley and class passengers to the available evacuation
divider curtains open. exits by shouting:
Whether on land or water an Open Seat Belt, Leave Everything,
emergency landing can result in This Way
sudden and violent forces acting on
the aircraft before it comes to a 21.8.3 Hard Landings
complete stop. Seat belts must not be Normal sink rates during touchdown
unfastened until the aircraft has come are between 120 to 180 feet per
to a complete stop minute. Touchdowns with sink rates
If time permits prior to an emergency of 360 to 420 feet per minute, while
landing that may require an aircraft less comfortable and are often
evacuation, the Purser shall brief the mistakenly called Hard Landings. It
Edition 1 Page 20
Rev : 00
should be understood that the entered in the aircraft Technical Log

expression Hard Landing in the as outlined above.
technical sense refers only to a
landing with a sink rate of 600 feet per 21.8.5 Landing Gears Problems
minute or higher. 21.8.5.1 Landing Gear Not Looked
During certification, FAA regulations Down.
require the demonstration of landings If one or more wheels fails to lock
with such a sink at maximum down, the landing should be made on
certificated landing weight. Hard the remaining wheel (s), even if only
landings in the sense of the technical on one leg, in preference to an
definition must be reported in the attempted belly landing. No attempt
aircraft Technical Log. should be made to lock down any part
of the landing gear by a brush
21.8.4 Overweight Landing landing. Research indicates that any
Overweight landings are authorized part of the landing gear even a leg
under abnormal conditions, e.g. in without wheels than can be used to
case of a technical malfunction or due keep the aircraft from rubbing along
to safety reasons, which make an ground considerably lessens the risk
unforeseen landing necessary. The of fire. Such a landing, or
Captain should ensure that the actual one with the landing gear retracted,
touchdown is made with the minimum should always be made on a paved
rate of descent commensurate with surface rather than on grass or other
safety. soft surfaces. Access for fire and
Up to maximum certified take-off rescue services is easier, and it has
weight landings with sink rates of 360 been shown that there is less
feet per minute or less usually do not likelihood of component or structural
require an overweight landing damage. The fire hazard from sparks
inspection. Refer to the applicable caused by sliding contact between the
FCOM for further information. fuselage and a paved surface is
In the event of a declared emergency considerably less that from broken
the Captain may take any action fuel lines if engine nacelles etc, are
deemed necessary, including ripped off after digging into a soft
disregarding any landing weight surface, or striking underlying
limitation. An overweight landing obstructions.
must be recorded in the Aircraft It is unlikely that a low flypast of the
Technical Log mentioning the aircraft control tower will add much to
weight and rate of descent at information derived from the flight
touchdown (if possible). deck indications. A low flypast should
Overweight landings should never be only be undertaken when there is good
planned. Where enroute fuel reason to believe that knowledge of
consumption has been less than the state of the landing gear can be
expected and an overweight landing is improved from such a maneuver.
a possibility, Pilots should review the Note: For further information see
overweight landing check list prior to Tyre and Brake Problems Section
the approach. In this case overweight 21.6
landings are authorised but must be
Edition 1 Page 21
Rev : 00
21.8.6 Foam Carpets

It is company policy not to request a foam
carpet for an emergency landing with a
defective landing gear. There is little
evidence that this practice has any
advantage for large commercial aircraft.
Preplanning and special equipment are
necessary. The operation may take one hour
or more and may severely deplete the crash
facilities and manpower available for any
subsequent fire emergency. A foam blanket
does not reduce the ignition potential of
titanium sparks, and its efficiency is
affected by weather conditions. Friction
reduction is negligible. If, however, the
service is available and is offered without
delay by ATC the Captain may elect to use
it.
21.8.7 Communication with Airport Fire Intentionally Left Blank

Services
At a number of airfields, direct R/T contact
is available between and aircraft which has
completed a declared emergency landing
and the officer in charge of the Airport Fire
Services. A captain who wishes to use this
service should inform ATC, who will
advise the appropriate frequency and call
sign. It must not be used until the aircraft
has landed and stopped, and in no way
invalidates other existing emergency
landing procedures.
Edition 1 Page 22
Rev : 00
21.9 DITCHING downwind and is a reliable

21.9.1 General indicator of wind direction.
Before a ditching, all available time Wind Speed The following
should be used to remind the conditions can be used as a
passenger of evacuation equipment guide:
and procedures. For a ditching, at least 1. A few white crest -8-17 kts.
two adult males should be assigned to 2. Many white crest -17-26 kts.
each exit. Evacuating passengers from 3. Streaks of foam on water -23-
the airplane, if needed. Exits should 35 kts.
not be opened until the aircraft has 4. Spray from waves 35-43 kts.
come to a complete stop.
Operation of slides is prescribes in the 21.9.3 Sea State
FCOM. Primary swells can best be identified
The bracing position is to be assumed from altitudes of 10,000 12,000 ft.
on the command: Surface conditions can best be
Brace for impact. assessed at approximately 500 ft.
Initial contact can be expected to When there is no swell. Ditching
occur in approximately 30 seconds. should be made into wind.
Survival after ditching depends to a When surface wind is greater than 35
great extent on how rapidly rescue is kts ditching should be made into wind
affected. Therefore, it is important that regardless of the direction of the
ground stations be advised as soon as swell. Ditching into the upslope of
possible of any occurrence that could swell should be avoided.
result in a ditching. When the surface wind is less than 35
Ditch near surface vessels if possible. kts ditching should be parallel to the
The captain should also consider swell and as nearly into wind as
requesting any other aircraft to remain possible.
in the area as an escort, as it could be
helpful in directing rescuers to ditched 21.9.4 Technique
aircraft. The captain should determine If possible, the ditching should be
the full assistance potential from any accomplished while engine power is
sources. available to permit maneuvering to a
favorable touchdown area. During a
21.9.2 Determining the Ditching Heading ditching at night, the landing lights
The Recommended direction of should be used to illuminate the
ditching is dependent on wind surface of the sea. The final approach
direction and velocity as well as sea and landing should be made with the
state. Weather and sea conditions gear up and full flaps, using V Ref. as
should be determined from whatever target speed. The landing gear
sources are available. If independent warning should be silenced.
information is not available wind and Touchdown should be made with the
sea state any be assessed as follow: slowest forward speed and lowest
Wind Direction: Waves move descent rate consistent with adequate
and break downwind. Spray control. The pitch attitude should be
from wave tops moves about 10 degrees nose up. This
provides optimum planning action and
Edition 1 Page 23
Rev : 00
load distribution over the bottom of feet towards the center. No one should be
the fuselage. The wings should be allowed to stand. Sharp objects,
level with the surface of the sea, not including shoes, that could damage the
with the horizon. See the FCOM for raft should have been removed or
specific aircraft type procedures. The otherwise disposed off. Personal
aircraft should not be allowed to fall movement should be restricted.
through to touchdown from a stall. When all persons are on board the raft,
This would result in a severe impact, the lanyard should be cut. The sea anchor
which could collapse the bottom of should be deployed promptly. All loose
the fuselage, followed by an abrupt equipment should be secured when it is
deceleration caused by the nose not in use so that is not lost or washed
burying itself in the sea. overboard.
Rafts should be tied together only in a
21.9.5 Evacuation Following Ditching. very calm sea. This will provide a larger
After the aircraft has come to a stop, target for search and reuse unit and
the slide raft shall be deployed from permit optimum distribution of rations
the available exit. Immediately and equipment. If there is any
following inflation, the raft should be: appreciable wave motion raft should be
Attached to a secure part of the separated to avoid the hazards of
aircraft structure using the collision and upset.
mooring line.
Boarded by at least two adults.
If possible, person should be transferred
directly from the aircraft into the life
rafts. The importance of doing so
depends on the sea state, the weather,
and the extent of personal injuries. If
unable to board the rafts directly from
the aircraft, passengers should be
instructed to inflate their life vest as they
leave the aircraft. Person on the wing
should hold on-to wing life line. Those
in the water should hold onto a life raft
heaving line to avoid drifting or being
washed away.
The first crew member to board the raft
should ensure raft inflation, assistant in
the boarding of other persons and hold
the raft away from damage aircraft
structure.
Person in the raft should assist other
person aboard, preferably at the boarding
station. It may be quite difficult for a
person to board the raft from the water
without help. Person in the raft should sit
with their backs against the rail and their
Edition 1 Page 24
Rev : 00
21.10 LOSS OF COMMUNICATION c. The minimum altitude for the route

PROCEDURES being flown.
When radio communication fails on d. A change of altitude / flight level
an assigned frequency, the Pilot shall should be considered at turning
attempt to make contact on another set points where a level change is
if available. If unable he/she shall then required in accordance with ICAO
try to contact on any appropriate radio regulation and originally filed.
frequency or 121.5 MHZ. A relay Holding:
through other stations (including If holding is required at a fix to be
another aircraft) with which used, holding and descent to the initial
communication can be established approach altitude should be made
should be attempted. within the holding pattern and in
If radio communication fails on the accordance with the procedure
ground, the flight will not depart until published.
rectified. Leaving the fix and descent:
If radio communication fails during Leaving the fix and descent should be
flight, follow the specific instruction in accordance with ICAO regulation
for the country which is being over or are as specifically prescribed by
flow, or use the ICAO general each state and published in the
procedure as follows: emergency section of the Jeppesen
Transponder: select code 7600 Route Manual.
Listen out on VOR frequencies: Receiver failure:
In some areas ATC can transmit If the receiver fails, pilots should
on these and do so when transmit appropriate message and, if
communication failure is in VMC, expect light signals as per
recognized. the following table from the control
Routing should be in accordance tower landing and taxi instructions.
with whichever is applicable as
follows:
a. Route assigned in the last ATC
clearance received.
b. On Radar vector, via the direct
path to the fix or airway
specified in the vector clearance.
c. With no assigned route or no
route advised by ATC via the
path filed in the flight plan.
Altitude: the altitude / flight
level is the highest of the
following:
a. Altitude or flight level last
assigned.
b. Altitude / flight level ATC has
advised may be expected in a
further clearance.
Edition 1 Page 25
Rev : 00
Light Signal On Ground In flight

Steady Green Cleared for T/O Cleared to land
Flashing Green Cleared for taxi Return for landing
Steady red Stop Give way to other traffic
Flashing red Clear the runaway Airport unsafe - do not land
Flashing White Return to Ramp -
Alternate Red / Green Exercise Extreme Caution
Edition 1 Page 26
Rev : 00
21.11 INCAPACITATION OF FLIGHT provide the first indication of arising

CREW MEMBERS problems. A good means of detection
21.11.1 Types of incapacitation is to follow the two-communication
Regular medical examination should rule i.e. any time a Flight Crew
ensure that crew members are member does not respond
physically and mentally able to do appropriately to two verbal
their job. Experience shows however communications, or any time a Flight
that Incapacitation of Flight Crew Crew member does not respond to any
members is not an uncommon cause verbal communication associated with
of incidents and can occur in all age a significant deviation from the
groups and all phases of flight. intended flight path, an incapacitation
Incapacitation can be divided into two must be suspected.
categories:
Obvious incapacitation means 21.11.2 Action in the Event of Pilot
total functional failure and loss Incapacitation
of capabilities. In general it will Whenever Pilot incapacitation may be
be easily detectable and of suspected or is obvious, the following
prolonged occurrence. Among steps shall be taken by the other Pilot:
possible causes are heart Declare Emergency
disorders, severe brain disorders, Assure a safe condition of flight
Internal bleeding, food Take over the controls
poisoning, etc. immediately.
Subtle incapacitation is Engage the autopilot.
considered a more significant Summon a Cabin Crew member
operational hazard, because it is immediately for assistance.
difficult to detect and the effects Remove the incapacitated Pilot
can range from partial loss of from the controls.
function to complete Analyze flight operational aspects:
unconsciousness. Among the The condition of the
possible causes might be minor incapacitated Flight Crew
brain seizures, hypoglycemia member.
(low blood sugar), other medical The remaining flight time of the
disorders, extreme fatigue or planned flight leg.
preoccupation with personal The suitability and knowledge of
problems. Because a Flight Crew enroute airfields for an
member may not be aware of or emergency landing.
capable of rationally evaluating Note: In general, the aircraft
his/her situation this type of must land, after declaring an
incapacitation is the more emergency, as soon as
dangerous one. practicable.
The most important preventives
measure is to maintain a high standard
of alertness. Routine adherence to
Standard Operating Procedures and
flight deck discipline is stressed
because a procedural deviation might
Edition 1 Page 27
Rev : 00
21.11.3 Care of the incapacitated Flight Co-ordination of sleep before

Crew member and between flights. This ensures
Arrange for medical assistance in that crew member commence
flight and after landing. flight duty in as physical fit and
Prepare the flight deck for landing. well rested condition as possible
Request whenever possible a long, and requires personal attention to
straight in approach. items such as sleeping and eating
Perform the approach checks earlier patterns, and consideration of the
than normal. effect of drugs, alcohol, caffeine,
Request radar vectoring whenever nicotine, etc.
possible. Fatigue management during
Fly the aircraft from your normal flight: Flight Crew member shall
position, do not change seats. inform their colleagues if they
are in a state of extreme fatigue
Organize your work after landing.
or indisposition. It is then the
First officers must not attempt under
Captains duty to organize
any circumstances to taxi the aircraft
teamwork and available alert
from the Captains seat.
systems in the cockpit to allow
Get the incapacitated Flight Crew
for short recovery periods.
member offloaded and to the
Other means to alleviate such a crisis
ambulance at a suitable location and
can be:
as quickly as possible.
Bright cockpit illumination, if
Arrange parking of the aircraft. operationally feasible, e.g. in
Obvious incapacitation, sometimes cruise.
sudden and complete, may result from Physical activity in the cockpit.
food poisoning which can occur at e.g. exercises in or out of the
any location, but primarily in areas of crew members seat.
poor hygiene. Food poisoning does
First officer after landing must stop
not show its effects in a uniform
the aircraft on runway and request
manner or in a given time period after towing. ATC to be advised before
consumption, a fact which has to be
landing.
considered, especially for flights with
long duty periods. A critical situation
may also arise for the other Flight
Crew member(s).
Undue fatigue can produce very
similar effects to incapacitation. The
general physical capabilities are
substantially reduced and can even
lead to mental absences of short
duration (micro sleep). These effects
are also enhanced in period of low
flight deck workload. In order to
counteract undue fatigue two main
point shall be considered by Flight
Crew members:
Edition 1 Page 28
Rev : 08
21.11.4 STANDARD COMMANDS

Commands Medium Action by Cabin Crew
Secure self in jump seat
1. Cabin crew take your seats/stations for PA
Take-Off
Secure self in jump seat
2. Cabin crew take your seats/ stations for PA
Landing
Arm Doors and cross check
3. Cabin crew arm the door slides and PA
cross check
Disarm Doors and cross check
4. Cabin crew disarm the door slides and PA
cross check
Evacuate passengers through the
5. Evacuate, Evacuate, PA available exits
(LH/RH/ALL/FWD/REAR/ALL
AVAILABLE) exits
Cockpit crew Incapacitation. Any
6. Cabin Crew to cockpit PA cabin crew member closest to the
cockpit responds
Close to impact
7. Brace for impact PA Emergency landing/ditching
Safe to go in cabin after
8. Purser to cockpit PA decompression
Secure self at stations final
Planned Emergency Landing/Ditching PA checks for emergency
Landing/Ditching
9. Cabin crew take positions for Landing
10. Cabin crew take positions for Ditching

11. Cabin Crew and passengers remain Severe Turbulence
PA
seated(in flight)
Declaration of emergency
PA
12. Purser to Cockpit immediately
Standby for Evacuation
13. Cabin crew at stations PA
Evacuation not required
14. "Cabin Crew & Passengers remain PA
seated
Edition 1 Page 1
Rev: 00
SPECIAL FLIGHTS 25th Mar, 2008
CHAPTER 22: SPECIAL FLIGHTS

TABLE OF CONTENTS
23.0 Training and Test Flights
22.0.1.1Training Flights... 2
22.0.1.2 Test Flights..... 2
22.0.2 Regulations 2
22.0.3 Weather Conditions for Training Flights... 2
22.0.4 Weather Conditions for Test Flights.. 2
22.0.5 Crew Qualifications... 2
22.0.5.1 Training Flights.. 2
22.0.5.2 Test Flights. 2-3
22.0.6 Co-Ordination with ATC and Authorities. 3
22.0.7 Load Sheet. 3
22.0.8 Passengers Policy... 3
22.0.9 Responsibility of the Captain. 3
22.1 Other Special Flights
22.1.1 Sightseeing Flights..... 4
22.1.2 Non Commercial Technical Ferry Flights. 4
22.2 Special Airports
22.2.1 Route Qualifications..... 5
22.2.1.1 General 5
22.2.1.2 Requirement 5
22.2.2 Aerodrome Category. 5-6
22.2.4 Alternate Destinations... 6
22.3 Requirements for Special Airport Clearances (TURBO PROP)
22.3.1 GILGIT, SKARDU 7
22.3.2 CHITRAL.. 7
22.3.3 Recency. 7
22.3.4 Additional Requirements for Captain and First Officer for
Chitral, Gilgit and Skardu. 7
22.3.5 MUZZAFARABAD, RAWALAKOT. 7-8
22.3.6 Recency 8
22.4 Requirements for Special Airport Clearances (TURBO JET)
22.4.1 KATHMANDU, SKARDU, ALMATY 9
22.5 Requirements for North American Aerodromes
22.5.1 Initial Qualification. 10
22.5.2 Recency 10
22.5.3 Charter Operations.. 10
22.7 Route Qualification Supplement
22.6.1.1 Category A Aerodromes.. 11
22.6.1.2 Category B Aerodromes.. 11
22.6.1.3 Category C Aerodromes (Far East)..... 11
22.6.1.4 Category C Aerodromes (Western Europe). 12
22.6.1.5 North American Aerodromes..... 12
22.6.1.6 Category- X Aerodromes 12
Edition 1 Page 2
Rev: 00
22.0 TRAINING AND TEST FLIGHTS 22.0.4 Weather Conditions for Test
22.0.1 Definitions Flights
22.0.1.1 Training Flights The Test flights mentioned in table
Are flights under the jurisdiction of 22.1 shall be flown during daylight
Chief Pilot Training and are required hours under VMC conditions.
for: For further details also refer to the
Qualifying/re-qualifying Operations Engineering Technical
Captains, First Officers and Bulletin on test flights.
Flight Engineers.
Supervising the abilities of 22.0.5 Crew Qualifications
Pilots/Flight Engineers under 22.0.5.1 Training Flights
normal and abnormal conditions Training Captain shall be at his designated
(Line Checks). stations at all times during flight training.
Flight Proficiency Checks The Trainee Pilot shall occupy the seat for
which he/she is being trained.
22.0.1.2 Test Flights
Are performed to ascertain the 22.0.5.2 Test Flights
airworthiness of an aircraft or its systems Following Test Flights must be conducted
for the PIAC Engineering and Maintenance by Instructor Pilot/Flight Instructor and
Department. They are required after certain Instructor Flight Engineer after:-
maintenance checks, and after a change of
flight controls or other components TABLE 22.1
affecting the flying qualities of the aircraft. Aircraft Type of Maintenance
They are conducted under the authority of Check
the Chief Pilot Technical. B747 Check D
B777 Check 4 C/D
22.0.2 Regulations A310 Check-D 5 yearly and
All training flights shall be carried out Check-2D 10 Yearly
in accordance with the procedures laid B737 Check D
down in the Flight Crew Training ATR 42-500 Check D
manual. All Acceptance Test Flights
All test flights shall be undertaken at Aircraft
the request of the PIAC Engineering
and Maintenance Department. An Operations Engineer shall be
on board for flights listed in
22.0.3 Weather Conditions for Training Table 22.1 along with a Test
Flights Flight Performa/ Check-sheet.
For all training flights, the normal All other Test Flights can be
requirements for weather minima and the conducted by an authorized Line
nomination of an alternate airfield shall be Pilot and Line Flight Engineer.
as per guidelines given in training policy. However at Karachi, all efforts
shall be made to schedule
Supervisory Captains and
Supervisory Flight Engineers.
Removal and re-installation of
the same components/engine
Edition 1 Page 3
Rev: 00
will also be considered as

replacement.
After a component is changed,
requirements of test flight will
be specified by the engineering
department.
22.0.6 Co-ordination with ATC and

Authorities
The designated Captain of the flight is
responsible for ensuring that the ATC flight
plan is filed.
22.0.7 Load sheet

A Load sheet is required for all training and
test flights.
22.0.8 Passengers Policy

No passengers shall be carried on any
test/base training flights. Only additional
Flight Crew members, inspectors of the
CAA Pakistan, Ground and operation Intentionally Left Blank
Engineers may be accepted by the Captain.
22.0.9 Responsibility of the Captain

The Captain shall:
Ensure that no unauthorized
persons are on board.
Make sure that all required
persons are on board.
Seat belt fastened whenever
conditions so require.
Ensure that all additional duty
personnel carried on board are
briefed about the Emergency
drills / procedures.
Ensure that the cabin and galleys
are secured.
Edition 1 Page 4
Rev: 00
22.1 OTHER SPECIAL FLIGHTS

22.1.1 Sight seeing Flights
Generally the regulations for Visual Flight
Rules (VFR) apply.
22.1.2 Non Commercial Technical Ferry

Flights
A ferry flight of an aircraft with
technical malfunctions, damage, etc.
outside the tolerances of the Minimum
Equipment List (MEL), to a station
where repair can be made, requires
special operational and technical
authorization from CAA Pakistan.
The cockpit crew required to conduct
ferry flight will be designated by SVP
Flight Operations/ Chief Pilot
Training in the light of CAA-
Pakistans A.N.O. on conduct of ferry
flights. Intentionally Left Blank
The applicable weather minima for
ferry flight will be as per the CAA
Pakistan ANO on Ferry Flights.
No passengers are allowed on such
ferry flights.
Any ferry flight shall be carried out
with strict observance of the
limitations and procedures laid down
in the FCOM and Airplane Flight
Manual for the type.
For special procedures relating to non
standard configurations refer to the
FCOM for the particular aircraft type.
Edition 1 Page 5
Rev: 00
22.2 SPECIAL AIRPORTS Category A

22.2.1 ROUTE QUALIFICATION Aerodromes which require
22.2.1.1GENERAL neither initial nor periodic route
Before operating a Company aircraft qualification.
engaged in regular public transport Category B
operations over a particular route, a Aerodromes that require a Route
pilot must be qualified in accordance training flight followed by a
with the CAA mandatory route check. Subsequently these
requirements. destinations will be considered
The SVP Flight Operations will lay as Category A aerodromes.
down all requirements for Category C
qualification of pilots, and the Chief Aerodromes requiring a route
Pilot Training will directly ensure check having a validity of one
compliance and CAA approval. year.
PIA Pilots will be trained by viewing Category C Recency
approved Audio Visual Programs for If a Pilot has not operated into the
the route proficiency or a aerodrome for a period exceeding 12
familiarization flight on the route or months but not exceeding 36 months, a
undergo route training. route check is required prior to operating
For purposes of Aerodrome or Route independently into the aerodrome. An audio
Qualifications a Route check will be visual briefing if available or a detailed pre-
the requirement according to the flight briefing must be conducted regarding
appropriate category qualification. aerodrome/Enroute procedures and briefing
There is no regulatory requirement for shall also include any changes, additions or
providing an additional crew member amendments to the aerodrome and route
during route/airfield competence related procedures.
qualification flights. As such a normal If this period exceeds 36 months, initial
crew compliment shall be detailed on qualification requirements shall apply.
these flights.
For flights requiring multiple crew Category X
operation, the crew member Aerodromes that requires special
undergoing route training or route training due to their topography,
check shall be considered as operating limiting airfield length, airfield
crew. requiring special procedures due
weather or airfield requiring
22.2.1.2 Requirement special procedures for
Captains shall maintain route qualification navigation during en-route
and recency at those aerodromes to which contingencies.
they could reasonably be expected to
operate in addition to satisfy the Category X Recency
fleet/aerodrome requirements. If a Pilot has not operated into the
aerodrome for a period exceeding 12
months but not exceeding 36 months, a
22.2.2 AERODROME CATEGORY route check is required prior to operating
There are four categories assigned to independently into the aerodrome. A
aerodromes. These four categories are: detailed pre-flight briefing must be
Edition 1 Page 6
Rev: 00
conducted regarding aerodrome/Enroute

procedures. The briefing shall also include
any changes, additions or amendments to
the aerodrome and route related procedures.
Note 1: for the purpose of route check
validity all category X aerodromes conform
to the validity requirements of category C
aerodromes.
Note 2: the initial six takeoffs and landings
for P-1/P-2 under supervision flying shall
not be planned on category X aerodromes.
22.2.3 AERODROME SPECIFIC

REQUIREMENTS
Aerodrome specific requirements are shown
in the Route Qualification Supplement.
22.2.4 Alternate Destinations

Where an aerodrome is nominated as an
alternate destination for a particular route, it
may be categorised as a Category -A
aerodrome (for purpose of alternate Intentionally Left Blank
selection).
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Rev: 00
22.3 REQUIREMENTS FOR SPECIAL Exceeding 12 months, the initial

AIRPORT CLEARANCES qualification requirements will
(TURBO-PROP) apply.
22.3.1 GILGIT, SKARDU
The Captain/First Officer has: 22.3.4 Additional Requirements for
Minimum 150 Hours on type Captain and First Officer for
Completed two route Chitral, Gilgit and Skardu
familiarization flights. During route training flights to the Northern
Shall undergo in depth briefing Area airfields, the Pilot under training must
by the Training or Check Pilot. be familiarised in the following areas of
Completed two route trainings operation:
under the supervision of a Operation via the Valleys at different
Training or Check Pilot qualified altitudes.
for that aerodrome. Diversion from direct route to valley
Completed two Route Checks to route from different positions and vice
the aerodrome. versa.
Note 1: Initial operation to the aerodrome Operation via Valleys at 12500 feet and
must be done within 14 days of the operation from designated point to
clearance. Islamabad at 9500 feet.
Action in case of pressurization failure at
Note 2: For flight crew who are already various points. Descend to 9500 feet.
cleared and operational on Gilgit sector This exercise has to be performed in
shall be required to undergo one route clear weather conditions only.
training and one route check for Skardu Positive identification of all reporting
clearance. points and salient features along the
22.3.2 CHITRAL routes in this area.
Briefing on weather that can be
Minimum 150 Hours on type experienced in the area during summer
Completed one route familiarization and winter, winds experienced in the
flight. surrounding area of the aerodrome and
Shall undergo in depth briefing by the its limitations on approach, landing and
Training or Check Pilot. missed approach.
Completed one route trainings under
the supervision of a Training or Check 22.3.5 MUZAFARABAD, RAWALAKOT
Pilot qualified for that aerodrome. Captains/First Officer has:
Completed one Route Checks to the Minimum 100 Hours on the
aerodrome. type.
In depth briefing by check
Note 1: Initial operation to the aerodrome captain.
must be done within 14 days of the Complete one route training into
clearance. the aerodrome under the
supervision of a Training or
22.3.3 Recency Check Pilot qualified for that
If a Captain and First Officer has not aerodrome.
operated into the aerodrome:
Edition 1 Page 8
Rev: 00
Complete one Route Check to

the aerodrome.
NOTE 1: Training or Check Pilot must
brief on terrain, weather, wind shear etc.
NOTE 2: Initial operation to the aerodrome
must be within 14 days of clearance.
22.3.6 Recency
If a Captain and First Officer has not
operated into the aerodrome:
Exceeding 12 months, the initial
qualification requirements apply.
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Rev: 00
22.4 REQUIREMENTS FOR SPECIAL

AIRPORT CLEARANCES
(TURBO-JET)
22.4.1 KATHMANDU, SKARDU,

ALMATY.
Captain/First Officer has:
Minimum 100 Hours on the
Type.
In depth Briefing by Training or
Check Pilot.
Complete one route
familiarization to the aerodrome.
Complete one route training into
the aerodrome under the
supervision of a Training or
Check Pilot qualified for that
aerodrome.
Complete one Route Check to
the aerodrome.
Note 1: Training or Check Pilot must brief
on terrain, weather, wind shear etc.
Note 2: Initial operation to the aerodrome Intentionally Left Blank
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Rev: 00
22.5 REQUIREMENTS FOR NORTH Compliance will normally be achieved

ATLANTIC /AMERICAN by providing the Captain with route
AERODROMES briefing material which will cover any
operational material not included in
22.5.1 Initial qualification the Company Operations Manual.
Complete the approved simulator Route briefing material will be
approach sequences of any related approved by the Chief Pilot Training
airfields. or his delegate.
View the audio visual programme.
Route training.
Route check.
Note 1: Initial operation to the aerodrome
Note 2: Clearance to one of the North
Atlantic/American aerodrome(s) qualifies
the Captain and First officer for all PIA
North American aerodromes.
22.5.2 Recency
If a qualified Captain /First Officer
has not operate into or out of the
North Atlantic/American
aerodrome(s) for a period exceeding
12 months but less than 3 years, either
in depth briefing or audio visual
programme or simulator training as
initial qualification to be completed
without route check.
Exceeding 03 years the flight crew
shall complete initial qualification
requirements.
22.5.3 CHARTER OPERATIONS
CAPTAIN/FIRST OFFICERS
The CAA does not lay down any
physical qualification requirements for
pilots operating aircraft engaged in
charter operations. However, an
adequate knowledge of the route to be
flown, the main and alternates
aerodromes which are to be used, etc,
as specified in CARs is required.
Edition 1 Page 11
Rev: 00
22.6 Route Qualification Supplement NAWABSHAH

22.6.1 Aerodrome Specific Requirements ORMARA
22.6.1.1 Category -A Aerodromes PANJGUR
ABU DHABI PARACHINAR
AL-AIN PASNI
AMMAN PESHAWAR
BAHAWALPUR RAHIM YAR KHAN
BAHRAIN RIYADH
BAKU SAWAN
BANGKOK SEHWAN
BANNU SHARJAH
BHIT SIALKOT
COLOMBO SINGAPORE
DALBADIN SUI
DAMASCUS SUKKUR
DAMMAM TASHKENT
DELHI TEHRAN
DERA GHAZI KHAN TRIPOLI
DERA ISMAIL KHAN TURBAT
DHAHRAN YANGOON
DHAKA ZHOB
DOHA
DUBAI Note: Any additional airfield which meets
FAISLABAD the above aerodrome specifications shall be
GWADAR considered a category-A airfield.
HYDERABAD
ISLAMABAD
JACOBABAD 22.6.1.2 Category B Aerodromes
JAKARTA ALMATY
JEDDAH ATHENS
JIWANI HONG KONG
KABUL ISTANBUL
KADANWARI MILAN
KARACHI MOSCOW
KHUZDAR NAIROBI
KUALA LUMPUR QUETTA
KUWAIT SAIDU SHARIF
LAHORE
MALE 22.6.1.3 Category C Aerodromes
MANILA (Far Eastern Aerodromes)
MIANWALI BEIJING
MIRPUR KHAS TOKYO
MOENJODARO
MULTAN
MUMBAI
MUSCAT
Edition 1 Page 12
Rev: 07
SPECIAL FLIGHTS 11th June, 2010
22.6.1.4 Category-C Aerodromes

(Western Europe)
AMSTERDAM
BARCELONA
BIRMINGHAM
COPENHAGEN
FRANKFURT
GLASGOW
LEEDS BRADFORD
LONDON
MANCHESTER
OSLO
PARIS
ROME
STAN STEAD
SHANNON
ZURICH
22.6.1.5 North American Aerodromes

CHICAGO
HOUSTON
TORONTO Intentionally Left Blank
NEW YORK
WASHINGTON
22.6.1.6 Category X Aerodromes
ALMATY
CHITRAL
GILGIT
KATHMANDU
MUZAFFARABAD
RAWALAKOT
SKARDU
NOTES:
Qualification to CHINA qualifies the
pilot for HONG KONG operations as
well.
Qualification to any western European
destination qualifies the pilot for all
western European/ Category-B
aerodromes.
Qualification to New York, Chicago,
Toronto, Houston or Washington
qualifies the Captain for all PIA North
Atlantic aerodromes.
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Rev: 05
FLIGHT DUTY TIME LIMITATIONS
CHAPTER 23: FLIGHT DUTY TIME LIMITATIONS

TABLE OF CONTENTS
23.0 General... 2
23.0.1.1 Flight Crew. 2
23.0.1.2 Cabin Crew. 2
23.0.1.3 Deadheading Crew.. 2
23.0.1.4 Duty Period. 2
23.0.1.5 Flying Duty Period. 2
23.0.1.6 Flight Time. 2
23.0.1.7 Local Night. 2
23.0.1.8 Positioning.. 2
23.0.1.9 Rest Period.. 2
23.0.1.10 Standby Duty 2
23.1 Commencement/Completion of Duty
23.1.1 Commencement 3
23.1.2 Completion 3
23.1.3 Flight Activity outside PIAC 3
23.3 Maximum Flight Time /Flight Duty Time Limitations
23.2.1 Flight Crew .. 4
23.2.2 Cabin Crew 5
23.3 Rules and Limitation 6
23.3.1 Flight and Flight Duty Time Limitations.. 6-7
23.3.2 Maximum weekly /Monthly/ Yearly Flights. 7
23.3.3 Distribution of C.S.S/ Simulator/ Flight Training Hours. 7
23.3.4 Delayed Departure. 7
23.3.5 Wake-up Calls... 7
23.3.6 Extension of FDTL and Excess Duty....... 7-8
23.4 Crew Transportation, Rest Period Days-Off, Standby Duty
23.4.1 Transportation.... 9
23.4.2 Rest Period. 9
23.4.2.1 At Base Station... 9
23.4.2.2 Minimum Rest Period En-route at Layover/Crew Change
Station... 9
23.4.2.3 Rest Period En-route (Un-Scheduled Layover).. 10
23.4.2.4 Minimum Rest at Out Stations (Domestic) 10
23.4.2.5 Minimum Rest at Outstations (International). 10
23.4.2.6 Controlled rest on the Flight Deck During Flight.. 10
23.4.2.7 Rest period for Dead Heading 11
23.4.2.8 Rostering /Scheduling 11-13
23.4.2.9 Productivity/ Regularity Record. 13
23.4.2.10 Flight crews Whereabouts... 13
23.5 Maximum Flight Time /Flight Duty Time Limitations For Long
Range Operation.................................................................................... 14
23.5.1 Extension to FDTL for LR Operations 14
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Rev: 00
23.0 GENERAL duties and standby duty. All training and

Rostering rules are laid down to office assignments are considered as duty.
ensure implementation of FDTL
requirements and provide working 23.0.1.5 Flying Duty Period
guidelines for Scheduling Officers, The total time from the moment a flight
Flight Crewmember and Cabin crew member commences duty,
Crewmembers ensuring adequate immediately subsequent to a rest period
rest and the limitations of flight and and prior to making a flight or a series of
duty time. flights, to the moment the flight crew
member is relieved of all duties having
23.0.1 Definitions completed such flight or series of flights.
For the purposes of this Section, various
terms used have the meanings defined 23.0.1.6 Flight Time
below as described:- The total time from the moment an
aeroplane first moves for the purpose of
23.0.1.1Flight Crew taking off until the moment it finally
Flight crew means a licensed comes to rest at the end of the flight.
crewmember charged with duties essential Note. Flight time as here defined is
to the operation of an aircraft during flight synonymous with the term block to
duty period. block time or chock to chock time in
general usage which is measured from the
23.0.1.2 Cabin Crew time an aeroplane first moves for the
A crew member who performs, in the purpose of taking off until it finally stops
interest of safety of passengers, duties at the end of the flight.
assigned by the operator or the pilot-in-
command of the aircraft, but who shall 23.0.1.7 Local Night
not act as a flight crew member. A period of 8 hours falling between 2200
hours and 0600 hours local time.
23.0.1.3 Deadheading Crew
Deadheading Crew means a 23.0.1.8 Positioning
crewmember positioned by the operator in The practice of transferring crews from
flight or by surface transport. place to place as passengers in surface or
air transport at the behest of the Operator.
23.0.1.4 Duty Period
Any continuous period throughout which 23.0.1.9 Rest Period
a crewmember is required by an operator A period of time on the ground during
to be on duty, whether on ground or in the which a crewmember is relieved of all
air. Where a crewmember is required by duties by the operator.
an operator to be available for duty for
two or more periods separated by an 23.0.1.10 Standby Duty
interval of less then 12 hours on A defined period during which a crew
international flights and 10 hours for member may be called for duty within a
domestic duties, the period shall be minimum notice. Standby duty away from
deemed continuous. It includes any flying the place of rest will be counted towards
duty period, positioning at the behest of flight duty time.
the Operator, ground training, ground
Edition 1 Page 3
Rev: 00
23.1 COMMENCEMENT / hotel accommodation is made

COMPLETION OF DUTY available.
23.1.1Commencement All flight personnel shall complete
Flight Crew shall report for duty at the their respective post flight duties as
designated place and time before the soon as possible after each landing.
scheduled departure:
Pilots: Captain and First 23.1.3 Flight Activity outside PIAC
Officer/Co-Pilot will report to PIAC flight crew flying activities
Flight Despatch 1 hour prior to outside the organization are strictly
STD for international flights and prohibited, unless an approval is
45-minutes for domestic flights. granted in writing by the competent
Flight Engineer (F/E): F/E will authorities. If such an approval is
report to Flight Dispatch- 1:30 obtained, the flight/ duty time
hours prior to STD for all limitation of the concerned crew must
flights. At outstations reporting be tracked and recorded for that
time for F/E shall be the same as period.
for Pilots.
At outstations all Air Crew are to be
assembled in the hotel lobby in order
to arrive at the airport no later then 1
hour prior to scheduled departure
time.
Cabin Crew will be assembled after
check out by the Purser to attend the
pre-flight briefing.
All crew members are required to
board the aircraft early enough to
ensure careful and complete flight
deck and cabin preparation prior to
departure. The Purser will meet the
Captain onboard the aircraft to report
number of cabin crew with valid
documents and briefed about the
flight as per procedures, and to
receive any information or instruction
relevant to the flight from the Captain.
23.1.2 Completion
The flight duty period ends 30
minutes after the final chocks-on time
for international flights and 15-
minutes after final chocks-on time for
domestic flights.
Incase of delay in the availability of
transport/hotel accommodation the
flight duty period will continue till the
Edition 1 Page 4
Rev: 07
23.2 MAXIMUM FLIGHT TIME /FLIGHT DUTY TIME LIMITATION

As per CAA (PAK) ANO NO. 91.0012 Issue Four-A dated 20th April, 2010
23.2.1 FLIGHT CREW

Flight Crew Complement Domestic and International MINIMUM REST
Flight Time Flight Duty Time* Each flight crew member shall be provided with a rest period before
Single Crew Complement each flight duty period. This shall not be less than twice the duration of
Two Crew Cockpit 09:00 HRS 12:00 HRS the flying duty period of the previous flight and not less than 12 hours.
Three Crew Cockpit 10:00 HRS 13:00 HRS Each flight crew member shall be provided with a rest period of not less
Multiple Crew Complement than twenty four hours after availing his rest period of last flight in each
Two Crew Cockpit 11:00 HRS 13:00 HRS period of seven consecutive days.
Three Crew Cockpit 12:00 HRS 15:00 HRS
Double Crew (two sets of crew) 16:00 HRS 18:00 HRS To avoid inconvenience to passengers, on subsequent flight minimum
Max ** 6 LDGs in day light in any one flying duty period rest period may be reduced to 12 hours on international sectors and 10
Landings 4 LDGs by day + 1 LDG by night in any one flying duty period hours on domestic sectors with the consent of each flight crew member,
3 LDGs by day + 2 LDGs by night in any flying duty period provided that the crew member does not feel fatigued and feels in good
2 LDGs by day + 3 LDGs by night in any one flying duty period physical / mental condition to operate a flight.
4 LDGs by night
Max Accumulative Flight Hours **
7 Days Period 35 HRS
30 Days Period 100 HRS
365 Days Period 1,000 HRS
* In case of Delays the FDTL may be extended by 4 hours provided the crew is not fatigued.
** Not applicable in the case of Retrieval of airplanes after diversion and base training (airplane).
*** In case of operational requirements involving a flight pattern seven consecutive days or more rest period of 24 consecutive hours after necessary rest
at slip stations will be considered as relieved from all duty.
Edition 1 Page 5
Rev: 00
Pakistan International FLIGHT DUTY TIME LIMITATIONS
25th Mar 2008
23.2.2 Cabin Crew

Cabin Crew Complement Domestic and International MINIMUM REST
For Roster Planning
Flight Time Flight Duty Time* AT BASE
Single Crew 12:00 HRS 16:00 HRS Twice the Flight Duty Time or a MIN of 12 HRS (whichever is
Multiple Crew (An additional 50% 14:00 HRS 18:00 HRS more).
of single crew compliment) OUTSTATION (Domestic)
Double Crew 16:00 HRS 20:00 HRS One and a half of Flight Duty Time or a MIN of 10 HRS (whichever
is more). Rest will start after half an hour After Blocks ON.
Maximum Landings 6** OUTSTATION (International)
Max Accumulative Flight Hours One and a half of Flight Duty Time or a MIN of 12 HRS (whichever
30 Days Period 100 HRS is more). Rest will start after half an hour After Blocks ON.
365 Days Period 1,000 HRS
Off Days In case of Delayed Flights/ Diversion Flights and non-availability of
cabin crew can be picked up after a minimum rest of:
Domestic Flights: 10:00 HRS
The cabin crew shall be entitled to 08 days OFF in a month. International: 12:00 HRS
The entitlement of Days OFF will be reduced on pro-rata basis in case of P/L, Rest period starts from duty OFF (shall start 00:30 hr after blocks on,
C/L, Sick Report and M/L of the last sector) and ends with duty ON (shall end 01:30 hr before
next EDT).
* In case of Delays the maximum FDTL may be extended by 4 hours if the Cabin Crew is not fatigued.
** Not applicable in the case of Technical Landings; Ferry and Retrieval of aircraft.
*** At slip stations a rest period of 24 consecutive hours after necessary rest will be considered as relieved from all duty.
The above limitation period herein shall be subject to limitations mentioned in ANO 91.0012 (issue three A dated May 26, 2006) on FDT
Edition 1 Page 6
Rev: 07
23.3 RULES AND LIMITATION Flight Pattern will be planned with more
The following rules and limitations than four sectors on jet, and five sectors on
will govern for scheduling of the Turbo Prop aircraft. Flight duty time
flight crew, as per CAA ANO limitations, in such cases, shall be reduced
91.0012 issue Four dated 20th April, by thirty (30) minutes for an additional
2010. These limitations are not to be sector. Deadheading travel will not be
applied for planning purposes. The counted towards sectors limitation after
intent is to provide flight operations operating the flight.
personnel with regulatory limitations Multiple Crew Operation (Three Crew
and guidelines to cater for operational Maximum scheduled flight
12:00hrs
exigencies. Routine planning and time
scheduling shall be as per the Maximum scheduled flight 15:00
scheduling policy the limitations of duty time hrs
which are below state regulations. Maximum scheduled sectors 4
cockpit i.e. Three Pilots 2 Flight
Engineers )
23.3.1 Flight and Flight Duty Time
Limitations
Crew Complement: The crew shall consist
The following are the Flight crew
of two Captains and one Co-Pilot/First
duty time limitations for each
Officer, and Two Flight Engineers.
combination of operations:-
Single Set Crew Operation (Two Crew
Multiple Crew Operation (Two Crew
cockpit)
cockpit i.e. Three Pilots)
Maximum scheduled flight
09:00 hrs
time
Maximum scheduled flight 11:00 hrs
12:00 hrs time
duty time
4 Jet duty time
13:00 hrs
and
Maximum scheduled sectors 4 - Jet
5 Turbo Maximum scheduled sectors
aircraft
Prop A/C
5 Turbo
Maximum scheduled sectors
Prop
Single Set Crew Operation (Three Crew
Cockpit)
Crew Complement: The crew shall consist
of two Captains and one Co-Pilot/First
10:00 hrs Officer.
time
On all flights requiring multiple crew
13::00hrs including flight engineers, two seats
duty time
in the club class will be reserved for
4 Jet
the purpose of crew rest. On flights
and
Maximum scheduled sector where only additional pilot is
5 Turbo required, only one club class seat will
Prop A/C
be reserved. These seats will be
Note1: In addition to above, one additional specifically designated as crew seats,
sector may be added, only under extreme away from galley/service disturbance.
operational requirements. However, no
Edition 1 Page 7
Rev: 07
Double Crew Operation (three crew crew concerned in not so informed by

cockpit i.e Two Captains, Two First 30 minutes prior to schedule pick up
Officers and Two Flight Engineers) time, his flight duty time, shall be
deemed to have commenced from the
Maximum scheduled flight original reporting time of the flight.
16:00 hrs
time If a Flight crew has gone on rest after
Maximum scheduled flight completion of duty, he/she will not be
18:00 hrs
duty time scheduled on another Corporation
Maximum scheduled sectors 2 duty during the same calendar day.
However, at outstations a Flight crew
may be detailed on duty during the
Double Crew Operation (two crew same calendar day after minimum
cockpit i.e Two Captains, Two First rest.
Officers) Captain may delay a flight en-route
for the purpose of rest even with out
Maximum scheduled flight exceeding the flight duty time
16:00 hrs limitation, if in his opinion
time
Maximum scheduled flight continuation of flight may endanger
18:00 hrs the safety of operation.
duty time
Maximum scheduled sectors 2 No Flight Crew will be scheduled to
fly for more then two local
23.3.2 Maximum Weekly / Monthly / consecutive nights.
Yearly Flying
Flight Crew will not be scheduled an 23.3.5 WAKE-UP CALLS
excess of the following flight times: Crew hotels normally provide wake-up
calls. These are normally adjusted for
Duration Jet Aircraft/Turbo Prob. delayed flights. However, the hotels do not
Weekly 35 hours accept any responsibility for any failure in
Monthly 100 hours the system. Since crew are responsible for
Yearly 1000 hours reporting on time, it is advisable to carry an
alarm clock or arrange for some other back-
23.3.3 Distribution of C.S.S / Simulator/ up system.
Flight Training Hours
Total training hours in a quarter (i.e. 3 23.3.6 Extension of FDTL and excess
months) will be distributed equally duty.
amongst instructors on each To avoid inconvenience to passengers, duty
equipment. period as given on page 6 of this chapter
may be extended by a maximum of 4 Hours
23.3.4 Delayed Departure in the case of un anticipated technical snags,
In case of delayed departure of a adverse weather conditions or any other
flight, Flight crew will be informed of unforeseen circumstances beyond the
such delay as far in advance without control of the operator. This provision of
being disturbed, as possible before FDTL extension shall not be used for crew
pickup time to enable them to utilize planning and scheduling purposes.
the delay towards their rest. If the
Edition 1 Page 8
Rev: 00
Any variation to this scheme of flight and

duty time limitation beyond the scope of an
operator may only be permitted by Civil
Aviation Authority Pakistan.
Edition 1 Page 9
Rev:07
23.4 CREW TRANSPORTATION, 23.4.2 Rest Period

REST PERIOD, DAYS-OFF AND 23.4.2.1 At Base Station
STANBY DUTY Minimum rest period at base will be twelve
23.4.1 Transportation (12) hours or double the flight duty time,
The PIAC will arrange air- which ever is more.
conditioned transportation to cover
flight duty travel from the residence 23.4.2.2 Minimum Rest Period En-
of the Flight crew to the airport, route at Layover/Crew
before a flight duty, and from the Change Station
airport to residence, and incase of Rest period will be double the flight
outstation from airport to hotel and duty time or twelve (12) hours
return to airport. whichever is more. In case of
Flight crew will not be provided PIA unforeseen circumstances such period
transport for their medical checkups, may only be reduced provided that , at
refreshers and CSS/SIM at their base least the following rest is
stations allowed/availed:
After operating a domestic flight ex-
base and crew attending refresher, Minimum Rest
medical, CSS/SIM or any other
ground duty, a flight crew may be 12 hrs International
scheduled to return supy to base by Stations
the first available flight provided the
total duty operation-com supy does 10 hrs Domestic
not exceed twelve (12) hours. This Stations
shall enable the Crew to be available
with their families at their base. Under
this clause, the Flight crew will be Note: 1 The PIAC has the right to change
entitled to payment of excess duty crew if the rest period at crew change
flight expense of any time in excess of station will involve delay in the scheduled
ten (10) as applicable to operating departure of the subsequent flights due to
Flight crew. rest period.
Note: 2 Incase of a combination of
Two Flights a Day: Flight Crew may be International /Domestic flight, the duty will
scheduled for two consecutive flights on a commence sixty (60) minutes prior to the
day provided. scheduled departure time and will end
fifteen (15) after the actual block on. In
- Maximum schedule flight time (block case of combination of
time) of 9 hours and four sectors are domestic/international flight, the duty will
not exceeded. commence forty five (45 minutes prior to
- The maximum flight duty time of 12 the scheduled departure and will end thirty
hours is not exceeded. (30) minutes after actual block-on.
- One of such flights shall not fall Note: 3 A rest period of 24 consecutive
between 2200 to 0600 hrs local time. hours after necessary rest at slip stations
will be considered as relieved from all duty
for operating the subsequent flight.
Edition 1 Page 10
Rev:07
23.4.2.3 Rest Period En-route (un- experience has shown or where it is

scheduled Layover) expected that crew alertness may be
When a flight is delayed en-route and improved, especially for the final part of a
flight times/flight duty time flight. Concerning its application, the
limitations are likely to be exceeded, following points have to be observed:
the Captain may declare a minimum Coordination with and information to
layover period consistent with clause Cabin Attendant should be arranged
above, for reasons of flight safety, in due time so that a Cabin Attendant
convenience of passengers and other is available in the cockpit, while
operational considerations. If such controlled rest is taking place in a 2
layover period is 12 hours and 3-man cockpit, Cabin Attendant
(international)/ 10 hours (domestic) or is to ensure that pilot at controls does
more, then the flight will be deemed not go to sleep.
to have commenced afresh for the Controlled rest may be used in a 2 and
purpose of flight duty time and flight 3-man cockpit during single crew
time limitations. In such event during operation.
a layover period, the crew shall be Only one crew member at a time shall
provided hotel accommodation. make use of controlled rest. During
this time all crew members have to
23.4.2.4 Minimum Rest at Out Stations stay at their stations, including the
(Domestic Stations) resting crew member.
For operating flight crew rest at outstation Controlled rest should be used only
for planning purposes within the country during the cruise phase of the flight
will be double the flight duty time or twelve until 30 minutes prior planned top of
(12) hours, which ever is more. However, in descent.
case of unforeseen circumstances crew will The maximum time for an
be required to operate after availing rest of individual rest period shall not exceed
ten (10) hours. 40 minutes. This time limitation
serves the purpose not to fall into
23.4.2.5 Minimum Rest at Outstations deep sleep with resulting increased
(International Flights) sleep inertia.
For crew slipping within the country after More than one rest period is permitted
operating an international flight, or at per individual Flight crew member if
international stations, rest period for required.
planning purposes will be double the flight Personnel equipment, which may
duty time or twelve hours, which ever is facilitate rest, is permitted, such as
more. However, in case of unforeseen eye shades, neck supports, earplugs.
circumstances crew will be required to The available alert systems (alarm
operate after availing rest as per clause for
clock/timer) have to be integrated as
minimum Rest Period Enroute at Layover / back-up systems.
crew change station.
23.4.2.6 Controlled Rest on the flight

deck during flight
Controlled rest on the flight deck may be
and should be used on flights where
Edition 1 Page 11
Rev:00
23.4.2.7 Rest Period for Dead Heading such periods, provided that it is with
(Excluding Seminars Crew) their consent, and provided no other
Duration of Duty Minimum Rest crew who has not reached his
Required weekly/monthly/yearly flying quota
Up to 8 hours 12 hours (Intl) due operational requirement, is
12 Hours (Dom) available for that flight.
More Than 8 Double the Flight In case a flight crew is required for a
Hours Duty Time. flight for which, he/she is not rostered,
12 Hours (Dom) advance notice of at least twelve (12)
More Than 8 Hours Double the Flight hours will be given and
Duty Time. acknowledgement obtained.
A reserve flight crew shall be given an
23.4.2.8 Rostering/Scheduling advance notice of 12 Hours prior to
Flight crew will be rostered/ commencement of assigned duty.
scheduled according to the following A flight crew reserves the option not
conditions; to operate a flight if the required quota
Duty Roster is completed.
The corporation shall prepare Days Off
monthly duty roster for each All flight crew will be entitled
equipment based on crew slips/ for ten days off at base each
operating patterns so as to ensure month, free from all duties.
that crews fly their share of These days will be counted after
flight. Such rosters shall be giving double the flight duty
provided at least five (5) time rest or 12 hour rest, which
working days before the ever is more and will be counted
effectivity. as shown below;
When operational requirements 25 to 35 Hours Equal to One Day
so warrant, the monthly roster 36 to 48 Hours i. Equal to two days
maybe revised to if such period
reflect/accommodate in the final includes two night
crew position as necessary. (2200 to 0600
Normally no changes will be made in L.T.)
duty roster. However if due to ii. Equal to one day
unforeseen circumstances, any change in other cases.
in the planned roster is considered 49 to 60 Hours Equal to 2 Days
necessary, prior approval of the SVP 61 to 72 Hours Equal to 2.5 Days
Flight Operations or in his absence his 73 to 84 Hours Equal to 3 Days
nominee, will be obtained. SVP Flight 85 to 96 Hours Equal to 3.5 Days
Operations may schedule any crew on 97 to 108 Hours Equal to 4 Days.
any flight on account of corporation He/she may be utilized for Corporation
requirement. Flight crew will not be duty on any off days. He/she will be
rostered for any standby duties in that credited for any P/L for each such day.
week/month/year in which they have
Entitlement of days off a month will be
completed their weekly /monthly
reduced by the number of days for Flight
/yearly flying quota. Nevertheless crew in that Month on pro-rata
they maybe scheduled for flights in
Edition 1 Page 12
Rev:00
basis. A flight crew will be scheduled to Dead

have at least one (1) day off at base each Heading/Supernumerary
week in case of domestic flights only. Travel (Supy)/Interline Travel
However when required to be away from Flight crew when dead heading,
base for three (3) days or more, the crew for the purpose of operating
will be entitled to the following days off, flights ex-outstations, or
immediately upon his arrival at base, after returning after operating a flight
availing rest. will not be detailed (Supy) for
more than 16 hours of flight
Consecutive Days Entitled Days Off duty). However, in case the
Away from Base flight on which they are
2 1 traveling is delayed they may
3-4 2 exceed the limit with their
5 days or More 3 consent.
When exigencies demand the above Club class will be arranged for built in
days-off maybe reduced by twenty four Supy travel, on Supernumerary
hours (e.g 2 days to 1 day), provide that patterns including dead heading. For
the crew is so informed at least twelve non built in Supy travel, if club class
(12) hours before flight/standby, and seat is not available economy class
acknowledgement obtained from him, travel will be arranged.
and also provided that the duration of If the aircraft is all economy
the subsequent flight so scheduled does configuration the crew will travel in
not exceed two (2) days away from economy class.
base. If there is a combination of
If more than ten (10) days off are supernumerary-cum-operating on any
available at base, in a month, such flight, flight duty limits will be
days in excess will be open for duty applicable.
and suitably indicated in the roster. Flight crew operating layover
international flights will return
Standby Duty Supernumerary to base on the
Flight crew will not be rostered domestic/international sector of the
for standby duty on consecutive same flight, provided it is with in
days. Flight Duty Time Limitations. He/she
Flight crew will not be will be entitled to excess duty
rostered/planned on standby allowance for all hours exceeding 10
p.m. (Post Meridian) if they are hours upto 30 minutes after blocks on
rostered for a flight the next day. of operating flight at double the rate of
Standby AM will cover the trip flying allowance and the
flights departing between 0001- supernumerary hours till blocks on at
1200 LT and standby PM will single rate of trip flying allowance.
cover the flights departing
between 1201-2359 LT. Pilots Missing of Assigned Duty/Sick
would be detailed at an out Reports
station after availing necessary In circumstances where
rest. manipulation of the safeguards
provided to pilots/flight
Edition 1 Page 13
Rev:00
engineers missing their flights consecutive off hours in every 7 days. It

due to genuine and unavoidable will be the sole responsibility of the flight
reasons could occur, leading to crew to report back for the next roster duty
disruption of roster of other (any excuse of non availability of seat,
flight crew, the flight crew who cancellation or delay of flight will not be
habitually and unreasonably acceptable). In the days, besides above, the
miss assigned duties shall be flight crew may leave the station after
liable to penalties described obtaining station leave from the designated
below; authority if they are not required to operate
If a flight crew misses a particular any flight.
flight or a flight pattern habitually
(twice in three months), then the
number of hours involved in the tour
of duty will be deducted from his/her
guaranteed flying hours payment.
When a flight crew habitual status is
established as per para above, then
he/she will be rostered for such flights
in the subsequent months for the
number of flights so missed.
The list of such crew will be
submitted by Chief Pilot Planning and
Scheduling.
No cr edit for deadheading will be
given for a flight while returning to
base after reporting sick at an
outstation. Not withstanding any thing
contained in this chapter no slip will
be allowed between the station where
the crew reported sick and his base.
23.4.2.9 Productivity/Regularity Record

Corporation shall maintain detailed record
of the productivity and regularity of each
flight crew, balance hard/non slip flying
hours and number of days out (international
and domestic separately)
23.4.2.10 Flight Crews Whereabouts

Flight Crew is only allowed to leave the
base station without submitting any leave
application if it is on their off days after an
international flight. Flight crew not
operating long layover flights will also be
allowed to leave the base in their 36
Edition 1 Page 14
Rev: 07
23.5 MAXIMUM FLIGHT TIME /FLIGHT DUTY TIME LIMITATION FOR

LONG RANGE OPERATIONS (LR)/ULTRA LONG RANGE
OPERATIONS (ULR)
As per CAA ANO 91:0012 issue Four Dated 20th April, 2010.
Flight Crew Complement Flight Time Flight Duty Time

(a) 2 Sets of Crew 16:00 Hrs 18:00 Hrs
(b) 2 Sets of Crew+1Crew 18:00 Hrs 21:00 Hrs
member
Rest requirements
1. Rest period prior to LR Flights shall be 24 Hours prior to the scheduled departure.
2. Rest period prior ULR flights shall be 24 Hrs including 1 local night prior to the schedule
departure.
3. At destinations outside Pakistan a minimum of 24 hrs rest shall be provided.
4. Rest after return to home base on completion of LR/ULR flights shall be 48 hours, which
shall include 2 clear nights. This rest period shall commence after the completion of double
the flight duty time rest. However, after completion of LR/ULR flight if a domestic
layover is involved, then the crew will be given 36 hours rest at domestic station and
remaining rest shall be provided at crew home base or the flight crew may continue dead
head to base. In all cases rest period shall include three clear nights in Pakistan.
5. After pickup of flight crew if long delay is involved due any operational reasons, which
may infringe into FDTL of the crew, the LR/ULR flight may be rescheduled with the same
crew after providing 12 hours of rest at crew rest place.
6. After One LR/ULR flight the subsequent flight shall be separated by 07 days, which will be
applicable after completion of post flight required rest.
23.5.1 Extension to FDTL for LR/ULR Operations
1. If the flight is delayed, including ramp return due technical or any other unforeseen
circumstances (such as weather, immigration, missing pax, ATC etc..) FDTL may be extended by a
maximum of 04 hours.
NOTE:-
Crew rest bunks with fresh linen shall be provided on all LR/ULR flights.
Edition 1 Page 1
Pakistan International SAFETY PERFORMANCE MONITORING & Rev: 08

MANAGEMENT 22nd Nov, 2010
CHAPTER 24: SAFETY PERFORMANCE MONITORING &

MANAGEMENT
TABLE OF CONTENTS
24.0 General................................................................................................... 2
24.0.1 Reactive Means to Report Safety Data................................. 2
24.0.2 Proactive Means to Report Safety Data................................ 2
24.0.3 Safety Risk Assessment & Mitigation Program.................... 2
24.0.4 Safety Performance Monitoring & Management................... 2-3
Edition 1 Page 2

24.0 General Flight Crew and Flight Operations

Flight Operations shall follow the Personnel may also report any potential
procedures as laid down in the Corporate safety & security related concern using
Safety Manual for Safety Performance Flight Crew Confidential Reporting Form,
Monitoring and Management of Flight SAFE Cards and/or pksms@piac.aero. The
Operations Functions. All flight operations Flight Operations personnel may also
personnel are encouraged to report safety submit this information to in-charge of
hazards, expose safety deficiencies and DQC (Departmental Quality Control) DGM
raise safety or security concerns. GM Crew QA Flight Ops.
Training shall ensure that flight operations
personnel receive training on SMS 24.0.3 Safety Risk Assessment &
awareness and channels of reporting safety Mitigation Program
& security concerns. Issues identified through reactive and
proactive channels shall be reviewed by
24.0.1 Reactive Means to Report Safety Safety Action Group on regular basis under
Data the frame work as defined in the Corporate
Flight Crew shall report occurrences using Safety Manual. SAG meetings shall be held
approved standard forms as per respective on at least monthly basis review and initiate
SOPs. Other than mandatory occurrence actions necessary for improvement in
reporting (ref OM Part A Chapter 5 & operational safety & security. Safety
Corporate Safety, Flight Crew and Flight Information Management System SIMS
Operations Personnel may also report any shall be used for recording the safety data.
safety & security related occurrences using Typically SAG shall
Flight Crew Confidential Reporting Form, Analyze Safety Data and determine
SAFE Cards and/or pksms@piac.aero. The existing and potential safety risks to
Flight Operations personnel may also aircraft operations
submit this information to in-charge of Assess the level of Safety Risks to
DQC (Departmental Quality Control) DGM ascertain the risk control actions
QA Flight Ops. Solicit necessary approvals and ensure
provisioning of resources for
24.0.2 Proactive Means to Report Safety implementation of approved controls .
Data Review and analyze safety reports to
On a regular basis, proactive identification address operational deficiencies, hazards,
of operational safety hazards and related incidents and concerns using risk
risk assessments shall be carried out by assessment methodology.
Flight Operations Safety Action Group
(SAG). As a minimum, Safety Action 23.0.4 Safety Performance Monitoring &
Group should include representation from Management
all functions of flight operations. Safety & Based on the Safety Data and base line
Security Concerns by flight crew and other information, respective functional /
flight operation personnel can be equipment General Managers shall set
communicated to DGM QA Flight safety performance measures to monitor
Operations, Nominated SMS Coordinator or their safety performance and to validate the
to any of the SAG members for review. effectiveness of risk controls. For guidance
on setting Performance Targets refer to
Edition 1 Page 3

Corporate Safety Manual. For example

takeoff and landing tail strikes,
unsatisfactory line or training evaluations,
un-stabilized approaches, runway incursions
or any other measurable occurrences are
some examples of performance measures.
SIMS Reports, Flight Data Analysis
Reports and Flight Safety Performance
Reports should also be used for
setting performance targets.

Flight Operations Manual (PART-A)

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Flight Operations Manual (Part-A) DocumentChapter

PAKISTAN FLIGHT OPERATIONS

Standards Inspection Division

List of Effective Pages Rev # 08

List of Effective Pages

List of Effective Pages Rev # 08

List of Effective Pages Rev # 08

List of Effective Pages Rev # 08

1-2 00 25th Mar 08

List of Effective Pages Rev # 08

1-11 00 25th Mar 08

CHAPTER 1: ORGANIZATION & RESPONSIBILITIES

CHAPTER 2: COMPANY REGULATIONS

CHAPTER 3: TRAINING, CHECKING, QUALIFICATION

CHAPTER 4: FLIGHT CREW ROSTERING

CHAPTER 5: ADMIN INSTRUCTIONS AND FORMS

CHAPTER 6: GENERAL FLIGHT RULES

CHAPTER 7: FUEL POLICY

APTER 8: FLIGHT PREPARATIONS & PLANNING

CHAPTER 10: SAFETY AND SECURITY

10.7.2 Immediate Notification. 16-17

CHAPTER 11: PASSENGER HANDLING

CHAPTER 12: CARGO HANDLING

12.0 Aircraft Loading

CHAPTER 13: GROUND HANDLING

CHAPTER 14: GENERAL FLIGHT DECK PROCEDURES

CHAPTER 15 : USE OF EQUIPMENT

15.5 Traffic Alert and Collision Avoidance System (TCAS)

CHAPTER 16 : NORMAL PROCEDURES

16.6.4.4 Procedures 16-17

CHAPTER 17: APPROACHES

17.4.7 Aircraft Stabilization on Approach 11

CHAPTER 18: ALL WEATHER OPERATIONS

18.3.1.10 Loss of Visual Reference.... 14

CHAPTER 19: ADVERSE WEATHER

19.2.3.2 Downbursts. 13-14

CHAPTER 20: ETOPS/REMOTE DESTINATIONS

CHAPTER 21: ABNORMALS

21.5 Take-off & Climb

CHAPTER 22: SPECIAL FLIGHTS

CHAPTER 23: FLIGHT DUTY TIME LIMITATIONS

CHAPTER 24: SAFETY PERFORMANCE

0.1 INTRODUCTION Ensuring easy access to all

Chief Engineer Line

Intentionally Left Blank

This section covers Operational Policies

0.3.2 Record of Revisions

0.4 List of Effective Pages

Intentionally Left Blank

0.5 List of Abbreviations

FAR Federal Aviation Regulations

Pakistan International ORGANIZATION & Rev : 08

CHAPTER 1: ORGANIZATION & RESPONSIBILITIES

Pakistan International ORGANIZATION & RESPONSIBILITIES Rev : 08

Pakistan International ORGANIZATION & RESPONSIBILITIES Rev : 08

DIRECTOR DGM Quality

GM Crew GM GM Tech GM Crew GM Chief Flight

DGM DGM Crew Manager GM CC

Pakistan International ORGANIZATION & Rev : 08

1.1 OVERVIEW The Key position holders of the flight

Pakistan International ORGANIZATION & Rev : 08

1.2 DUTIES RESPONSIBILITIES To liaise with appropriate authorities

Pakistan International ORGANIZATION & Rev : 00